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yago
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http://madmonarchist.blogspot.com/2009/10/consort-profile-zita-of-bourbon-parma.html
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en
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The Mad Monarchist: Consort Profile: Zita of Bourbon
|
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She was born on May 9, 1892, the 17th child of Roberto I, Duke of Parma. in Lucca, Italy. Named after a famous Tuscan saint she was only a ...
|
en
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http://madmonarchist.blogspot.com/favicon.ico
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http://madmonarchist.blogspot.com/2009/10/consort-profile-zita-of-bourbon-parma.html
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28465
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yago
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2
| 15
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https://monarchie.lu/en/monarchy/former-sovereigns/hrh-grand-duchess-charlotte/hrh-prince-felix-bourbon-parma
|
en
|
H.R.H. Prince Félix of Bourbon-Parma
|
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Site officiel de la famille grand-ducale luxembourgeoise, le rôle de Chef de l'Etat du Grand-Duc.
|
en
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/themes/monarchie/favicon.ico
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https://monarchie.lu/en/monarchy/former-sovereigns/hrh-grand-duchess-charlotte/hrh-prince-felix-bourbon-parma
|
Félix Marie Vincent of Bourbon was the sixth of twelve children, the son of the last exiled Duke Robert of Parma of the House of Bourbon, who reigned until 1860, and his second wife, Duchess Maria Antonia of Braganza, Infanta of Portugal, younger sister of Grand Duchess Maria Ana.
Prince Félix attended boarding schools in Austria and England, where he obtained his baccalaureate in 1913.
During World War I, he completed his military service in Austria with two of his brothers, while his other two brothers were active in the Belgian army. As a first lieutenant, Prince Félix saved his brother-in-law, Emperor Charles of Austria, from drowning in 1917.
After he got engaged to Princess Charlotte in November 1918, he gave up his service as a cavalry captain in the Austrian army.
Several international developments, which were to be seen as the first signs of World War II, prompted Prince Félix to start planning for a possible exile of the Grand Ducal Family in 1939. He established the first contacts with President Roosevelt. In consultation with Foreign Minister Joseph Bech, he prepared the establishment of a Luxembourg legation in Washington.
On 10 May 1940, he followed the Grand Duchess and the Luxembourg Government into exile via France and Spain to Portugal. In July, Prince Félix went to the United States with his six children. The Grand Duchess joined them in October before the Family moved to Montreal, Canada, in December, where the Princes and Princesses stayed and continued their studies. In August 1941, the Grand Duchess and Prince Félix flew to London and settled there for the duration of the war. Good relations with the United States were consolidated, inter alia through several receptions organised by President Roosevelt at the White House in 1942.
In 1942, Prince Félix and the Crown Prince decided to join the British army as volunteers to fight with the Allies to liberate Luxembourg. From November 1942 onwards, Prince Félix served in the Northern Command of the British Army. In May 1944, he was appointed head of the Luxembourg military mission to the Supreme Headquarters of the Allied Expeditionary Forces.
After the Allied landings in Normandy, Prince Félix took part in the liberation of Paris and on 10 September 1944 in the liberation of Luxembourg City. During the Battle of the Bulge, he remained in Luxembourg and assisted the Allies in the defence of the country.
On 14 April 1945, he accompanied the Grand Duchess on her triumphant return to Luxembourg. The Grand Ducal Family moved to Fischbach Castle. Prince Félix was entrusted with the duties of Inspector General of the new Luxembourg Army from 1945 to 1967. From 1947 onwards, he accompanied the Grand Duchess on numerous official visits abroad, the last of which were a visit to the United States and a State visit to Paris in 1963.
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28465
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yago
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1
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https://history.info/on-this-day/1892-zita-of-bourbon-parma-the-last-ruler-of-the-austro-hungarian-empire/
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en
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1892: Zita of Bourbon-Parma - Last Ruler of the Austro-Hungarian Empire
|
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2020-05-08T23:05:00+00:00
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This day in 1892 marked the birth of Zita of Bourbon-Parma, who was the last Austro-Hungarian ruler i.e. the last Empress of Austria and Queen of Hungary.
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en
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History.info
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https://history.info/on-this-day/1892-zita-of-bourbon-parma-the-last-ruler-of-the-austro-hungarian-empire/
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Photo Credit To Wikipedia Commons / Charles and Zita with their children in exile at Herstenstein, Switzerland, 1921
Story Highlights
Historical event
9 May 1892
Servant of God, Zita of Bourbon-Parma, was the wife of Blessed Charles von Habsburg - the last ruler of the Austro-Hungarian Empire. Even three Zita’s sisters became nuns, and she also allegedly considered it. It is interesting that Zita was the 17th child of her father.
This day in 1892 marked the birth of Zita of Bourbon-Parma, who was the last Austro-Hungarian ruler i.e. the last Empress of Austria and Queen of Hungary.
Her name was Zita and she was born into the prominent family of Bourbon-Parma. She became Empress because, at the age of 19, she married Blessed Charles von Habsburg – the last ruler of the Austro-Hungarian Empire.
Her husband was beatified by the Catholic Church and is known for being very devout and peaceful.
Empress Zita was born in Tuscany, Italy, and was named after St. Zita, who lived there in the 13th century.
It is almost an incredible fact that the future Empress Zita was the 17th consecutive child of her father. His name was Robert of Bourbon–Parma who, in early youth, ruled an independent state called “Duchy of Parma and Piacenza“.
Therefore, he held the title of “Duke of Parma and Piacenza” (Duca di Parma e Piacenza). However, when he was only 10 years old, Robert was overthrown in the process of the unification of Italy.
Although he was no longer a ruler, he remained rich and respectable. He owned a private train and the famous château de Chambord in France.
Robert is perhaps most interesting for the fact that he had as many as 24 children (12 with his first wife, who died in childbirth, and another 12 with his second wife).
The future Empress Zita was raised as a good Catholic. In this large family, there was a custom of sharing with the poor.
Three of Zita’s sisters became nuns, and she also allegedly considered it. However, she eventually married Blessed Charles von Habsburg. Their oldest son was the recently-deceased Otto Habsburg.
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https://www.napoleon.org/en/history-of-the-two-empires/biographies/marie-louise-of-austria/
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en
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LOUISE OF AUSTRIA
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2010-03-24T23:00:00+00:00
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Childhood in Austria Marie-Louise de Habsburg-Lorraine was born on 12 December, 1791, in Vienna. Her parents, Francis II, who succeeded his father,
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en
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/wp-content/themes/napoleon/icons/apple-touch-icon-57x57.png
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napoleon.org
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https://www.napoleon.org/en/history-of-the-two-empires/biographies/marie-louise-of-austria/
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Childhood in Austria
Marie-Louise de Habsburg-Lorraine was born on 12 December, 1791, in Vienna. Her parents, Francis II, who succeeded his father, Leopold II, as Holy Roman Emperor on 1 March, 1792, and Maria Theresa of Naples were both related to Marie-Antoinette. Raised by her various governesses, she had a bourgeois but happy upbringing despite the difficulties imposed upon her after her family’s exile in 1805. This experience developed into a distinct aversion to France and a loathing of the one known as the “Corsican ogre”. She later admitted to Ménéval that she grew up “if not in hating [him], then at least in an environment hardly favourable to the man who had on numerous occasions brought the House of Habsburg to within a hair’s breadth of destruction, and who had forced her family to flee the capital and to wander from town to town in confusion and dismay.”(1)
Build-up to the imperial marriage
In 1809, Marie-Louise, then aged eighteen, learned of rumours circulating that Napoleon I, having just recently defeated Austria again, was looking for a new bride. The idea that she could be the next Empress of the French was abhorent to her and she wrote: “Napoleon is too afraid of being refused and too intent on hurting us further to make such a demand, and father is too good to insist on something of such importance.”. Whilst waiting for Napoleon’s decision, she wrote to one of her friends, Madamoiselle Poulet: “Since Napoleon’s divorce, I continue to open the Gazette de Francfort in the hope of finding an announcement of his new bride. I must admit that this delay has given me much cause for worry. […] I am placing my fate in the hands of divine Providence. […] If misfortune so wishes it, I am prepared to sacrifice my own happiness for the good of the State, convinced as I am that true happiness comes only from the accomplishment of one’s duties, even at the expense of one’s wishes.” [letter dated 22 January, 1810]. She also wrote to her father: “I await your decision with filial respect.”.(2) Francis II dared not inform her of his decision himself, and delegated the task to his minister, Metternich. Resigned to her fate, she accepted the decision with no hint of bitterness. After this, events unfolded at a pace. Berthier left for Vienna on 24 February and on 8 March, the official request was made. The next morning, the marriage contract was signed and on 11 March, the marriage by procuration took place. The religious marriage took place in Paris on 2 April.
Empress and mother: the birth of the King of Rome
Upon her marriage to Napoleon I, Marie-Louise became Empress, which she would remain for four years. Napoleon did not have to wait long for an heir: on 20 March, 1811, after a long and difficult labour, Marie-Louise gave birth to a son, who received the title of Roi de Rome. Nicknamed “the eaglet”, he was conferred to Madame de Montesquiou, who would become his governess.
Marie-Louise’s life was governed by ceremony and etiquette. Josephine’s chambers in every one of the imperial palaces were refurbished for her, and strict protocol imprisoned the young lady in a golden cage. She fulfilled her representative role with diligence and conducted herself with dignity.
In 1813, after the Russian disaster and as Napoleon set out for his campaign in Germany, Marie-Louise was left in France as regent, albeit with limited political power. Although the French Emperor returned when the capital was threatened, he left again on 25 January, 1814, never to see his wife and son again. On 28 March, the enemy was at the city’s gates; whilst Marie-Louise wished to stay, Napoleon insisted that she leave with her son for the Loire valley. In her letters to Napoleon, she pleaded with him to be allowed to accompany him to the island of Elba. Instead he sent her to Austria, back to her father’s court, where he hoped that she could secure leniency for him and his family. In doing so he promised that he would see her again afterwards. Marie-Louise met her father at Rambouillet, where she was persuaded to return to Vienna and rest. After, instead of returning to her husband’s side, she proceeded to Aix and its thermal spas, accompanied by the Comte de Neipperg. The King of Rome remained in Vienna as a hostage. Easily seduced, Marie-Louise abandoned all thought of returning to her husband (her personal correspondence does not appear to make any further mention of him (3)) even after his triumphant return in 1815. France’s defeat at Waterloo finally convinced the young Austrian that her fate lay faraway from France.
The Duchess of Parma
The Final act of the Congress of Vienna (9 June, 1815) (4) made her Duchess of Parma, which she ruled benevolently in the company of the Comte de Neipperg. Her son, who now bore the title of Duke of Reichstadt, remained in Vienna, where he died from tuberculosis in 1832. Marie-Louise, at the age of twenty-five, made her entrance in Parma on 9 April, 1816. She remained popular with her subjects, whilst external and military affairs were left in the very capable hands of Neipperg.
She married Neipperg in 1821, before the latter passed away in 1829. Unwilling to bear the prospect of solitude, she married the Comte de Bombelles on 17 February, 1834. Marie-Louise died on 17 December, 1847, and is buried in Vienna, in the Kapuzinergruft, along with other Habsburg family members. As per the Treaty of Paris ruling, the duchy of Parma returned to the House of Bourbon-Parma, to be ruled by Charles II.
Emmanuelle Papot (tr. & ed. H.D.W.)
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https://www.ncregister.com/blog/empress-zita-is-an-example-for-our-times
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en
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Empress Zita, Beloved Wife of Blessed Karl, Is an Example for Our Times
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2022-10-21T22:57:00-05:00
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Servant of God Zita exemplified a saintly level of trust in Divine Providence and remained devoted to the memory of her husband, from the day of his death in...
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en
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/bundles/_themes/swp/default-theme@hy9j1k/img/icons/favicon.ico
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NCR
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https://www.ncregister.com/blog/empress-zita-is-an-example-for-our-times
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In conjunction with the feast of Blessed Karl of Austria on Oct. 21, I conducted an email interview with Diane Schwind, the President of the American Foundation for the Beatification of Empress Zita. Blessed Karl and Servant of God Zita must be taken together — this is why Pope St. John Paul II chose their wedding anniversary as Blessed Karl’s feast day. The example of a holy wedded life is so needed today, and this is why Blessed Karl and Empress Zita are an example for our times.
Who is the Servant of God Empress Zita? Could you give us some milestones in her life?
Servant of God Empress Zita was the last empress and queen of Christendom. She was the wife of Blessed Charles von Habsburg, Emperor and King. Together they reigned over the Austro-Hungarian Empire during World War I from November 1916 to November 1918, when they were exiled from their country. After a two-year attempt to regain the throne, the family, now including seven children, were exiled to a small Portuguese-owned island off the coast of Africa called Madeira. Only five months later, Blessed Karl died of pneumonia, leaving Zita with their seven children and another in the womb.
Born into a large and happy family of the Bourbon-Parma lineage, Zita, who was one of 24 children, was raised with a beautiful Catholic faith which gave her great trust in Divine Providence. She became a widow and single mother to eight children just shy of her 30th birthday. The next 20 years were filled with decisions regarding what was best for her children. In devotion to her husband, Blessed Karl, she strove to raise the children as he would have them raised — first Catholic, and then royal. This desire was with the hope of regaining the throne and leading the empire in adherence to the Catholic faith.
Even as she devoted her life to her children and their needs, the Empress continued to remember her people in the war-torn countries of Austria-Hungary. During WWII, her family had to escape Hitler and fled to the United States. While there, and later when living in Canada, she made tours throughout both countries collecting food, clothing, blankets and money to send back to Europe to help the people of her countries.
Servant of God Zita exemplifies a saintly level of trust in Divine Providence as she remained devoted to her husband and his wishes, wearing black to honor him from the day of his death until her own death 67 years later at the age of 96, just two months shy of her 97th birthday. Her faith in Our Lord guided her as she raised their eight children to become Catholic leaders throughout the world in different levels of service. She remained a dignified leader to countless followers for generations and was greatly honored by many as her body was presented for burial at the Imperial crypt under the Capuchin Church in Austria. But even after death, her heart remains with that of her husband’s, preserved at Muri Abbey in Switzerland, where together in peace their love and honor of Our Lord is remembered.
How did you become acquainted with her life? And how did you become involved with her cause here in the U.S.?
God works in mysterious ways, right? My husband, Robert, and I are Benedictine Oblates promised to Our Lady of Clear Creek Abbey in Oklahoma. Each October we have an annual Oblate Day Retreat at the Monastery. In October of 2019 a symposium for Blessed Karl was scheduled in our area on the same day as the annual Oblate Day Retreat. We spoke with Father Prior, who is the Oblate Director, to ask if we should attend the retreat or the symposium. He said without any delay that we most definitely should attend the symposium because we needed the intercession of Blessed Karl and Servant of God Zita for our marriage and family apostolate, Three Hearts Institute.
He instructed me to begin reading about Servant of God Empress Zita. I did and very quickly saw how she is the example of a holy woman; wife, mother, grandmother, and even widow, that we need in our world today. Long story short, at the symposium, we ended up meeting one of the granddaughters of the holy couple, Princess Maria-Anna Galitzine. I asked her if there was an organization in the U.S. working for her grandmother’s cause. There had been, but it folded due to the ecclesiastical overseer being transferred many states away from where the organization had begun.
We had shared our affiliation with Clear Creek Monastery and that it was a daughter foundation of Solesmes, where Servant of God Zita had visited many times throughout her life. In fact, in her older years, she petitioned the Holy Father to allow her to enter the Convent of St. Cecilia, the sister convent to Solesmes. However, her family petitioned the Holy Father and asked that he not allow her to enter as a nun. Instead, he allowed Zita three or four months out of the year to stay.
A great excitement came over Princess Maria-Anna and she asked if I would speak to Father Abbot at Clear Creek Monastery about the abbey becoming the official home for the U.S. cause and if I would head the charge. How do you tell a princess who is the granddaughter of a Blessed and a Servant of God no? I immediately contacted Father Abbot Anderson, who had spent quite some time in France as a new monk before returning to the U.S. to be part of the core group of monks who came to establish Clear Creek Monastery. He was thrilled with the idea, as he had studied about Zita while in France. He obtained necessary permission from Solesmes and from the family and that was the beginning of the American Foundation for the Beatification of Empress Zita.
What is involved in your work on her cause?
The purpose of the Foundation is simply to spread the news of her story as a beautiful daughter of God who lived her vocation as wife, mother, grandmother, empress and queen under complete obedience and trust to and in Divine Providence. We are working on a website to publish as much as possible about her as well as a place to announce upcoming events. We will be offering an annual event at Our Lady of Clear Creek Monastery each May as close to her birthdate, which is May 9, as possible. We will be hosting symposiums in other locations as well. I would be honored to be invited to speak on the Servant of God as well.
Where does her cause stand internationally? Has there been much advancement?
Madame Elizabeth Montfort is the secretary-general of the Association for the Beatification of Empress Zita at Solesmes, France. Here is a quote from her [taken from an Oct. 8 email] answering this question precisely:
The trial of Empress Zita opened on Dec. 9, 2009, in the diocese of Le Mans where Solesmes is located, because she made many stays at the Abbey of Solesmes where she met her grandmother and her three sisters.
The first part, the interrogations, is now over. The people interviewed had known the Empress: they were members of her family, her doctor, people who knew her well, the nuns of Solesmes and Kergonan.
Simultaneously, the work of the historical commission takes place. It is a question of listing the writings of the Empress — she sometimes wrote 200 letters a week — the newspapers which speak of her, in order to identify what they show of the heroic virtues of the person. This work is far from finished, because Zita wrote many letters in German that need to be translated. The commission also lists the books written on the servant of God, without forgetting the contrary positions because it is important to listen to the ‘devil's advocate.’
The theological commission has also been appointed: two theological censors, whom we do not know, analyze the conformity of the person's life and his writings with the doctrine of the Church, to bring to light her heroic virtues.
When the work of these two commissions is finished, a secretary will compile all these data in what is called the Positio, that is to say, the final document which will be presented in Rome to the Congregation for the Causes of Saints.
The diocesan process will end with a ceremony: the trunk containing all the documents will be solemnly sealed and sent to Rome. It will be necessary to find another postulator in Rome to advance the cause in the Roman phase of the process. His mission will be to examine all the work of the diocesan process, and to authenticate the two healings being examined by approved doctors. It is about a young man who has recovered from a car accident, and a little girl cured of meningitis.
Throughout the trial, the association for the beatification of Empress Zita is responsible for making her life known and praying for graces through her intercession.
What example does Empress Zita leave us that is relevant for us today?
The life of Servant of God Zita is an example of what so many women today misunderstand — the life of a strong and powerful woman immersed in her femininity, not the attempt to perform with masculinity. But what is misunderstood is that her strength and power are the virtues of a woman grounded in union with Our Lord, immersed in her faith by participation in the Liturgy and personal mental prayer, and her devoted focus to the duties of her state in life as wife, mother and empress/queen.
We can learn from her example and put in place these same practices in our own lives. First, a deep union with God, participation in the Divine Liturgy, personal prayer. And then a head-down approach to the choices of our lives — true submissive devotedness to our husbands, care for our children with their eternal souls as the primary concern and service to God’s people in whatever way he calls us.
How can we help to advance her cause? And how can people find additional information about her life?
The official location of Servant of God Zita’s cause is at Solesmes in France. They have written a beautiful prayer that asks Our Lord to raise her to the altar of the Church. This prayer also asks for Zita’s intercession for the needs of others or for those praying. We invite everyone to ask for the intercession of Servant of God Zita. The Holy Spirit has already offered many graces through her intercession. Of course we are looking for a miracle that could bring about her beatification. We ask that any occurrences of grace due to her intercession be shared with the Foundation so that we can get the information to Solesmes for her files that are then shared with the Vatican.
Here is the prayer for her beatification:
God our Father, you redeemed the world by the humility of your Son, our Lord Jesus Christ. He who was King became a Servant and gave his life as a ransom for many, therefore you have exalted him.
We ask you that your servant Zita, Empress and Queen, will be raised to the altars of your Church. In her, you have given us an admirable example of faith and hope in the face of trials, as well as an unshakeable confidence in your Divine Providence.
We beseech You that alongside her husband, the Blessed Emperor Charles, Zita will become, for couples, a model of conjugal fidelity and love, and, for families, a guide in the ways of a truly Christian upbringing. May she who in all circumstances opened her heart to the needs of others, especially the very poor, be for us all an example of service and love of neighbor.
Through her intercession, grant our petition (mention here the graces you are asking for). Through Christ our Lord. Amen.
One Our Father, three Hail Marys and a Glory Be.
Kindly inform the American Foundation for the Beatification of Empress Zita [[email protected]] of any grace or favor obtained through the intercession of the Servant of God Zita.
You can watch an interview with Father Mitch Pacwa and Princess Maria-Anna about the life of Empress Zita here:
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https://europeanroyalhistory.wordpress.com/2021/10/21/october-21st-1911-marriage-of-archduke-charles-of-austria-este-and-princess-zita-of-bourbon-parma/
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October 21st, 1911: Marriage of Archduke Charles of Austria-Este and Princess Zita of Bourbon-Parma
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2021-10-21T00:00:00
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Archduke Charles of Austria-Este, the son of Archduke Otto of Austria and Princess Maria Josepha of Saxony, fifth child of King Georg of Saxony and Infanta Maria Anna of Portugal, herself the eldest surviving daughter of Queen Maria II of Portugal and her King Consort, Ferdinand of Saxe-Coburg-Koháry. Ferdinand of Saxe-Coburg-Koháry was the son Prince…
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European Royal History
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https://europeanroyalhistory.wordpress.com/2021/10/21/october-21st-1911-marriage-of-archduke-charles-of-austria-este-and-princess-zita-of-bourbon-parma/
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Archduke Charles of Austria-Este, the son of Archduke Otto of Austria and Princess Maria Josepha of Saxony, fifth child of King Georg of Saxony and Infanta Maria Anna of Portugal, herself the eldest surviving daughter of Queen Maria II of Portugal and her King Consort, Ferdinand of Saxe-Coburg-Koháry.
Ferdinand of Saxe-Coburg-Koháry was the son Prince Ferdinand of Saxe-Coburg-Gotha and Princess Maria Antonia Koháry de Csábrág who founded the Catholic cadet branch of the House of Saxe-Coburg and Gotha, after their marriage.
Charles became heir presumptive of Emperor Franz Joseph of Austria-Hungary after his uncle Archduke Franz Ferdinand of Austria was assassinated in 1914. Franz Ferdinand’ assassination was the spark that set off World War I.
Princess Zita of Bourbon-Parma, born as the seventeenth child of the dispossessed Roberto I, Duke of Parma, and his second wife, Infanta Maria Antonia of Portugal, herself the seventh and last child of King Miguel of Portugal and Adelaide of Löwenstein-Wertheim-Rosenberg. The unusual name Zita was given to her after Zita, a popular Italian Saint who had lived in Tuscany in the 13th century.
In the close vicinity of Schwarzau castle was the Villa Wartholz, residence of Archduchess Maria Theresa of Austria, Zita’s maternal aunt. Archduchess Maria Theresa was born as Infanta Maria Theresa of Portugal and the second daughter of Miguel I of Portugal and Princess Adelaide of Löwenstein-Wertheim-Rosenberg. She was the stepmother of Archduke Otto, who died in 1906, and the step-grandmother of Archduke Charles of Austria-Este, at that time second-in-line to the Austrian throne. Archduchess Maria Theresa’s sister was Princess Zita’s mother, Infanta Maria Antonia of Portugal.
Archduchess Maria Annunziata and Archduchess Elisabeth Amalie of Austria, were the two daughters of Archduchess Maria Theresa of Austria were Zita’s first cousins and Charles’ half-aunts. Charles and Zita had met as children but did not see one another for almost ten years, as each pursued their education. In 1909, his Dragoon regiment was stationed at Brandýs nad Labem, from where he visited his aunt at Františkovy Lázně.
It was during one of these visits that Charles and Zita became reacquainted.,Charles was under pressure to marry (Franz Ferdinand, his uncle and first-in-line, had married morganatically, and his children were excluded from the throne) and Zita had a suitably royal genealogy.
Zita later recalled:
We were of course glad to meet again and became close friends. On my side feelings developed gradually over the next two years. He seemed to have made his mind up much more quickly, however, and became even more keen when, in the autumn of 1910, rumours spread about that I had got engaged to a distant Spanish relative, Don Jaime, the Duke of Madrid. On hearing this, the Archduke came down post haste from his regiment at Brandýs and sought out his grandmother, Archduchess Maria Theresa, who was also my aunt and the natural confidante in such matters. He asked if the rumor was true and when told it was not, he replied, “Well, I had better hurry in any case or she will get engaged to someone else.”
Archduke Charles traveled to Villa Pianore and asked for Zita’s hand and, on June 13, 1911, their engagement was announced at the Austrian court.: Zita in later years recalled that after her engagement she had expressed to Charles her worries about the fate of the Austrian Empire and the challenges of the monarchy.
Charles and Zita were married at the Schwarzau castle on October 21, 1911. Charles’s great-uncle, the 81-year-old Emperor Franz Joseph, attended the wedding. He was relieved to see an heir make a suitable marriage, and was in good spirits, even leading the toast at the wedding breakfast. Archduchess Zita soon conceived a son, and Archduke Otto, future Crown Prince of Austria, was born November 20, 1912. Seven more children followed in the next decade.
In 1916, Emperor Franz Joseph died and Charles became Emperor of Austria, King of Hungary (as Charles IV), King of Croatia, and King of Bohemia (as Charles III), and the last of the monarchs belonging to the House of Habsburg-Lorraine to rule over Austria-Hungary.
At the end of the Great War, on the day of the Armistice of November 11, 1918, Charles issued a carefully worded proclamation in which he recognized the Austrian people’s right to determine the form of the state and “relinquish[ed] every participation in the administration of the State.” He also released his officials from their oath of loyalty to him. On the same day, the Imperial Family left Schönbrunn Palace and moved to Castle Eckartsau, east of Vienna. On November 13, following a visit with Hungarian magnates, Charles issued a similar proclamation—the Eckartsau Proclamation—for Hungary.
Although it has widely been cited as an “abdication”, the word itself was never used in either proclamation. Indeed, he deliberately avoided using the word abdication in the hope that the people of either Austria or Hungary would vote to recall him.
Encouraged by Hungarian royalists (“legitimists”), Charles sought twice in 1921 to reclaim the throne of Hungary, but failed largely because Hungary’s regent, Admiral Miklós Horthy (the last commander of the Imperial and Royal Navy), refused to support Charles’s restoration.
After the second failed attempt at restoration in Hungary, Charles and his pregnant wife Zita were arrested and quarantined at Tihany Abbey. On 1 November 1921 they were taken to the Hungarian Danube harbour city of Baja, were taken on board the monitor HMS Glowworm, and there removed to the Black Sea where they were transferred to the light cruiser HMS Cardiff. On November 19, 1921 they arrived at their final exile, the Portuguese island of Madeira. Compared to the imperial glory in Vienna and even at Eckartsau, conditions there were certainly impoverished.
Charles did not leave Madeira. On March 9, 1922 he had caught a cold in town, which developed into bronchitis and subsequently progressed to severe pneumonia. Having suffered two heart attacks, he died of respiratory failure on April 1, in the presence of his wife (who was pregnant with their eighth child) and nine-year-old former Crown Prince Otto, remaining conscious almost until his last moments. His last words to his wife were “I love you so much.” He was 34 years old. .
After her husband’s death, Zita and her son Otto served as symbols of unity for the exiled dynasty. A devout Catholic, she raised a large family after being widowed at the age of 29, and never remarried.
Zita lived a long life. After a memorable 90th birthday, at which she was surrounded by her now vast family, Zita’s habitually robust health began to fail. She developed inoperable cataracts in both eyes. Her last big family gathering took place at Zizers, in 1987, when her children and grandchildren joined in celebrating Empress Zita’s 95th birthday.
While visiting her daughter, in summer 1988, she developed pneumonia and spent most of the autumn and winter bedridden. Finally, she called Archduke Otto, in early March 1989, and told him she was dying. He and the rest of the family travelled to her bedside and took turns keeping her company until she died in the early hours of March 14, 1989. She was 96 years old, and was the last surviving child of Roberto, Duke of Parma from both his marriages.
Her funeral was held in Vienna on April 1. The government allowed it to take place on Austrian soil providing that the cost was borne by the Habsburgs themselves. Zita’s body was carried to the Imperial Crypt under Capuchin Church in the same funeral coach she had walked behind during the funeral of Emperor Franz Joseph in 1916.
Her funeral was attended by over 200 members of the Habsburg and Bourbon-Parma families, and the service had 6,000 attendees including leading politicians, state officials and international representatives, including a representative of Pope John Paul II.
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Prince Charles-Emmanuel of Bourbon-Parma Turns Sixty
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Prince Charles-Emmanuel. Today, Prince Charles-Emmanuel of Bourbon-Parma celebrates his sixtieth birthday! Princess Yolande...
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https://eurohistoryjournal.blogspot.com/favicon.ico
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https://eurohistoryjournal.blogspot.com/2021/06/prince-charles-emmanuel-of-bourbon.html
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Prince Charles-Emmanuel.
Today, Prince Charles-Emmanuel of Bourbon-Parma celebrates his sixtieth birthday!
Princess Yolande de Broglie-Revel and Prince Michel of Bourbon-Parma on their wedding day.
Born on 3 June 1961 at Paris, Prince Charles-Emmanuel Marie Joseph Jacques Hély of Bourbon-Parma was the fifth child and second son of Prince Michel of Bourbon-Parma (1926-2018) and Princess Yolande de Broglie-Revel (1928-2014), who married in 1951. Charles-Emmanuel has four older siblings from his parents' marriage: Prince Eric (1953-2021), Princess Inès (1952-1981), Princess Sybil (b.1954), and Princess Victoire (1957-2001). Charles-Emmanuel's parents divorced in 1999. Afterward, his father Michel married long-time companion Princess Maria Pia of Savoy in 2003.
Prince Charles-Emmanuel and Princess Constance on the day of their religious wedding.
On 18 May 1991, Prince Charles-Emmanuel of Bourbon-Parma civilly married Constance de Ravinel (b.Boulogne-Billancourt 18 July 1970). Charles-Emmanuel and Constance celebrated their religious wedding on 25 May 1991 at Dampierre. Constance was the daughter of Baron Yves de Ravinel and his wife Countess Alexe de Castellane.
Charles-Emmanuel and Constance of Bourbon-Parma with their children.
Prince Charles-Emmanuel and Princess Constance of Bourbon-Parma have had four children during their thirty years of marriage: Prince Amaury (b.1991), Princess Charlotte (b.1993), Princess Elisabeth (b.1996), and Princess Zita (b.1999).
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Zita of Bourbon-Parma, Empress of Austria
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2016-04-26T23:35:01+00:00
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by Susan Flantzer © Unofficial Royalty 2016 Princess Zita of Bourbon-Parma (Zita Maria delle Grazie Adelgonda Micaela Raffaela Gabriella Giuseppina Antonia Luisa Agnese) was born on May 9, 1892, a…
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Unofficial Royalty
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https://www.unofficialroyalty.com/zita-of-bourbon-parma-empress-of-austria/
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by Susan Flantzer © Unofficial Royalty 2016
Princess Zita of Bourbon-Parma (Zita Maria delle Grazie Adelgonda Micaela Raffaela Gabriella Giuseppina Antonia Luisa Agnese) was born on May 9, 1892, at the Villa Pianore in Lucca, Tuscany (Italy). She was the daughter of the deposed Robert I, Duke of Parma and his second wife, Maria Antonia of Portugal, daughter of the deposed King Miguel I of Portugal and Adelaide of Löwenstein-Wertheim-Rosenberg. Duke Robert I of Parma had a total of 24 children, 12 children with his first wife Princess Maria Pia of Bourbon-Two Sicilies and 12 children with his second wife, Zita’s mother. Zita was the 17th of her father’s 24 children. Six of the children from Duke Robert’s first marriage were mentally disabled. Zita’s half-sister Marie Louise married King Ferdinand I of Bulgaria. Zita’s full brother Felix married Grand Duchess Charlotte of Luxembourg and the present Grand Ducal family descends from them. Another full brother René married Princess Margrethe of Denmark, daughter of Prince Valdemar of Denmark, youngest son of King Christian IX of Denmark. René and Margrethe’s daughter Anne married King Michael I of Romania. Four of Zita’s full sisters became nuns.
Zita had eleven siblings:
Maria della Neve Adelaide (1885 – 1959), a Benedictine nun at the Monastery of Solesmes, France
Sixtus (1886 – 1934), married Hedwige de La Rochefoucauld, had issue
Xavier, Duke of Parma (1889 – 1977), married Madeleine de Bourbon-Busset, had issue, the Carlist claimants to the Spanish throne descend through this line
Francesca (1890 – 1978), Benedictine nun at the Monastery of Solesmes, France
Felix (1893 – 1970), married Grand Duchess Charlotte of Luxembourg, had issue
René (1894 – 1962), married Princess Margrethe of Denmark, had issue including Anne who married King Michael I of Romania
Maria Antonia (1895 – 1937), a Benedictine nun at the Monastery of Solesmes, France
Isabella (1898 – 1984), nun
Luigi (1899 – 1967), married Princess Maria Francesca of Savoy, had issue
Henrietta Anna (1903 – 1987), unmarried, was deaf
Gaetano (1905 – 1958), married and divorced Princess Margarete of Thurn and Taxis, had issue
From her father’s first marriage to Maria Pia of Bourbon-Two Sicilies, Zita had twelve half-siblings. Six of the siblings were mentally disabled and two died in infancy. The twelfth child was stillborn and Maria Pia died in childbirth at the age of 33.
Marie Louise (1870 – 1899), married Tsar Ferdinand I of Bulgaria, had issue including Tsar Boris I of Bulgaria
Ferdinando (born and died 1871) died in infancy
Luisa Maria (1872 – 1943), unmarried, mentally disabled
Enrico, Duke of Parma (1873 – 1939), unmarried, mentally disabled, Titular Duke of Parma 1907-1939, his brother Elias took up the role as regent and head of the family
Maria Immacolata (1874 – 1914), unmarried, mentally disabled
Giuseppe, Duke of Parma (1875 – 1950), unmarried, mentally disabled, Titular Duke of Parma 1939-1950, his brother Elias continued the role as regent and head of the family
Maria Teresa (1876 – 1959), unmarried, mentally disabled
Maria Pia (1877 – 1915), unmarried, mentally disabled
Beatrice (1879 – 1946), married Pietro Lucchesi-Palli, had issue
Elias, Duke of Parma (1880- 1959), married Archduchess Maria Anna of Austria, had issue; Head of the Ducal Family of Parma (1950–1959)
Maria Anastasia (born and died 1881), died in infancy
Stillborn child (September 22, 1882), Maria Pia died in childbirth
Despite losing his throne due to the unification of Italy, Zita’s father Robert of Bourbon-Parma Robert was considerably wealthy, traveled in a private train, and owned castles at Schwarzau am Steinfeld near Vienna and Villa Pianore in northwest Italy, and the magnificent Château de Chambord in France. Zita grew up in a multi-language home. French was the main language spoken at home, but Italian and English were also spoken. Zita’s mother spoke Portuguese and German because her father was Portuguese and her mother was German. Zita’s German was perfected when she attended the school for aristocratic girls at the Salesian Sisters convent in Zangberg, Bavaria (now in Germany) from 1903 – 1908. The convent school followed the Bavaria Gymnasium curriculum, and Zita studied math, geography, history, natural history, and music. Zita then ended her formal education at Benedictine Abbey of St. Cecilia on the Isle of Wight in England where Zita’s grandmother Adelaide of Löwenstein-Wertheim-Rosenberg was the prioress. Here Zita studied theology and philosophy and perfected her English. She was also introduced to Gregorian chant and began playing the organ.
Zita’s maternal aunt Maria Teresa of Portugal had married a younger brother of Emperor Franz Joseph I of Austria. Because of this, Zita and her future husband, then Archduke Karl of Austria, met as children. Karl was under pressure to marry and produce an heir because his uncle and the current heir, Archduke Franz Ferdinand, had married morganatically and children from that marriage were excluded from the succession. Zita and Karl married on October 21, 1911, at Schwarzau Castle in Schwarzau am Steinfeld, Austria. Emperor Franz Joseph I of Austria and his heir Archduke Franz Ferdinand were among the prominent guests at the wedding.
Both Zita and Karl were devout Catholics and on the day after their wedding, Karl told Zita, “Now, we must help each other to get to Heaven.” Zita gave birth to eight children in less than 10 years. When Karl died in 1922, Zita was only 29 and pregnant with her eighth child. She never married again and wore black for the 67 years of her widowhood.
Crown Prince Otto (1912 – 2011), married Regina of Saxe-Meiningen, had seven children
Archduchess Adelheid (1914 – 1971), unmarried
Archduke Robert (1915 – 1996), married Margherita of Savoy-Aosta, had five children
Archduke Felix (1916 – 2011), married Anna-Eugénie of Arenberg, seven children
Archduke Karl Ludwig (1918 – 2007), married, Yolanda of Ligne, had four children
Archduke Rudolf (1919 – 2010), married (1) Countess Xenia Tschernyschev-Besobrasoff, had four children; (2) Anna Gabriele of Wrede, had one child
Archduchess Charlotte (1921 – 1989), married George, Duke of Mecklenburg, no issue
Archduchess Elisabeth (1922 – 1993), married Prince Heinrich Karl Vincenz of Liechtenstein, had five children
The assassination of Archduke Franz Ferdinand on June 28, 1914, in Sarajevo made Karl the heir to the Austrian throne. Emperor Franz Joseph was almost 84 years old, and Karl and Zita would become Emperor and Empress decades earlier than previously thought. The two were now under constant public attention. During the early days of World War I, Karl was often away with the army. For security reasons, Zita and her children stayed with Emperor Franz Joseph at Schönbrunn Palace in Vienna. During this time the Emperor expressed his deep pessimism about the future of the monarchy to Zita. Emperor Franz Joseph died on November 21, 1916, and 29-year-old Karl was now Emperor of Austria, King of Hungary and Croatia, and King of Bohemia.
Austria was on the losing side of World War I. At the end of the war, the armistice required that the Austrian-Hungarian Empire allow for autonomy and self-determination of government by its various ethnic populations. The various areas of the Austrian-Hungarian Empire proclaimed independence and by October 1918 there was not much left of the empire. On November 11, 1918, the same day as the armistice ending World War I, Karl issued a proclamation in which he recognized the rights of the people of the empire to determine their form of government and released his government officials from their loyalty to him. Karl did not use the term “abdicate” in his proclamation and would never admit that he abdicated.
On March 23, 1919, Karl and his family left for Switzerland. On April 3, 1919, the Austrian Parliament passed the Habsburg Law that forbade Karl or his wife Zita from returning to Austria. The law also prevented other Habsburgs from returning to Austria unless they renounced all intentions of claiming the throne and accepted the condition of living as ordinary citizens. On the same day, all noble titles were abolished. In 1921, Karl returned to Hungary twice, attempting to regain the throne of Hungary. After the second attempt, the Council of Allied Powers decided to exile Karl and his family to the Portuguese island of Madeira.
In March of 1922, Karl caught a cold that developed into bronchitis and further developed into pneumonia. After suffering two heart attacks and respiratory failure, Karl died on April 1, 1922, at the age of 34. Due to the Habsburg Law, Karl could not be buried in the Imperial Crypt in Vienna. He was buried at the Church of Our Lady of Monte on the island of Madeira in Portugal. His heart was buried at the Muri Abbey, a Benedictine monastery dedicated to Saint Martin of Tours, near Basel, Switzerland. When Karl’s wife Zita died in 1989, she requested that her heart be buried with her husband’s. Two of their sons, Rudolf and Felix, are also buried at Muri Abbey. On October 3, 2004, Pope John Paul II beatified Karl and he is known as Blessed Karl of Austria. Beatification is the third of four steps toward sainthood in the Roman Catholic Church.
The years following Karl’s death were difficult financially and Zita and her family moved often. They lived in Spain, Belgium, the United States (two of Zita’s sons served in the US Army during World War II), and Canada. In 1952, Zita moved back to Europe, living in Luxembourg and Switzerland. One of her daughters died in Austria in 1971 and Zita could not attend the funeral. The restrictions on the Habsburgs entering Austria had been rescinded, but only for those Habsburgs born after April 10, 1919. In 1982, the restrictions were eased and after 63 years Zita could return to Austria for visits. Zita had large family birthday celebrations for her 90th and 95th birthdays. Her health had been failing since her 90th birthday and the former Empress Zita died on March 14, 1989, at her home in Zizers, Switzerland at the age of 96.
The government of Austria allowed the funeral to take place in Austria provided that the Habsburg family paid the cost. The funeral mass was held at St. Stephen’s Cathedral in Vienna. At least 200,000 people had filed past her coffin during the two days it lay in state at the cathedral. Zita’s casket was borne to the Capuchin Church, where the Imperial Crypt is located, by the same coach she had walked behind during the funeral of Emperor Franz Joseph I in 1916. Over 200 Habsburg and Bourbon-Parma family members and 8,000 other guests attended the funeral on April 1, 1989. Zita was buried in the Crypt Chapel of the Imperial Crypt. Her husband’s remains are still interred at the Church of Our Lady of Monte on the island of Madeira in Portugal but their hearts were buried together at the Habsburg Crypt in the Loretto Chapel at the Muri Abbey near Basel, Switzerland.
Unofficial Royalty: A Visit to the Kaisergruft (Imperial Crypt) in Vienna
YouTube: Beerdigung Ihrer Majestät Zita (Funeral of Her Majesty Zita)
On December 10, 2009, Yves Le Saux, Bishop of Le Mans, France, opened the diocesan process for the beatification of Zita. Zita spent several months each year in the diocese of Le Mans at St. Cecilia’s Abbey, Solesmes, where three of her sisters were nuns.
New Liturgical Movement: Cause of Beatification of Empress Zita Opened
This article is the intellectual property of Unofficial Royalty and is NOT TO BE COPIED, EDITED, OR POSTED IN ANY FORM ON ANOTHER WEBSITE under any circumstances. It is permissible to use a link that directs to Unofficial Royalty.
Austria Resources at Unofficial Royalty
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Tombs of the Bourbons
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Charles X (1757–1836) became the king of France in 1824. He was an autocratic ruler whose actions did much to bring about the revolution in July 1830, when the entire family had to leave the country. Hi died of cholera on November 6, 1936, in the Coronini Palace, seventeen days after his arrival in Gorica. On November 11, he was buried in the church of Kostanjevica. In addition to this last French king, several other members of the Bourbon family found their final resting places in the church crypt:
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Charles X (1757–1836) became the king of France in 1824. He was an autocratic ruler whose actions did much to bring about the revolution in July 1830, when the entire family had to leave the country. Hi died of cholera on November 6, 1936, in the Coronini Palace, seventeen days after his arrival in Gorica. On November 11, he was buried in the church of Kostanjevica.
In addition to this last French king, several other members of the Bourbon family found their final resting places in the church crypt:
Louis XIX (1775–1844), Duke of Angoulême, the oldest son of Charles X, died in Gorizia in the palace of the Counts Strassoldo.
Marie Thérèse Charlotte (1778–1851), Duchess of Angoulême, wife of Louis XIX, daughter of King Louis XVI and Marie Antoinette (daughter of Austrian Empress Maria Theresa).
Marie Thérèse Beatrice Gaetana (1817–1886), Archduchess of Austria-Este, wife of Henri V. She had the crypt built so that the remains of the last Bourbons could all be gathered in this place.
Henri V (1820–1883), Count of Chambord, son of Charles Ferdinand and grandson of Charles X. He was the last member of the French Bourbons.
Louise Marie Thérèse (1819–1864), Duchess of Parma, sister of Henri V. After the violent death of her husband Charles III, Duke of Parma, she was the regent for her underage son.
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https://europeanroyalhistory.wordpress.com/2021/10/21/october-21st-1911-marriage-of-archduke-charles-of-austria-este-and-princess-zita-of-bourbon-parma/
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October 21st, 1911: Marriage of Archduke Charles of Austria-Este and Princess Zita of Bourbon-Parma
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Archduke Charles of Austria-Este, the son of Archduke Otto of Austria and Princess Maria Josepha of Saxony, fifth child of King Georg of Saxony and Infanta Maria Anna of Portugal, herself the eldest surviving daughter of Queen Maria II of Portugal and her King Consort, Ferdinand of Saxe-Coburg-Koháry. Ferdinand of Saxe-Coburg-Koháry was the son Prince…
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European Royal History
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https://europeanroyalhistory.wordpress.com/2021/10/21/october-21st-1911-marriage-of-archduke-charles-of-austria-este-and-princess-zita-of-bourbon-parma/
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Archduke Charles of Austria-Este, the son of Archduke Otto of Austria and Princess Maria Josepha of Saxony, fifth child of King Georg of Saxony and Infanta Maria Anna of Portugal, herself the eldest surviving daughter of Queen Maria II of Portugal and her King Consort, Ferdinand of Saxe-Coburg-Koháry.
Ferdinand of Saxe-Coburg-Koháry was the son Prince Ferdinand of Saxe-Coburg-Gotha and Princess Maria Antonia Koháry de Csábrág who founded the Catholic cadet branch of the House of Saxe-Coburg and Gotha, after their marriage.
Charles became heir presumptive of Emperor Franz Joseph of Austria-Hungary after his uncle Archduke Franz Ferdinand of Austria was assassinated in 1914. Franz Ferdinand’ assassination was the spark that set off World War I.
Princess Zita of Bourbon-Parma, born as the seventeenth child of the dispossessed Roberto I, Duke of Parma, and his second wife, Infanta Maria Antonia of Portugal, herself the seventh and last child of King Miguel of Portugal and Adelaide of Löwenstein-Wertheim-Rosenberg. The unusual name Zita was given to her after Zita, a popular Italian Saint who had lived in Tuscany in the 13th century.
In the close vicinity of Schwarzau castle was the Villa Wartholz, residence of Archduchess Maria Theresa of Austria, Zita’s maternal aunt. Archduchess Maria Theresa was born as Infanta Maria Theresa of Portugal and the second daughter of Miguel I of Portugal and Princess Adelaide of Löwenstein-Wertheim-Rosenberg. She was the stepmother of Archduke Otto, who died in 1906, and the step-grandmother of Archduke Charles of Austria-Este, at that time second-in-line to the Austrian throne. Archduchess Maria Theresa’s sister was Princess Zita’s mother, Infanta Maria Antonia of Portugal.
Archduchess Maria Annunziata and Archduchess Elisabeth Amalie of Austria, were the two daughters of Archduchess Maria Theresa of Austria were Zita’s first cousins and Charles’ half-aunts. Charles and Zita had met as children but did not see one another for almost ten years, as each pursued their education. In 1909, his Dragoon regiment was stationed at Brandýs nad Labem, from where he visited his aunt at Františkovy Lázně.
It was during one of these visits that Charles and Zita became reacquainted.,Charles was under pressure to marry (Franz Ferdinand, his uncle and first-in-line, had married morganatically, and his children were excluded from the throne) and Zita had a suitably royal genealogy.
Zita later recalled:
We were of course glad to meet again and became close friends. On my side feelings developed gradually over the next two years. He seemed to have made his mind up much more quickly, however, and became even more keen when, in the autumn of 1910, rumours spread about that I had got engaged to a distant Spanish relative, Don Jaime, the Duke of Madrid. On hearing this, the Archduke came down post haste from his regiment at Brandýs and sought out his grandmother, Archduchess Maria Theresa, who was also my aunt and the natural confidante in such matters. He asked if the rumor was true and when told it was not, he replied, “Well, I had better hurry in any case or she will get engaged to someone else.”
Archduke Charles traveled to Villa Pianore and asked for Zita’s hand and, on June 13, 1911, their engagement was announced at the Austrian court.: Zita in later years recalled that after her engagement she had expressed to Charles her worries about the fate of the Austrian Empire and the challenges of the monarchy.
Charles and Zita were married at the Schwarzau castle on October 21, 1911. Charles’s great-uncle, the 81-year-old Emperor Franz Joseph, attended the wedding. He was relieved to see an heir make a suitable marriage, and was in good spirits, even leading the toast at the wedding breakfast. Archduchess Zita soon conceived a son, and Archduke Otto, future Crown Prince of Austria, was born November 20, 1912. Seven more children followed in the next decade.
In 1916, Emperor Franz Joseph died and Charles became Emperor of Austria, King of Hungary (as Charles IV), King of Croatia, and King of Bohemia (as Charles III), and the last of the monarchs belonging to the House of Habsburg-Lorraine to rule over Austria-Hungary.
At the end of the Great War, on the day of the Armistice of November 11, 1918, Charles issued a carefully worded proclamation in which he recognized the Austrian people’s right to determine the form of the state and “relinquish[ed] every participation in the administration of the State.” He also released his officials from their oath of loyalty to him. On the same day, the Imperial Family left Schönbrunn Palace and moved to Castle Eckartsau, east of Vienna. On November 13, following a visit with Hungarian magnates, Charles issued a similar proclamation—the Eckartsau Proclamation—for Hungary.
Although it has widely been cited as an “abdication”, the word itself was never used in either proclamation. Indeed, he deliberately avoided using the word abdication in the hope that the people of either Austria or Hungary would vote to recall him.
Encouraged by Hungarian royalists (“legitimists”), Charles sought twice in 1921 to reclaim the throne of Hungary, but failed largely because Hungary’s regent, Admiral Miklós Horthy (the last commander of the Imperial and Royal Navy), refused to support Charles’s restoration.
After the second failed attempt at restoration in Hungary, Charles and his pregnant wife Zita were arrested and quarantined at Tihany Abbey. On 1 November 1921 they were taken to the Hungarian Danube harbour city of Baja, were taken on board the monitor HMS Glowworm, and there removed to the Black Sea where they were transferred to the light cruiser HMS Cardiff. On November 19, 1921 they arrived at their final exile, the Portuguese island of Madeira. Compared to the imperial glory in Vienna and even at Eckartsau, conditions there were certainly impoverished.
Charles did not leave Madeira. On March 9, 1922 he had caught a cold in town, which developed into bronchitis and subsequently progressed to severe pneumonia. Having suffered two heart attacks, he died of respiratory failure on April 1, in the presence of his wife (who was pregnant with their eighth child) and nine-year-old former Crown Prince Otto, remaining conscious almost until his last moments. His last words to his wife were “I love you so much.” He was 34 years old. .
After her husband’s death, Zita and her son Otto served as symbols of unity for the exiled dynasty. A devout Catholic, she raised a large family after being widowed at the age of 29, and never remarried.
Zita lived a long life. After a memorable 90th birthday, at which she was surrounded by her now vast family, Zita’s habitually robust health began to fail. She developed inoperable cataracts in both eyes. Her last big family gathering took place at Zizers, in 1987, when her children and grandchildren joined in celebrating Empress Zita’s 95th birthday.
While visiting her daughter, in summer 1988, she developed pneumonia and spent most of the autumn and winter bedridden. Finally, she called Archduke Otto, in early March 1989, and told him she was dying. He and the rest of the family travelled to her bedside and took turns keeping her company until she died in the early hours of March 14, 1989. She was 96 years old, and was the last surviving child of Roberto, Duke of Parma from both his marriages.
Her funeral was held in Vienna on April 1. The government allowed it to take place on Austrian soil providing that the cost was borne by the Habsburgs themselves. Zita’s body was carried to the Imperial Crypt under Capuchin Church in the same funeral coach she had walked behind during the funeral of Emperor Franz Joseph in 1916.
Her funeral was attended by over 200 members of the Habsburg and Bourbon-Parma families, and the service had 6,000 attendees including leading politicians, state officials and international representatives, including a representative of Pope John Paul II.
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Descendants of Charles I of England
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Charles I of England was the second King of the then newly enthroned House of Stuart and had many descendants. He was the second surviving son of King James I of England. He became heir apparent to the English, Irish and Scottish thrones on the death of his elder brother in 1612. Later, he...
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https://static.wikia.nocookie.net/monarchy-of-england/images/4/4a/Site-favicon.ico/revision/latest?cb=20240302022017
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Monarchy of Britain Wiki
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https://monarchy-of-britain.fandom.com/wiki/Descendants_of_Charles_I_of_England
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Charles I of England was the second King of the then newly enthroned House of Stuart and had many descendants. He was the second surviving son of King James I of England. He became heir apparent to the English, Irish and Scottish thrones on the death of his elder brother in 1612. Later, he married a Bourbon princess, Henrietta Maria of France, after a failed Spanish match.
His reign is known for his conflicts with the Parliament of England, which sought to curb his royal prerogative. Charles believed in the divine right of kings, which was against the belief of many of his subjects, leading to them perceiving his actions as those of a tyrannical absolute monarch. His religious policies, coupled with his marriage to a Roman Catholic, made him an enemy of the Puritans and Calvinists. Most of his actions as monarch ultimately helped precipitate his own downfall, and his eventual deposition and beheading in 1649 and the declaration of the Protectorate under Oliver Cromwell.
Many of today's European royalty can claim descent from Charles, such as Juan Carlos I of Spain, Franz, Duke of Bavaria, Philippe of Belgium, Henri, Grand Duke of Luxembourg and the late Otto von Habsburg and many are related to him via collateral bloodlines, such as Elizabeth II of the United Kingdom, Willem-Alexander of the Netherlands and Margrethe II of Denmark. He is also the ancestor of Diana, Princess of Wales, mother of Prince William, Duke of Cambridge and Prince Harry who are second and sixth in line to the Succession to the British throne after their father Charles, Prince of Wales. This article deals with the numerous individuals who are and were descendants of Charles and his wife Henrietta (Since he is not known to have had any illegitimate children).
Marriage and Progeny[]
Name Portrait Birth Death Marriages and issue Charles II of England 29 May 1630 6 February 1685 Married Catherine of Braganza in 1662. No legitimate liveborn issue.
had illegitimate issue from various mistresses Mary, Princess Royal 4 November 1631 24 December 1660 Married William II, Prince of Orange (1626–1650) in 1641. She had one child: William III. James II of England 24 October 1633 16 September 1701 Married Anne Hyde (1637–1671) in 1660. Had issue. Married Mary of Modena (1658–1718) in 1673. Had issue. Elizabeth Stuart 28 December 1635 8 September 1650 No issue. Henry, Duke of Gloucester 8 July 1640 13 September 1660 No issue. Princess Henrietta Anne 16 June 1644 30 June 1670 Married Philip, Duke of Orléans (1640–1701) in 1661. Had issue.
Descendants[]
Progeny of Charles II of England[]
Name of Descendant Portrait Birth and Parents Marriages and Issue Death Miscellaneous Charles II of England 29 May 1630
St. James's Palace, London
Son of Charles I of England and Henrietta Maria of France Catherine of Braganza
No issue
8 illegitimate children 6 February 1685(aged 54) See Descendants of Charles II of England;
Ancestor of Diana, Princess of Wales and Sarah, Duchess of York James Scott, 1st Duke of Monmouth 9 April 1649
Rotterdam, Netherlands
Son of Charles II and Lucy Walter Anne Scott, 1st Duchess of Buccleuch 15 July 1685 (aged 36) Ancestor of Spencer Perceval, Princess Alice, Duchess of Gloucester and Sarah, Duchess of York Charles FitzCharles, 1st Earl of Plymouth 1657
Westminster, England
Son of Charles II and Catherine Pegge Lady Bridget Osborne
No issue 17 October 1680 (aged 23) Has no surviving descendants Charles Fitzroy, 2nd Duke of Cleveland 18 June 1662
Son of Charles II and Barbara Villiers, 1st Duchess of Cleveland Mary Wood
no issue
Anne Pulteney
had issue 9 September 1730 (aged 68) Has no surviving descendants Charlotte Lee, Countess of Lichfield 5 September 1664
Daughter of Charles II and Barbara Villiers, 1st Duchess of Cleveland Edward Lee, 1st Earl of Lichfield
18 children 17 February 1718 (aged 54) Ancestor of Anthony Eden; Her great-great-granddaughter Eleanor Calvert married John Parke Custis, stepson of George Washington. She is also an ancestor of the Mitford sisters Henry FitzRoy, 1st Duke of Grafton 28 September 1663
Son of Charles II and Barbara Villiers, 1st Duchess of Cleveland Isabella Bennet, 2nd Countess of Arlington
1 son 9 October 1690 (aged 27) Ancestor of Diana, Princess of Wales George FitzRoy, 1st Duke of Northumberland 28 December 1665
Son of Charles II and Barbara Villiers, 1st Duchess of Cleveland Catherine Wheatly
No issue
Mary Dutton
No issue 28 June 1716 (aged 51) Has no surviving descendants Charles Beauclerk, 1st Duke of St Albans 8 May 1670
Son of Charles II and Nell Gwynne Diana de Vere
12 children
1 illegitimate daughter 10 May 1726 (aged 56) Ancestor of Samantha Cameron, wife of former Conservative Leader and Prime Minister David Cameron Charles Lennox, 1st Duke of Richmond 29 July 1672
England
Son of Charles II and Louise de Kérouaille, Duchess of Portsmouth Anne Brudenell
3 children
1 illegitimate child 27 May 1723 (aged 51) Ancestor of Diana, Princess of Wales
Progeny of Princess Mary[]
Name of Descendant Portrait Birth and Parents Marriages and Issue Death Miscellaneous Mary of England 4 November 1631
Daughter of Charles I of England and Henrietta Maria of France William II, Prince of Orange
1 son 24 December 1660 (aged 29) Her son became William III of England; she has no surviving descendants William III of England 14 November 1650
Son of Mary and William II Mary II of England
No Issue 8 March 1702 (aged 51) Deposed his uncle James II of England and was crowned King.
Married his cousin, Princess Mary, and jointly ruled with her; has no surviving descendants
Progeny of James II of England[]
Main article: Descendants of James II of England
Name of Descendant Portrait Birth and Parents Marriages and Issue Death Miscellaneous James II of England 14 October 1633, Son of Charles I of England and Henrietta Maria of France Anne Hyde
2 children
Mary of Modena
2 children 16 September 1701 (aged 67) Was deposed in the Glorious Revolution; replaced by his nephew and his daughter, William III and Mary II. Mary II of England 30 April 1662, Daughter of James II and Lady Anne Hyde William III of England
No Issue 28 December 1694 (aged 32) Ruled jointly with her cousin and husband, William; has no descendants. Anne, Queen of Great Britain 6 February 1665, Daughter of James II and Lady Anne Hyde Prince George of Denmark
17 children 1 August 1714 (aged 49) Presided over the union of England and Scotland as Great Britain; Her only son to survive infanthood, Prince William, Duke of Gloucester, died young, hence she has no descendants. James FitzJames, 1st Duke of Berwick 21 August 1670, Son of James II and Arabella Churchill Honora de Burgh
1 children
Anne Bulkeley
10 children 12 June 1734 (aged 64) Has surviving descendants. His full-sister, Henrietta Fitzjames is the ancestor of Diana, Princess of Wales. James Francis Edward Stuart 10 June 1688, Son of James II and Mary of Modena Maria Klementyna Sobieska
2 children 1 January 1766 (aged 77) The House of Stuart ended with the death of his second son, the Cardinal of York. Louisa Maria Teresa Stuart 28 June 1692, Daughter of James II and Mary of Modena Never married 18 April 1712 (aged 19) She was the last legitimate female scion of the House of Stuart, other than her elder half sister, Anne;
She was a possible match for Charles XII of Sweden, her first cousin, once removed Charles, Duke of Berry, and another cousin, the future George II of Great Britain;
Has no descendants
Progeny of Henrietta of England[]
Name of Descendant Portrait Birth and Parents Marriages and Issue Death Miscellaneous Henrietta of England 16 June or 26 June 1644, Daughter of Charles and Henrietta Maria Philippe I, Duke of Orléans
2 children 30 June 1670 (aged 26) She died young, after giving birth to her second child with her husband. Her descendants include King Juan Carlos of Spain, Henri, Grand Duke of Luxembourg and Franz, Duke of Bavaria among others.
After the extinction of the House of Stuart with the death of Henry Benedict Stuart, the rights of succession to the British Throne, as per primogeniture, passed to her descendants. Marie Louise d'Orléans 26 March 1662,
Daughter of Philippe d'Orléans and Henrietta Charles II of Spain
No Issue 12 February 1689 (aged 26) Was the first wife of the Last Habsburg monarch of Spain, Charles II
Has no descendants Anne Marie d'Orléans 27 August 1669,
Daughter of Philippe d'Orléans and Henrietta Victor Amadeus II of Sardinia
3 children 26 August 1728 (aged 69) Has surviving descendants
her daughter married into the French Royal Family and became the mother of Louis XV of France Marie Adélaïde of Savoy 6 December 1685,
Daughter of Anne Marie and Victor Amadeus Louis, Duke of Burgundy
2 children 12 February 1712 (aged 26) Has surviving descendants through her only surviving son, Louis,
who succeeded his great-grandfather as Louis XV of France Louis XV of France 15 February 1710,
Son of Marie Adélaïde and Louis, Duke of Burgundy Marie Leszczyńska
10 children 10 May 1774 (aged 64) Has surviving descendants, among whom are Juan Carlos I of Spain and Louis Alphonse, Duke of Anjou,
the current legitimist pretender to the defunct French Throne Louise Élisabeth, Duchess of Parma 14 August 1727,
Daughter of Louis XV and Marie Leszczyńska Philip, Duke of Parma
3 children 6 December 1759 (aged 32) Has numerous descendants through her son, Ferdinand, Duke of Parma and her daughter Maria Luisa (later Queen of Spain).
Their descendants frequently intermarried between each other and as such, many individuals today can claim descent from both siblings.
Among their descendants are Juan Carlos I of Spain, Henri, Grand Duke of Luxembourg, Philippe of Belgium, Louis Alphonse, Duke of Anjou and Infanta Alicia, Duchess of Calabria Maria Luisa, Queen of Spain 9 December 1751
Daughter of Louise Élisabeth and Philip, Duke of Parma Charles IV of Spain
7 children 2 January 1819 (aged 67) Has numerous descendants in the existing branches of the House of Bourbon and also shares many descendants with her brother, Ferdinand, due to the intermarriage prevalent in the Spanish branch of the House of Bourbon and its own cadet branches.
Royal Heads of State like Juan Carlos I of Spain, Philippe of Belgium and Henri, Grand Duke of Luxembourg descend in direct lines from her
See also[]
House of Stuart
Henrietta Maria of France
Descendants of James II of England
Descendants of Philippe I, Duke of Orléans
References[]
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en
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Members of the House Of Bourbon-Parma
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https://imgix.ranker.com/list_img_v2/4285/524285/original/members-of-the-house-of-bourbon-parma-u4
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https://imgix.ranker.com/list_img_v2/4285/524285/original/members-of-the-house-of-bourbon-parma-u4
|
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[
""
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[
"Reference"
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2012-05-05T00:00:00
|
List of the members of the House of Bourbon-Parma, listed alphabetically with photos when available. This list includes the names of each famous person in the ...
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en
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/img/icons/touch-icon-iphone.png
|
Ranker
|
https://www.ranker.com/list/members-of-the-house-of-bourbon-parma/reference
|
List of the members of the House of Bourbon-Parma, listed alphabetically with photos when available. This list includes the names of each famous person in the House of Bourbon-Parma, along with information like where each person was born. If you're doing research on historic members of the House of Bourbon-Parma, then this list is the perfect jumping off point for finding out which notable people are included. The House of Bourbon-Parma has held prominence in the world dating back many years, so it's no wonder that many people have a fascination with its members. While this is not an exact family tree, it does show a list of many popular members of the House of Bourbon-Parma.
People on this list include Princess Alexandra of Luxembourg and Prince Félix of Luxembourg.
The information on this page of prominent House of Bourbon-Parma members can help answer the questions, “Who was in the House of Bourbon-Parma?” and "Who is part of the House of Bourbon-Parma?
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en
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Princess Zita of Bourbon-Parma, (Empress of Austria, Queen of Hungary, and Queen of Bohemia), c. 1910
|
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[
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"Flickr",
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"Strings of Pearl's"
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2024-08-21T17:27:23.925000+00:00
|
Zita, (1892-1989), was the wife of Emperor Charles I of Austria. As such, she was the last Empress of Austria, Queen of Hungary, and Queen of Bohemia.
Born as the seventeenth child of the dispossessed Robert I, Duke of Parma and his second wife Infanta Maria Antonia of Portugal, Zita married the then Archduke Charles of Austria in 1911. Charles became heir presumptive to the Emperor Franz Joseph I of Austria in 1914 after the assassination of his uncle Archduke Franz Ferdinand of Austria, and acceded to the throne in 1916 after the old emperor's death.
After the end of World War I in 1918 the Habsburgs were deposed when the new countries of Austria, Czechoslovakia, Hungary and the State of Slovenes, Croats and Serbs were formed. Charles and Zita left for exile in Switzerland and later Madeira, where Charles died in 1922. Zita was only 29, but she never remarried.
Asteroid 689 Zita is named in her honour.
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en
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https://combo.staticflickr.com/pw/favicon.ico
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Flickr
|
https://www.flickr.com/photos/123916455@N02/14739030561
|
Zita, (1892-1989), was the wife of Emperor Charles I of Austria. As such, she was the last Empress of Austria, Queen of Hungary, and Queen of Bohemia.
Born as the seventeenth child of the dispossessed Robert I, Duke of Parma and his second wife Infanta Maria Antonia of Portugal, Zita married the then Archduke Charles of Austria in 1911. Charles became heir presumptive to the Emperor Franz Joseph I of Austria in 1914 after the assassination of his uncle Archduke Franz Ferdinand of Austria, and acceded to the throne in 1916 after the old emperor's death.
After the end of World War I in 1918 the Habsburgs were deposed when the new countries of Austria, Czechoslovakia, Hungary and the State of Slovenes, Croats and Serbs were formed. Charles and Zita left for exile in Switzerland and later Madeira, where Charles died in 1922. Zita was only 29, but she never remarried.
Asteroid 689 Zita is named in her honour.
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https://www.napoleon.org/en/history-of-the-two-empires/biographies/marie-louise-of-austria/
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en
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LOUISE OF AUSTRIA
|
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2010-03-24T23:00:00+00:00
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Childhood in Austria Marie-Louise de Habsburg-Lorraine was born on 12 December, 1791, in Vienna. Her parents, Francis II, who succeeded his father,
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en
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/wp-content/themes/napoleon/icons/apple-touch-icon-57x57.png
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napoleon.org
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https://www.napoleon.org/en/history-of-the-two-empires/biographies/marie-louise-of-austria/
|
Childhood in Austria
Marie-Louise de Habsburg-Lorraine was born on 12 December, 1791, in Vienna. Her parents, Francis II, who succeeded his father, Leopold II, as Holy Roman Emperor on 1 March, 1792, and Maria Theresa of Naples were both related to Marie-Antoinette. Raised by her various governesses, she had a bourgeois but happy upbringing despite the difficulties imposed upon her after her family’s exile in 1805. This experience developed into a distinct aversion to France and a loathing of the one known as the “Corsican ogre”. She later admitted to Ménéval that she grew up “if not in hating [him], then at least in an environment hardly favourable to the man who had on numerous occasions brought the House of Habsburg to within a hair’s breadth of destruction, and who had forced her family to flee the capital and to wander from town to town in confusion and dismay.”(1)
Build-up to the imperial marriage
In 1809, Marie-Louise, then aged eighteen, learned of rumours circulating that Napoleon I, having just recently defeated Austria again, was looking for a new bride. The idea that she could be the next Empress of the French was abhorent to her and she wrote: “Napoleon is too afraid of being refused and too intent on hurting us further to make such a demand, and father is too good to insist on something of such importance.”. Whilst waiting for Napoleon’s decision, she wrote to one of her friends, Madamoiselle Poulet: “Since Napoleon’s divorce, I continue to open the Gazette de Francfort in the hope of finding an announcement of his new bride. I must admit that this delay has given me much cause for worry. […] I am placing my fate in the hands of divine Providence. […] If misfortune so wishes it, I am prepared to sacrifice my own happiness for the good of the State, convinced as I am that true happiness comes only from the accomplishment of one’s duties, even at the expense of one’s wishes.” [letter dated 22 January, 1810]. She also wrote to her father: “I await your decision with filial respect.”.(2) Francis II dared not inform her of his decision himself, and delegated the task to his minister, Metternich. Resigned to her fate, she accepted the decision with no hint of bitterness. After this, events unfolded at a pace. Berthier left for Vienna on 24 February and on 8 March, the official request was made. The next morning, the marriage contract was signed and on 11 March, the marriage by procuration took place. The religious marriage took place in Paris on 2 April.
Empress and mother: the birth of the King of Rome
Upon her marriage to Napoleon I, Marie-Louise became Empress, which she would remain for four years. Napoleon did not have to wait long for an heir: on 20 March, 1811, after a long and difficult labour, Marie-Louise gave birth to a son, who received the title of Roi de Rome. Nicknamed “the eaglet”, he was conferred to Madame de Montesquiou, who would become his governess.
Marie-Louise’s life was governed by ceremony and etiquette. Josephine’s chambers in every one of the imperial palaces were refurbished for her, and strict protocol imprisoned the young lady in a golden cage. She fulfilled her representative role with diligence and conducted herself with dignity.
In 1813, after the Russian disaster and as Napoleon set out for his campaign in Germany, Marie-Louise was left in France as regent, albeit with limited political power. Although the French Emperor returned when the capital was threatened, he left again on 25 January, 1814, never to see his wife and son again. On 28 March, the enemy was at the city’s gates; whilst Marie-Louise wished to stay, Napoleon insisted that she leave with her son for the Loire valley. In her letters to Napoleon, she pleaded with him to be allowed to accompany him to the island of Elba. Instead he sent her to Austria, back to her father’s court, where he hoped that she could secure leniency for him and his family. In doing so he promised that he would see her again afterwards. Marie-Louise met her father at Rambouillet, where she was persuaded to return to Vienna and rest. After, instead of returning to her husband’s side, she proceeded to Aix and its thermal spas, accompanied by the Comte de Neipperg. The King of Rome remained in Vienna as a hostage. Easily seduced, Marie-Louise abandoned all thought of returning to her husband (her personal correspondence does not appear to make any further mention of him (3)) even after his triumphant return in 1815. France’s defeat at Waterloo finally convinced the young Austrian that her fate lay faraway from France.
The Duchess of Parma
The Final act of the Congress of Vienna (9 June, 1815) (4) made her Duchess of Parma, which she ruled benevolently in the company of the Comte de Neipperg. Her son, who now bore the title of Duke of Reichstadt, remained in Vienna, where he died from tuberculosis in 1832. Marie-Louise, at the age of twenty-five, made her entrance in Parma on 9 April, 1816. She remained popular with her subjects, whilst external and military affairs were left in the very capable hands of Neipperg.
She married Neipperg in 1821, before the latter passed away in 1829. Unwilling to bear the prospect of solitude, she married the Comte de Bombelles on 17 February, 1834. Marie-Louise died on 17 December, 1847, and is buried in Vienna, in the Kapuzinergruft, along with other Habsburg family members. As per the Treaty of Paris ruling, the duchy of Parma returned to the House of Bourbon-Parma, to be ruled by Charles II.
Emmanuelle Papot (tr. & ed. H.D.W.)
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Blessed Karl of Austria May Be Canonized Someday — Here’s How You Can Help
|
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[
"blessed karl of austria",
"causes for canonization"
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[
"Robert Klesko"
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2024-04-02T23:48:32-05:00
|
The 2024 Blessed Karl Symposium will take place April 13 at the Robinson Fine Arts Center in Plano, Texas.
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en
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/bundles/_themes/swp/default-theme@hy9j1k/img/icons/favicon.ico
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NCR
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https://www.ncregister.com/blog/blessed-karl-conference-2024
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“From his life, we can learn that it is not necessarily the results or the achievements that count but the will to try to do what is right. And if the rewards don’t come immediately, there is no need to despair; if we live rightly, we can trust in God’s promise that they will come later in the form of heavenly blessings” —Archduke Karl von Habsburg, in Charles Coulombe’s Blessed Charles of Austria: A Holy Emperor and His Legacy
I have written several times about the life of Blessed Karl of Austria. One might ask, “Why does a Byzantine deacon have an interest in an Austrian emperor?” Everyone with a connection to the life and example of Blessed Karl seems to have a story, so I will briefly tell mine.
Shortly after graduating from college, I went on a retreat with a group of Cistercian monks in Wisconsin. These monks had as their motherhouse the Territorial Abbey of Wettingen-Mehrerau in Austria. They learned from their Austrian confreres about the life and heroic virtues of Blessed Karl. The community had a regular devotion to Blessed Karl and entrusted their intentions to his intercession.
From that retreat experience, I began to learn more about Blessed Karl. I was first attracted to the connection between his name and the name Karol Wojtyła. Like many of my generation, I was drawn to the charisma and virtues of Pope St. John Paul II. To learn that his father had named the future pontiff after the last Austro-Hungarian Emperor-King was fascinating to me.
From there I began to learn more about his cause for canonization. At the time, his cause in the United States was centered at St. Vincent’s Archabbey in Latrobe, Pennsylvania. I got in touch with Benedictine Brother Nathan Cochran at St. Vincent’s and he sent me several booklets on Blessed Karl. Learning about Karl’s life from those booklets and beginning to pray for his intercession made me comfortable with my new heavenly friend.
What struck me at the time was his devotion to his wife, Empress Zita (now Servant of God). On their wedding day, he told his fiancée “Now, we must help each other to get to Heaven.” Having been poorly catechized regarding the sacrament of marriage, I understood the real mission of married life thanks to this “small catechism” from Blessed Karl. After our wedding, I presented my wife with a picture of Blessed Karl and Empress Zita and they have been our heavenly intercessors ever since. Blessed Karl continues to inspire us. Our fifth son is Albert Karl, thus cementing his watchful eye over our family.
The cause of Blessed Karl is something that I continue to follow with interest. I reached out to my friend, Suzanne Pearson, the official U.S. delegate for the cause, to ask how things are proceeding:
The cause for Blessed Karl is growing by leaps and bounds. The holy Emperor now has shrines in every part of the country, while almost a dozen pastors are in the process of applying for a shrine. More and more people join the League of Prayer and contact our website to order medals, prayer cards and other devotional items. Requests come in from far corners of the world. Many, many priests have joined the League and promote devotion to Blessed Karl among their people. The holy Emperor has become a great patron for married couples, and those contemplating marriage, due to his shining example as husband, father and family man. Many heavenly favors have been reported through his intercession, especially concerning troubled pregnancies and unborn babies.
At this crucial moment in the history of our nation, when the cause of marriage and the sanctity of life hangs on a razor’s edge, it is wonderful to hear about the expansion of devotion to Blessed Karl. His example as a family man and devoted husband is so needed in our own time, and his tireless work toward a lasting peace is an example to our world which languishes in violent conflict.
Another exciting development is the 2024 Blessed Karl Symposium on April 13 at the Robinson Fine Arts Center in Plano, Texas. This year’s symposium will feature Benedictine Abbot Philip Anderson (Clear Creek Abbey), Archdukes Eduard and Paul von Habsburg (father and son, the former being the Hungarian ambassador to the Holy See), Princess Maria-Anna Galitzine (Blessed Karl’s granddaughter), Suzanne Pearson, and Charles Coulombe (author and historian). Registration information can be found here. Early registration is encouraged, as last year’s event sold out.
If you are so blessed to attend, I guarantee the presence of hundreds of young people. In God’s Providence, young men and women, including young married couples and university students, flock to learn more about Karl and Zita. The symposium is also offering a “singles event” following the proceedings (held on Sunday) to help connect young Catholic men and women. The added presence of three members of the Habsburg family will also add a “homestyle” quality to the event. There is something about hearing the personal reminiscences of family members that adds to the relatability of any story. I have been blessed to sit down with Princess Maria-Anna during her visits to EWTN and hear her stories of her grandmother, Servant of God Zita. There is something very special indeed about the witness of love within a family, especially when that family contains a saint (or in this case a Blessed and a Servant of God)!
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The “Fairy-Tale” Prince and the Five Surprises
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2013-10-21T05:05:22+00:00
|
Karl von Habsburg Art has the twin functions of reflecting a culture and shaping it. The problem that contemporary artists face is a difficult one: how to express meaning to a world which has become culturally over-stimulated by the spectacular, hyper-sexualized, dumbed-down by inanity, and increasingly antagonistic to manifestations of Christianity... (click the link below to view the full essay by Stephen Masty)
|
en
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The Imaginative Conservative
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https://theimaginativeconservative.org/2013/10/karl-von-habsburg.html
|
He was a real prince but the fairy-tale elements are just as true. The five surprises unfolded as this exceptional man was swept from relative obscurity to legendary romance and glamour, from terrorist murder to military valour, from unrivalled power to daunting challenge, to heart-rending defeat and then glory beyond our dreams. You couldn’t make it up.
Our handsome fairy-tale prince was born in 1887; three years after U.S. President Harry Truman and five before J.R.R. Tolkien. So Archduke Karl von Habsburg comes neither from chivalry’s High Middle Ages nor a closer distant past. He lived within the lifetimes of people you met; in historical terms he is one of us.
While his great-uncle was the Emperor Franz Josef I of the vast Austro-Hungarian Empire, Karl wasn’t next in line to the throne and Habsburg princelings were hardly scarce: some of Karl’s aristocratic elders merely ran cultural festivals between attending Vienna’s many elegant balls. Karl was a keen science student but chose an army career. He served well in peacetime, studying law and political science in his off-hours, often in nondescript garrison-towns. In 1911 he married the winsome Princess Zita of Bourbon-Parma and the first secret emerged: beside the usual longings of newlyweds and both being royalty, they shared another taste in private, something uncommon and intense.
They were childhood friends and ten years later they met again. Zita’s father lost their ancient kingdom to Italian nationalism, but his family was long allied to the mighty Habsburgs, Holy Roman Emperors until a century before. Moreover the Archduke Franz Ferdinand, heir to the current empire, had married morganatically (beneath his royal station) and so his own children were ineligible to succeed him; increasing Karl’s dynastic importance. But it was neither marriage by arrangement nor love at first sight, and Zita recalled what happened next:
We were of course glad to meet again and became close friends. On my side feelings developed gradually over the next two years. He seemed to have made his mind up much more quickly, however, and became even more keen when, in the autumn of 1910, rumours spread about that I had got engaged to a distant Spanish relative… On hearing this, the Archduke came down post haste…and sought out his grandmother, Archduchess Maria Theresa, who was also my aunt and the natural confidante in such matters. He asked if the rumor was true and when told it was not, he replied, “Well, I had better hurry in any case or she will get engaged to someone else.”
The threat of competition did the job, and a firm friendship based on mutual respect blossomed into storybook romance. From false rumors to the altar took only a year (you can see three minutes of rare wedding footage here). Public enthusiasm couldn’t be restrained: private medals were struck, shop windows dripped with wedding decorations, and the handsome pair featured worldwide on newsreels, newspapers and magazines. The modest Karl and Zita could escape neither glamour nor attention.
Here comes the first surprise: on the morning after the wedding, the groom turned to his bride and declared; “Now we must help each other to get to Heaven.” Not to win military battles or accede to thrones, or revel in luxury or bask in the world’s most elegant High Society with their movie-star good looks; for even coming from religious families, Karl and Zita were uncommonly committed Christians.
Karl’s dedication to prayer and Christian virtue began early. Even as a young child, he performed odd jobs earning pennies which he gave to the poor. Boy and man, the young archduke, “attended Mass and received Communion every day whenever possible,” plus morning prayers, evening prayers and the rosary in between. “He used to set up a chapel in which to expose the Sacrament in every place he dwelt… Before making important decisions, he used…to ask Our Lord’s assistance.”
Princess Zita, who spoke six languages fluently, studied in a religious boarding school in Bavaria and a convent on England’s Isle of Wight. She and her royal family routinely stitched spare fabric into clothes for the needy, Zita and one of her sisters personally distributed food, medicines and garments to the poor, three of her sisters became nuns, and she considered the same vocation. Her activist Christianity would have international repercussions.
Less than three years after the wedding and their first two children, Archduke Karl received a startling telegram; the second surprise. His wife recalled: “Though it was a beautiful day, I saw his face go white in the sun.” It was 1914; the Archduke Franz Ferdinand and his wife Sophia were gunned down in cold blood by Balkan terrorists secretly funded by Russia. Mortally wounded, Franz Ferdinand begged his dying wife to live for the sake of their children, but his last wish went unfulfilled.
It was not the first time they suffered at the hands of bloodthirsty ideologues. When Karl was eleven his great-aunt Sisi, the emperor’s beloved wife, had been cruelly knifed to death by a self-admitted anarchist. Nor would Franz Ferdinand’s murder be the family’s last mortal sacrifice. But another reason for the young Archduke’s shock was that the assassination put him next in line to the throne, and just as his country plunged into the First World War.
Pushed by truculent Kaiser Wilhelm’s Germany, the elderly Austro-Hungarian Emperor imprudently sent his armies to ward off Russian-funded revolution in his empire’s Balkan territories, and soon world war was inevitable. The octogenarian longed to educate his new heir in statecraft but war-time responsibilities prevailed. As Karl bade farewell to Zita, he declared, “I am an officer with all my body and soul, but I do not see how anyone who sees his dearest relations leaving for the front can love war.” He soon headed the valiant 20th Corps in Italy where his bravery, warmth and openness won the hearts of his men, and then moved east leading an entire an army against Russian and Romanian troops. But in November 1916 Franz Josef died; weeks later Karl was crowned Emperor.
Comes the third surprise. Not yet thirty years old, with no experience of civilian leadership especially in war-time, the young emperor may have been excused for prudently leaving practical duties to the experienced men who served his predecessor. He did the opposite; launching what may be the world’s most dramatically wide-ranging, and rapid, Christian-inspired reforms since the convert Roman Emperor Constantine the Great.
Moving swiftly and dynamically, Karl ordered his imperial fleet of glamorous fairytale carriages to be filled with coal and food, distributed daily to the poor. He put himself, his family and retainers on the same strict regimen that his people suffered under war-time rationing: aristocrats and top civil servants complained of missing the elegant Viennese breads served in elite restaurants while, dining at the palace, they got the same coarse brown peasant loaves eaten by the Emperor and his poorest subjects. He started firing top generals and revered statesmen for corruption, and undertook even more sweeping reforms of government. He began wide-ranging talks to empower and federalize his empire’s many kingdoms, regions and ethnicities. As imperial coffers shrank, he spent his own family funds to run the soup-kitchens and shelters and to build even more.
Putting his own life in danger, frequent and unexpected visits to the front-lines led delighted soldiers to nickname him Karl the Sudden. He reformed military discipline by banning flogging, other cruel punishments, and duels. Independent of Austria-Hungary’s allies and opponents, he unilaterally forbade his submarines from targeting enemy civilian shipping (as Germany did not), and stopped his forces from bombing or shelling civilian targets even if they were strategically important. He struggled to abolish gas warfare and managed to curtail its use, while granting amnesty to every soldier or civilian jailed for “high treason, insults to the Royal Family, disturbance of the public peace, rebellion or agitation.”
Meanwhile he established a wholly new branch of government, the world’s first Ministry of Social Welfare, “based on Pope Leo XIII’s Rerum Novarum and other papal social encyclicals.” At least a whole generation ahead of its time, it struggled for “youth welfare, war disabled, widows and orphans, social insurance, labour rights and job protection, job placement, unemployment relief, and emigration protection and housing.” Unlike communist-inspired experiments in ruthlessly centralized social-planning, Karl’s reforms were based on the Catholic principle of subsidiarity, giving the lowest levels the maximum power and flexibility. One suspects the Empress Zita’s hand in this, for their marriage was a full Christian partnership, but her diplomatic involvement grew undeniable.
Within months of becoming emperor, Karl formed a bold conspiracy to end the war, with Pope Benedict XV in Rome and Zita’s brother, Prince Sixtus of Bourbon-Parma across enemy lines in Brussels. A French army officer whose royal French family had recently ruled a major kingdom in Allied Italy, Sixtus commanded diplomatic access and respect. Unable to trust even his own diplomats who were beholden to Germany, Karl personally arranged passage through neutral Switzerland, Zita wrote inviting her brother to Vienna and their mother delivered the letter herself. Sixtus arrived in secret and Karl offered massive concessions for peace to France, which held the wartime Alliance together. France would regain Alsace-Lorraine (lost after the 1880 Franco-Prussian War), Belgium and Serbia would become independent while Istanbul (Turks were junior partners with Germany and Austria-Hungary) would be given to strengthen Russia: both Karl and Pope Benedict feared that Bolshevik communism could topple Moscow’s unstable but moderate post-Czarist government. If France agreed, but Germany refused to cooperate, Karl’s vast empire would still stop fighting.
But even by 1917, too many powers still thirsted for slaughter: Italy and France lusted after more of their opponents’ land, Britain shared their hope that President Woodrow Wilson would break his campaign promise and bring America into the war, while after a few temporary victories the bellicose German Kaiser wanted an even bigger fight with Russia. The young Emperor and the old Pope were outnumbered; their peaceful hopes destroyed. As the Austrian Armistice began in late 1918, nearly 1.5 million Austro-Hungarian soldiers lay dead. Not even two years after the dynamic youth was thrust into power, his dreams were ashes.
War had strengthened the forces of European ideology and fragmentation, both communist and nationalist. President Wilson’s non-negotiable Fourteen Points demanded autonomy for (chiefly Austria-Hungary’s) many small constituent states, although there were no opinion polls to measure support and the only parties consulted were agitators wanting power for themselves.
Karl cooperated: his earlier plans for federalism and subsidiarity could be hastened. Instantly, the Allies declared it insufficient so he obliged, granting full autonomy to Poland and creating a four-part federal union of the rest. But the victors kept moving the goal-posts day by day; demanding ever smaller independent units. Wilson’s objective was to smash every last vestige of continental Christian Europe’s thousand-year order. America’s allies were already gutted by long years of trench-warfare. Now, Austria-Hungary’s leftist, nationalist, and anti-royalist groups could squabble over small territories while America would overshadow them all. Moreover, many of the empire’s elites were probably at less risk from fragmentation than from Karl’s reforms, especially if spread and strengthened in peacetime. No doubt but he had alienated the powerful and corrupt.
The young man, whom ordinary people began to call “The Peace Emperor,” refused to abdicate, believing that God had given him a task to fulfill and fearing the ideologies that led to Hitler and communism. It all moved quickly. Virtually a week after the November Austrian Armistice, he signed a limited manifesto relinquishing control of government, which he called “the equivalent to a cheque which a street thug has forced me to issue at gunpoint.” His loyal supporters twice tried to restore his Hungarian throne, but the “temporary” rulers had swiftly acquired a taste for power. In 1921, separated cruelly from their children, Karl and his pregnant empress were forced aboard a British naval vessel, taken into remote exile and deposited, virtually penniless and alone.
Here’s our fourth surprise; how Karl responded to defeat. Without anger or violence he remained bright-minded and calm, indefatigable but ever prepared to compromise. First and foremost, The Peace Emperor retained the divinely-inspired peace within himself; even exiled to the remote Portuguese island of Madeira, even when they could no longer afford their simple hotel and moved into an unheated mountain lodge with mildew growing up the walls, even when they lacked enough to eat. Months later, denied even an allowance for firewood, their seven shivering children arrived. Despite his increasingly parlous health, Karl insisted on hiking far down into the village to buy them a few small toys. It was cold and wet. He sickened, his bronchitis became pneumonia and he took to his bed for the last time. He was only 34.
His primitive local doctors injected him with turpentine and bled him as if in the 18th Century. His wife and children gathered at his bedside for daily Mass, where he explained, “I must suffer like this so my people will come together again.” Calling for Last Rites he insisted that his eldest son watch, saying “I would have liked to have spared him… But I had to…show him…how one conducts oneself at times like this–as a Catholic and as an Emperor.” At the end he laid his hand on the stomach of Zita, pregnant with their eighth, as together they prayed for their unborn child. His last words to her were “I love you so much.” Then, too weak to even kiss the crucifix she held out to him, he slipped into a dialogue with the invisible, pausing between replies: “I can’t go on much longer. Thy will be done… Yes… Yes… As you will it… Jesus!” Then he died, with the Holy Name on his lips, leaving the fifth surprise to come.
As news spread, the novelist Anatole France said, “No one will ever persuade me that the war could not have been ended long ago. The Emperor Charles offered peace. There is the only honest man who occupied an important position during the war, but he was not listened to… The Emperor Charles had a sincere desire for peace, so everyone hates him.” Just the powerful; not everyone, as we’ll see.
The widowed empress donned black and never wore colour again; praying for her husband’s soul with her rosary, daily hearing multiple Masses and reciting part of the Divine Office in what became her lifelong regimen. Any traditionalist threat to Europe’s lethal New Order dissolved with Karl’s death, so she was allowed to move her family to Spain. As war inevitably loomed again Zita fled Europe for Quebec, still so poor that she was seen in the parks picking dandelions to feed her children salads and watery soups.
Her barely grown-up eldest son, the Archduke Otto, began his seventy-year-long statesman’s career by vigorously opposing first the Nazis (who feared and despised him), then ideology of all varieties, pressing for European reunification and, in the 1990s, helping his daughter Walburga to organise the cross-border picnics-cum-protests that helped bring down the Berlin Wall. The Empress Zita returned to Europe in 1952, making annual visits to the French abbey of Solesmes, where her sisters had been nuns and she became an oblate soon after widowhood. She spoke often and simply; of her husband and their past, of their faith and their dreams. Zita died peacefully in 1989, age 96, surrounded by her adoring children and large extended family.
Zita’s funeral maintained an ancient Habsburg tradition born of pious humility. Mourners bearing her coffin twice demanded entrance to the royal crypt, first reciting dozens of Zita’s royal titles and then only “Zita, Her Majesty the Empress and Queen.” Twice the monks claimed not to know her. Only when described as a mere “sinful, mortal human being,” did the holy men step aside. Meanwhile ordinary people, inspired around the world, contributed to the next surprise using methods long deployed by Karl and Zita: they prayed.
Pope John Paul the Great beatified The Blessed Karl in 2004. The global campaign had begun in 1949 Vienna, Karl was declared a Servant of God in 1954 and one of the two officially-identified miracles needed for canonization has been recognized so far (several more claims are under investigation). His late widow, now The Servant of God Zita, received Vatican assent in 2008 through her abbey. Their power to inspire grows larger every year.
The Blessed Karl’s feast is celebrated neither on the day of his birth, nor his imperial accession, nor his death, but on his wedding day – October 21st – the happiest in his brief life. Reunited already, Karl and Zita may yet share the same Feast Day as saints. So a sixth and seventh surprise may lie ahead.
Were there ever a pair of saints needed now, it is surely they. Sharing the holiness, simplicity and zeal of Pope Francis, standing for European unity through subsidiarity (not centralization and remote bureaucracy), fearless against injustice and corruption, stalwart for children born or unborn, unshakably and traditionally moral yet compassionate and unafraid of change, they represent the best ideals of Christian leadership across our imperiled Western Civilization. Their canonizations would invigorate the good, point the way forward to the lost and embolden the disheartened.
Let us pray for them, and they for us.
Note: the website for the canonization of The Blessed Karl is here; for the beatification of The Servant of God Zita here. Both feature a wealth of biographical material, news, prayers, and more. The volunteers’ research, paperwork and small organizational expenses cannot be sustained without donations.
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https://www.darabanth.com/en/online-auction/380/categories~Postcards/Topics~1500015/Zita-kiralyne-Zita-of-Bourbon-Parma-wife-of-Charles-I-of-Austria-the-last-Empress-of-Austria-a~II2250796/
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en
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Zita királyné / Zita of Bourbon-Parma, wife of Charles I of
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[] |
[
"Zita királyné / Zita of Bourbon-Parma",
"wife of Charles I of Austria",
"the last Empress of Austria and Queen of Hungary (fl)",
"Postcards",
"Topics"
] | null |
[] | null |
Zita királyné / Zita of Bourbon-Parma, wife of Charles I of Austria, the last Empress of Austria and Queen of Hungary (fl), 380. Closed Online auction, Postcards, Topics | Darabanth Auctions Co., Ltd.
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en
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Darabanth Auctions Co., Ltd.
|
https://www.darabanth.com/hu/gyorsarveres/380/kategoriak~Kepeslapok/Uralkodo-Politikus~1500096/Zita-kiralyne-Zita-of-Bourbon-Parma-wife-of-Charles-I-of-Austria-the-last-Empress-of-Austria-a~II2250796
|
The item is not available
Starting price:
1 400 HUF
3,78 EUR, 4,12 USD
Description:
Zita királyné / Zita of Bourbon-Parma, wife of Charles I of Austria, the last Empress of Austria and Queen of Hungary (fl)
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28465
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yago
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3
| 62
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https://www.thetimes.com/uk/article/prince-michel-of-bourbon-parma-obituary-tm5hfp2b8
|
en
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Prince Michel of Bourbon-Parma obituary
|
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[] |
[] |
[
""
] | null |
[
"The Times"
] |
2018-07-19T23:01:00+00:00
|
The London wedding of Princess Elizabeth and Prince Philip of Greece in November 1947 led to one of the largest gatherings of European royalty. Standing in the back row of one of the official photographs is Prince Michel of Bourbon-Parma, a kinsman of the groom.Only months earlier Bourbon had been
|
en
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/store/favicon-32x32.png
|
https://www.thetimes.com/uk/article/prince-michel-of-bourbon-parma-obituary-tm5hfp2b8
|
The London wedding of Princess Elizabeth and Prince Philip of Greece in November 1947 led to one of the largest gatherings of European royalty. Standing in the back row of one of the official photographs is Prince Michel of Bourbon-Parma, a kinsman of the groom.
Only months earlier Bourbon had been languishing in a prison camp in French Indo-China (Vietnam), having parachuted into the country with French forces on August 28, 1945.
The previous year he had done much the same with American forces behind enemy lines in Nazi-occupied France as part of Operation Jedburgh. There he sabotaged German military vehicles, planted explosives on trains and learnt to rig a lavatory so that it would blow up when flushed by the enemy.
In Vietnam, however,
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28465
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yago
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2
| 96
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http://erhj.blogspot.com/2013/10/parma-wedding-of-prince-jaime-of.html
|
en
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Eurohistory: Parma: Wedding of Prince Jaime of Bourbon
|
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[
""
] | null |
[
"View my complete profile"
] | null |
Prince Jaime of Bourbon-Parme married Viktória Cservenyák on 5 October 2013 at the kerk van Onze Lieve Vrouwe ten Hemelopneming in Apeldo...
|
en
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http://erhj.blogspot.com/favicon.ico
|
http://erhj.blogspot.com/2013/10/parma-wedding-of-prince-jaime-of.html
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28465
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yago
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3
| 35
|
https://habsburgottoalapitvany.hu/en/the-last-grand-wedding-in-the-habsburg-empire-the-wedding-of-zita-and-charles/
|
en
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The last grand wedding in the Habsburg Empire – The wedding of Zita and Charles
|
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This year marked the 100th anniversary of the death of the last Austrian Emperor and King of Hungary, Charles von Habsburg, whom Pope John Paul II beatified in 2004. The liturgical day commemorating the saintly king was 21 October, coinciding with the anniversary of his marriage. With this decision, the Roman Catholic Church wished to
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Otto von Habsburg Foundation -
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https://habsburgottoalapitvany.hu/en/the-last-grand-wedding-in-the-habsburg-empire-the-wedding-of-zita-and-charles/
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This year marked the 100th anniversary of the death of the last Austrian Emperor and King of Hungary, Charles von Habsburg, whom Pope John Paul II beatified in 2004. The liturgical day commemorating the saintly king was 21 October, coinciding with the anniversary of his marriage. With this decision, the Roman Catholic Church wished to draw attention to his exemplary married life and one of the possible paths to sainthood.[1]
Zita was born as a princess of the Bourbon-Parma family, and Charles of Habsburg-Lothringen was the grandson of Franz Joseph’s brother, Charles Louis. Austrian historian Erich Feigl described this important day of their lives as “the last grand wedding in Europe”.[2] We think it is essential to underline that it was a marriage of love, not a marriage dictated by politics. A journalist from the Budapest newspaper wrote this about the occasion: “this glorious, fairy-tale wedding is the happy ending of a romantic love story”.[3] With the use of the press of the time and published scientific literature, this article aims to be a brief, pictorial summary of the big day. There are plenty of pictures of the event for posterity, as numerous photographers and cinematographers attended the event.
They met as children in the Chateau of Schwarzau, owned by the Bourbon-Parma family, but the defining encounter occurred in 1909 at the famous spa of Franzensbad[4]. Two years later, on 13 June 1911, they became engaged in Zita’s birthplace, the Pianore Palace, in a small family circle.
The betrothal was reported in several Hungarian newspapers, and preparations began immediately after the engagement.[5] The couple signed a marriage contract, which the commissioners drafted for several weeks. During this time, the Duchess studied Hungarian and Czech at the Schwarzau Castle and toured Vienna, where she had her wedding dress made in a fashion salon on Kärtner Strasse. These were exhibited before the wedding so that the public could inspect them and the press could report the contents of the finished chemise in detail. Charles was at the Brandeis barracks but visited his bride several times and gifted her a necklace of twenty-two rows of pearls as a wedding present.[6]
To honour the occasion, the Parma family had the castle renovated to make it a fitting venue for the wedding. They renovated drawing rooms, replaced the benches in the chapel of the castle with chairs to provide more seating for guests, and even installed a special telephone to receive congratulations from those who were unable to attend the big day. Around the castle, houses in the villages were decorated with garlands and flags, a special post office was set up in the park to receive wedding gifts and telegrams, and chancel arches were placed on the road to the castle. [7]
A separate salon in the castle was used to keep the arriving wedding gifts. Archduchess Maria Josepha presented Princess Zita with a brilliant brooch, while Franz Ferdinand gave her a diamond ring set with rubies. Other gifts included a silver box, a porcelain coffee set, handicrafts, presents from various institutions and a Zita waltz composed by the court conductor. A memorable attraction was the bronze statue of Zita, which was transported by airship from the barracks in Vienna by the young aviation officers, who knew how interested Zita was in flying. Even more joyful was the photograph presented by the mayor of Franzensbad, which captured the square where the couple had walked so many times after the engagement and the locals christened Zita Square. Among the gifts, many point out the copy of Leonardo da Vinci’s portrait of Christ in Milan in an ornate frame, sent by Pope Pius X, for the original was placed in the Maria Delle Grazie chapel because Zita’s full name is Zita Maria Delle Grazie.
Some guests arrived several days before the wedding and stayed in the surrounding castles and villas. In attendance were King Frederick Augustus III of Saxon, Franz Ferdinand and his wife, members of the Habsburg, Parma, Bragança, Spanish Bourbon, Orléans, Liechtenstein, Saxe-Koburg, Wittelsbach, Württemberg families and descendants of several princely and count families. The Hungarian guests appeared at the event in Hungarian court dress, ‘díszmagyar’. On 20 October, the representative of Pope Pius X, Papal Major-Domo Gaetano Bisleti, arrived. In the afternoon of that day, the guests were entertained by a school choir of 800 people, followed by dinner and a soirée with the 67th Infantry Regiment’s orchestra. Afterwards, the villagers held a torch-light procession and fireworks, and the couple then concluded with a short carriage ride around the village. Charles also received his appointment as a Major that evening.
The wedding day’s events have been recorded in great detail for posterity. The colourful press reports recorded every detail. Kaiserwetter, in other words, bright sunshine, greeted the crowds of guests. The most eagerly awaited attendee at the wedding was the Emperor himself, Franz Joseph, of whom every surviving account has a special mention. The Emperor arrived by special court train and was greeted with a huge ovation, and the so-called ‘Emperor’s Gate’ was reopened after 30 years. [8] The small chapel of Schwarzau Castle was the venue for the nuptial ceremony. It is noted in several places that seventy gilded chairs awaited the participants, and a massive chair of honour for Franz Joseph was set up to the left of the altar.[9] The Pope’s representative, Papal Major General Gaetano Bisleti, celebrated the ceremony in French. According to reports, the bride’s dress was made of heavy satin (Duchesse) material with a three-metre-long fin, on which were sewn silver embroidered Bourbon lilies and orange blossoms surrounded by myrtle garlands. Zita’s four sisters held the long tail during the procession to the chapel. The waist part of the dress was made of the same lace worn by her grandmother, the Queen of Portugal, at her wedding, and a bouquet of myrtles was placed at the bust. Princess Zita’s hairstyle was simple, yet made glamorous by wearing a myrtle wreath with a lace Brussels veil that reached down to the fin. The headpiece was adorned with the diamond tiara that Franz Joseph had given Zita. [10] The groom wore his dragoon captain’s uniform, and on his chest hung the Order of the Golden Fleece, along with the military medal and the order of the King of Saxony. The couple’s wedding ring bore, next to their names, a line from the deeply religious Charles’ favourite prayer: ‘Sub tuum praesidium confugimus, sancta Dei Genitrix’.[11]
The ceremony ended with the blessing of Pope Pius X: “In the many bitter hours of life, which will surely not spare you, may your faith in God be your support and may happy family life always be your refuge”.[12] The newlyweds then received their congratulations in the castle, followed by the wedding lunch, where Francis Joseph toasted them: “The wedding which has filled us all with joy and which we have gathered here today to celebrate is a great joy and great satisfaction. Archduke Charles has chosen Princess Zita of Parma as his life partner. I salute him and his heart for this choice, and I welcome Archduchess Zita with inward joy as a member of the family of my house […]”. [13]
The meal is always a crucial part of a wedding ceremony. At the reception, delicacies such as venison dishes, roast lamb and turkey were served on golden platters. The menu was: ‘Creamy lettuce salad, wild rabbit puree St Hubert’s style, renaissance roast lamb, Parisian-style langoustine, roast turkey, seasonal salad, asparagus with butter, pineapple and strawberry ice cream, cheese, fruits, dessert.’ [14] The banquet preceding the wedding was plated in silverware. The preserved menu card was written in French, as was the longstanding custom of the courts. The ten-course meal included poultry (chicken, pheasant), veal loin, salmon, trout, artichokes, cheesecakes and fruits, served with a variety of delicious sauces. [15] Immediately after the dinner, the newlyweds sent a telegram to the Pope, thanking him for his blessing and wedding gift.[16] Shortly after Francis Joseph’s departure, they took a car and travelled to Wartholz Castle in Reichenau, where they spent a few days on their honeymoon.
It is reported that after the event, a limited number of commemorative coins were minted on the orders of Franz Joseph and distributed among the top aristocracy. On one side of the coin, the newlyweds were depicted with the inscription ‘Carolus Franciscus Josephus Archidux Austriae and Zita Bourbonica Ducissa Parmensis’. The two coats of arms were on the other side, with the inscription “In Memoriam Felicissimi Matroninii. Biac 21. Octobris 1911.”[17]
Charles and Zita’s marriage could only have lasted eleven years because the former monarch died on the island of Madeira at the age of 34. The couple had eight children. Their exemplary marriage and devotion to each other endured through difficult times and exile until Charles’ death. For half a century afterwards, Zita, dressed in mourning, raised their children and kept her husband’s memory alive.
Eszter Gaálné Barcs,
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https://the-royal.fandom.com/wiki/Princess_Marie_Gabriele_of_Luxembourg
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Princess Marie Gabriele of Luxembourg
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2024-07-29T22:27:06+00:00
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Princess Marie Gabriele of Luxembourg, Dowager Countess of Holstein-Ledreborg) (Marie Gabrielle Aldegunde Wilhelmine Louise; born 2 August 1925) is the third daughter and fourth of the six children of Grand Duchess of Luxembourg and her husband Prince Felix. She is the younger sister of former...
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The Royal Wiki
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https://the-royal.fandom.com/wiki/Princess_Marie_Gabriele_of_Luxembourg
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Princess Marie Gabriele of Luxembourg, Dowager Countess of Holstein-Ledreborg) (Marie Gabrielle Aldegunde Wilhelmine Louise; born 2 August 1925) is the third daughter and fourth of the six children of Grand Duchess of Luxembourg and her husband Prince Felix. She is the younger sister of former Grand Duke Jean of Luxembourg and thus a paternal aunt to the current Grand Duke, Jean's son Grand Duke Henri. In 1951 she married Danish Count Karl Johan Ludvig, 7th Count of Holstein-Ledreborg (2 October 1919-25 June 2001), Roman Catholic; the couple were married for 50 years until his death in 2001. Together, they had seven daughters.
Birth
Marie Gabriele was born on 2 August 1925, Berg Castle, Colmar-Berg, Luxembourg as the third daughter and fourth child of Grand Duchess Charlotte and Prince Felix, she was followed by two siblings born in 1927 and in 1929; altogether there were six siblings: Prince Jean, Hereditary Grand Duke, Princess Elisabeth, Princess Marie Adelaide, Princess Marie Gabriele, Prince Charles and Princess Alix.
Facing the German invasion in 10 May 1940 during World War II, the Grand Ducal Family of Luxembourg left the country to find refuge in Portugal, after receiving visas from the Portuguese consul Aristides Sousa Mendes, in June 1940. They arrived at Vilar Formoso on 23 June 1940. After travelling through Coimbra and Lisbon, the family first stayed in Cascais, in Casa Santa Maria, owned by Manuel Espirito Santo, who was then the honorary consul of Luxembourg in Portugal. By July they had moved to Monte Estoril, staying at the Chalet Posser Andrade. On 10 July 1940, Princess Marie Gabriele, together with her father Prince Felix, her siblings, Heir Prince Jean, Princess Elisabeth, Princess Marie Adelaide, Prince Charles and Princess Alix, the nanny Justine Reinard and the chauffer Eugene Niclou, along with his wife Josephine, boarded the S.S. Trenton headed for New York City.
Marriage
She married Knud Johan Ludvig, Lensgreve Holstein til Ledreborg (Count of Ledreborg), a Danish Roman Catholic nobleman (2 October 1919-25 June 2001) in Berg Castle on 6 November 1951, son of Joseph 6th Lengreve Holstein Ledreborg, a relative of Ludvig Holstein-Ledreborg and a descendant of Johan Ludvig Holstein-Ledreborg, and his wife Countess Christina Hamilton, of a Danish branch of Clan Hamilton. They had seven daughters, fifteen grandchildren and ten great-grandchildren:
-Countess Monica Charlotte Louise Maria Holstein-Ledreborg (b. 29 July 1952 in Ledreborg), married on 13 September 2003 Henri Dompierre Jonquieres (b. 28 May 1950) without issue
-Countess Lydia Adelaide Maria Holstein-Ledreborg (b. 22 February 1955 in Ledreborg), married firstly in Ledreborg on 8 August 1980 and divorced in 1999 her second cousin, Prince Eric of Bourbon-Parma (b. 28 August 1953, son Prince Michel of Bourbon-Parma) and they have five children and seven grandchildren. They married secondly on 31 January 2001 Martin Bergsoe (b. 15 December 1948), without issue.
-Princess Antonia Monica Charlotte Marie of Bourbon-Parma (b.10 June 1981 in Roskilde), married Martin Krusbaek to 15 May 2010. They have three children:
-Ines Philippine Alexia Krusbaek (2011)
-Maximilian Allan Michel Gabriel Krusbaek (2012)
-Alix Betrice Lidia Eva Krusbaek (2016)
-Princess Marie Gabrielle Yolande Camilla Philippine of Bourbon-Parma (b. 23 December 1982 in Paris) has a son:
-Mark de Bourbon de Parme (2003)
-Princess Alexia Therese Sybille Erica Marie of Bourbon-Parma (b. Palm Beach, Florida, 7 March 1985) married Fabian Davis in 2007. They have two daughters:
-Rebecca Davis (2004)
-Bianca Davis (2008)
-Prince Michel Knud John Joseph Marie of Bourbon-Parma (Roskilde, 12 February 1989)
-Prince Henri Luitpold Antoine Victor Marie Joseph of Bourbon-Parma (b. Roskilde 14 October 1991) He got engaged to his second cousin Archduchess Gabriella Marie Pilar Yolande Josephine Charlotte of Austria on October 22 2017.
-Victoria Antonia Marie-Astrid Lydia (b. 30 October 2017)
-Countess Veronica Birgitta Maria Holstein Ledreborg (b. Ledreborg), (29 January 1956), married in Ledreborg on 18 August 1979 Francois Bruno Pottere (b. Carbondale, Pennsylvania, 1 December 1949). They have three children and one grandchild:
-Bruno Pottere (1980-1980)
-Charles Erik Pottere (b. Luxembourg, 22 June 1982) married Layla Jean Kajer in 2015
-Isla Pottere (2015)
-Alexander Gabriel Pottere (b. Truckee, California, 12 January 1985)
-Countess Silvia Charlotte Maria Holstein Ledreborg (b. Ledreborg 1 January 1858), heiress of Ledreborg castle, married in Ledreborg on 4 August 1979 John Munro of Foulis (paternal grandson of Lieutenant colonel Cecil Gascoigne (b. 1877, d. 1929), (b. 21 June 1959), and had four children and two grandchildren:
-Tatiana Angela Maria Munro (b. Barrio Cabanas, Honduras, 18 May 1983) married Martin Skaarup Munro-Thers in 2011. They have two children:
-Marcus Munro-Thers (2009)
-Lucas Munro-Thers (2014)
-Alexander Munro (b. Ledreborg, 24 June 1985)
-Charlotte Tatiana Marie Munro (b. Roskilde 27 December 1990)
-Angela Charlotte Marie Munro (b. Roskilde 27 August 1992)
-Countess Camilla Josephine Marie Holstein Ledreborg (Ledreborg 26 February 1959-4 July 2010), married in Ledreborg on 11 January 1986 and divorced in 1995 Eric Rudolf Baron Bertouch-Lehn Hojbygaard-Lungholm (b. Nykobing Falster, 15 November 1956), and have two sons:
-Baron Nicolas Erik Carl Poul Johan Dmitri Bertouch-Lehn Hojbygaard-Lungholm (b. Copenhagen, 14 June 1986) married Eva Maria Marcher in 2015
-Baron Philip Eric Alexander Knud Bertouch-Lehn Hojbygaard-Lungholm (b. Nykobing Falster, 21 March 1989)
-Countess Tatiana Alix Marie Holstein Ledreborg (b. Ledreborg, 25 April 1961), married in Ledreborg on 14 August 1999 Mark Riedemann (b. Victoria, British Columbia, 20 October 1964), and had issue:
-Therese Silvia Maria Riedemann (b. Konigstein 11 October 2000)
-Countess Antonia Charlotte Jeanette Marie Holstein (b. Ledreborg 19 June 1962), a consecrated sister of the Emmanuel Community of the Roman Catholic Church
Titles and Styles
1925-1951: Her Royal Highness Princess Marie Gabriele Aldegunde Wilhelmine Louise of Luxembourg, Princess of Nassau, Princess of Bourbon-Parma
1951-2001: Her Royal Highness Princess Marie Gabriele Aldegunde Wilhelmine Louise of Luxembourg, Princess of Nassau, Princess of Bourbon-Parma, Countess of Holstein-Ledreborg
2001-present: Her Royal Highness Princess Marie Gabriele Aldegunde Wilhelmine Louise of Luxembourg, Princess of Nassau, Princess of Bourbon-Parma, Dowager Countess of Holstein-Ledreborg
House Nassau-Weilburg (official)
House: Bourbon-Parma (agnatic)
Religion: Roman Catholic
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Charles I of Austria (Ausgleich of 1917)
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Charles I of Austria (17 August 1887 - 3 August 1940) was the Emperor of Austria-Hungary from 21 November 1916 until 15 May 1917 and then of the Austrian Commonwealth until his death on 3 August 1940. On the 28 June 1914 his uncle Archduke Franz Ferdinand was assassinated in Sarajevo causing the...
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https://static.wikia.nocookie.net/althistory/images/4/4a/Site-favicon.ico/revision/latest?cb=20210916203836
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Alternative History
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https://althistory.fandom.com/wiki/Charles_I_of_Austria_(Ausgleich_of_1917)
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Charles I of Austria (17 August 1887 - 3 August 1940) was the Emperor of Austria-Hungary from 21 November 1916 until 15 May 1917 and then of the Austrian Commonwealth until his death on 3 August 1940. On the 28 June 1914 his uncle Archduke Franz Ferdinand was assassinated in Sarajevo causing the First World War. Charles then became the Crown Prince and ascended the throne following the death of his great-uncle Emperor Franz Joseph I in 1916. He signed peace treaties with the Triple Entente and withdrew Austria from the war. He then federalised the multi-ethnic Empire through the Ausgleich on the 15 May 1917.
Before the POD[]
Charles was born 17 August 1887 in the Persenbeug Castle to Archduke Otto Franz of Austria and Princess Maria Josepha of Saxony. As a child, Charles was raised as a devout Roman Catholic in the tradition of his family. He spent his childhood with his father's regiment and was privately educated and on the conclusion of his studies entered the army, serving as an officer in Prague.
In the years following he carried out his military duties in various Bohemian garrison towns. Charles's relations with his granduncle were not intimate, and so up to the time of the assassination of his uncle in 1914, he was not a figure into affairs of state. In 1911, Charles married Princess Zita of Bourbon-Parma. Due to Franz Ferdinand's morganatic marriage, his children were excluded from the succession to the throne of Austria-Hungary. As a result, Charles was the second in line and expected to marry a noble of equal rank. Zita was both a devout Catholic and of a royal lineage of the House of Bourbon.
Charles became heir after the assassination of Franz Ferdinand in 1914, only at this time did the old Emperor take steps to initiate the heir-presumptive to the affairs of state. Charles spent his time during the first phase of the First World War at headquarters at Teschen, but exercised no military influence. Charles then became a Field Marshal and in the spring of 1916, in connection with the offensive against Italy, he was entrusted with the command of a Corps, whose affections the heir-presumptive to the throne won by his affability and friendliness. The offensive, after a successful start, soon came to a standstill. Shortly afterwards, Charles went to the eastern front as commander of an army operating against the Russians and Romanians.
Franz Joseph I died of old age on 21 November 1916, Charles immediately ascended the throne and was crowned on the 30 December 1916 as Emperor of Austria and Apostolic King of Hungary. In January 1917, Charles secretly entered into peace negotiations with France despite continued support of the German Empire on the front against Russia. through his brother-in-law, Prince Sixtus of Bourbon-Parma, an officer in the Belgian Army.
Surrender of Austria-Hungary[]
Dissolution of the Triple Alliance[]
On 22 February 1917 the Foreign Minister of France, Aristide Briand, sent the Briand Note, informing the Emperor that the Triple Entente would accept peace if he gave into at least their core demands including the federalisation of the Empire that was promised by Archduke Franz Ferdinand before his assassination. The next day a meeting was held in Salzburg between the Austrian Emperor and Kaiser Wilhelm II, where Charles announced the dissolution of the Triple Alliance and Austria's impending separate peace. After the meeting the two men became very distant and less than cordial.
In the following day Charles sent his Foreign Minister Ottokar Czernin to meet with his counterpart from Italy, Sidney Sonnino, and hopefully signs a peace treaty with Victor Emmanuel III. After agreeing to give South Tyrol with it's large Italian population over to the Italians, both sides agreed on peace. On 11 March Czernin and Sonnino signed a cease fire halting all hostilities despite the continued state of war between the countries. The final treaty was only signed of 27 April in Trieste and formally declare both the end of the state of war and the change of ownership of South Tyrol.
When the United States joined the war against the German Empire on 6 April after three months of discussion in the wake of the Zimmermann Telegram, it did not declare war against Austria-Hungary. Meanwhile the Austrian army withdrew from the land that belonged to Romania before the war in preparation for the upcoming peace treaty with the nation. The Treaty of Bucharest was signed on the 18 April and while the Romanians were not given Transylvania yet as they had wished, it was determined that its position in the Empire would be discussed during the eventual peace conference. At the same time the German Empire was pushed back slightly in Belgium during the Nivelle Offensive, so the Kingdom of Bulgaria signed their own armistice two days later fearing defeat after Austria withdrew.
Perhaps the most complicated peace treaty was with the country that had started it all by sending assassins to Sarajevo three year earlier. As part of the Treaty of Sarajevo signed on 13 May the lands of Bosnia-Herzegovina that were given to the Empire by the Treaty of Berlin in 1878 were to remain a part of the Commonwealth with large autonomy. The Kingdom of Montenegro with was occupied in 1915 was restored as well after the Austrian Armistice was signed with them, the United Kingdom and France the same day.
The Commonwealth[]
The Imperial Council and the Diet of Hungary agreed that the fifth renegotiation of the original Ausgleich of 1867 on 15 May would federalise the Dual Monarchy into a Commonwealth of mostly independent nations in a personal union with Austria. The newly independent countries (Hungary, Bohemia, Galicia-Lodomeria, Croatia and Bosnia-Herzegovina) all got a minister-president as their head of government and were granted seats in the newly created Imperial Parliament. In reaction to the large scale defections of their army that was only accelerated by the February Revolution, the Russian Provisional Government requested to sign a more complete peace treaty called the Treaty of Lemberg so they were safe to move their army inland to insure order.
Austria agreed to recognise the Provisional Government as the sovereign body of the Russian People's Republic and the sanctity of the borders of the Kingdom of Poland on the 17 May, with the Provisional Council of State declaring the latter's independence on the 20 May, following the signing of the German Armistice. When the German Empire surrendered it was agreed, that on the 1 July 1917, a conference would begin in Brussels, Belgium. The Brussels Peace Conference saw Ottokar Czernin once again representing the country, with Austria stating it would agree to minor secession of land in southern Hungary if the Romanians pressed the issue. Charles and Czernin supported partial return of Alsace-Lorraine to France, thus earning the hatred of then de facto military dictator of Germany, Paul von Hindenburg, who referred to them as backstabbing traitors on numerous occasions.
Post-War Politics[]
Russian Civil War[]
Following the outbreak of the Russian Civil War, the empire kept to the Treaty of Lemberg and officially supported the Russian People's Republic in opposition of the Bolsheviks and the Restoration Faction. Though much like Norway, they attempted to remain neutral, only intervening when the enemies of Alexander Kerensky threatened their own or Polish sovereignty; earning the trust of Franciszek Radziwiłł, who had been elected their king in May 1917. The two nations defeated small Bolshevik militias in late July and early August 1917, however all of the battles were though on either Polish of Austrian soil.
The battles of their combined armies against the militias greatly weakened the armies on the western wing of the Civil War and so eased the pressure on Kornilov's army, who had time to deal with the Bolsheviks in White Ruthenia and the larger Restoration Faction in the south. Officially siding with the government in Moscow throughout the war, the last battles they took part in occurred in the Summer of 1918. They later signed the Peace of Ryazan on 24 March 1919 as one of the three supporters of Kerensky alongside Germany.
European Politics[]
Following the abandonment of German Empire and their own involvement in the aforementioned Russian Civil War through the declaration of the Prussian Soviet Republic, the future of the relations between them and the Austrian Commonwealth was determined for decades to come. The dictatorship of Paul von Hindenburg held things peaceful at least as far as wars went, but that would not last. After Hindenburg retired in 1930, he was replaced Gustav Ritter von Kahr, who greatly expanded the nationalist policies of Germany, mostly after the ascension of Wilhelm III in 1934.
While at first hoping that Benito Mussolini would aid his country, Charles soon realised he would likely align against him. After the March on Rome in 1922 the relations between Italy and Austria became very sour. Charles was a pious Catholic and supported Pope Pius XI on many occasions and was credited with aiding in the signing of the Lateran Treaty in 1928. While officially denouncing the Second Italo-Ethiopian War, the Austrian Commonwealth didn't intervene.
While both Germany and Italy supported the Nationalists during the Spanish Civil War, the government of Austria refused to send expeditionary forces to fight against the Republicans. The two enemies of the Commonwealth however got closed and in 1937 the Venice Meeting led directly to the Italo-German Pact. After that both countries started bend the term of the Brussels Peace Conference more and more. Charles would however not live long enough to see the results.
Internal Politics[]
As a pious Catholic, Charles was vocally opposed both Communism and the later De Leonism politics, with the latter spreading into the Austrian Commonwealth following the 1st Congress of Syndicates in 1920. With the reforms of the Socialist Democrats under the premiership of Karl Renner the socialist tendencies were kept under raps, but when the majority election system made the Christian Socialists led by Ignaz Seipel the ruling party, the unrest slowly boiled over.
While the 2nd Congress of Syndicates in 1926 focused more on the Kingdom of Spain rather then the Austrian Commonwealth, but the support for a socialist restoration rose and eventually led to the Vienna Uprising in 1928, which the government attempted to crush by force. Charles was instead forced to accept Karl Renner back as prime minister after the demonstrators threatened to storm the Imperial Palace in Hofburg and various musing about declaring a republic were reported.
The government of Karl Renner would last until 1936, with their support almost doubling after many Christian Socialist got disillusioned with Ignaz Seipel, whom they hated for firing at his own people first and talking with them second. As time went on the Emperor was more and more sidetracked as his health deteriorated and after Richard Bernaschek took the premiership in 1936, he was rarely seen. When the 3rd Congress of Syndicates attempted to work with the Christian Socialist, the Emperor made his last public address denouncing the Congress as a bunch of anarchist atheist rebels, which they took as a sign they had done the right thing.
The death of Emperor Charles on 3 August 1940 was long expected and while many mourned his loss, many questioned the wisdom of continuing the semi-absolutist monarchy under Otto I. His son would eventually lead the Austrian Commonwealth through the Second World War with Richard Bernaschek as prime minister after his reelection in 1942. His wife Zita outlived him by several decades, dying in 1977.
Family and Succession[]
Charles married Princess Zita of Bourbon-Parma, a member of the House of Bourbon-Parma, the cadet branches of the House of Capet. Through her parents she had the blood of the royal houses of France, Spain, Portugal, Austria, Sardinia, Modena, Parma, Saxony and Poland and so this was considered a marriage of equals according to the house law of the Habsburg family. Unlike Franz Ferdinand's morganatic marriage, their children would be in the line of succession after Charles.
They were married on the 21 October 1911 and had nine children together, upon Charles's death the eldest became Emperor Otto I. His other children were styled Archdukes and Archduchesses since birth as per custom.
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Two Duchesses (Part Two)
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For those who are still with me, we now go back in time to look at the life and travails of Maria Luisa of Bourbon-Parma (1782–1824), queen of Etruria, duchess of Parma and duchess of Lucca. Her father was Charles IV of Spain and her mother Maria Luisa of Parma (a formidable lady, accused of…
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Professor Hedgehog's Journal
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https://professorhedgehogsjournal.uk/2022/07/01/two-duchesses-part-two/
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For those who are still with me, we now go back in time to look at the life and travails of Maria Luisa of Bourbon-Parma (1782–1824), queen of Etruria, duchess of Parma and duchess of Lucca. Her father was Charles IV of Spain and her mother Maria Luisa of Parma (a formidable lady, accused of poisoning her daughter-in-law, Princess Maria Antonia of Naples and Sicily, who in fact almost certainly died of tuberculosis). She had thirteen siblings, including an elder sister, also Maria Luisa, who died in 1782 at the age of nearly five, and several others who died in infancy; her mother also had ten miscarriages. As was the custom of the time, such children as survived to their teenage years were married off advantageously, often to members of the wider family: her sister Maria Amalia (1779–98) was married to her own uncle, twenty-four years older than her, and died after giving birth to a stillborn son at the age of nineteen.
Charles IV and his family have been immortalised by Goya, not completely to their advantage. In the famous group portrait where Goya himself lurks behind his canvas on the left, Maria Luisa, her husband (and first cousin) Louis/Lodovico and their son Charles Louis/Carlo Lodovico (1799–1883) are on the far right.
Louis’s destined wife was in fact the unfortunate Maria Amalia, but when the shy and frequently ill prince came to Spain to meet her, he found her sullen (possibly just shy too?) and preferred her younger sister. Apparently, Maria Amalia was married off to her own uncle because it was against protocol for a younger sister to be married before an elder: the two pairs shared a ceremony on 25 August 1795, when Maria Luisa was thirteen and Louis twenty-two.
They spent the first years of their marriage in Spain, and the match seems to have been a happy one, in spite of Louis’s health problems. But inevitably Napoleon intervened: the kingdom of Etruria was cobbled together in Italy as a quid pro quo for the return of Louisiana to France, along with a great many other land-swaps/grabs too complicated to delay us here (famously, the French sold Louisiana to the United States in 1803). But Louis and Maria Luisa ended up in Florence , the capital of their short-lived kingdom, in 1801 with their son. It did not start well: it was noted that Louis now spoke Italian with a Spanish accent, and Maria Luisa could barely speak it (the level of her education at the Spanish court is not clear). They were given the Pitti Palace to live in, but this Medici building was almost devoid of furniture since the departure of the ousted last grand duke of Tuscany, Ferdinand III (yet another cousin, who got Salzburg in exchange for Tuscany, but later returned). Perhaps through stress, Maria Luisa suffered a miscarriage; her husband’s health continued to deteriorate, and (like Elisa before her) she was full of good intentions but received a very unenthusiastic welcome from the Florentines: Ferdinand had been popular, and the local economy was in ruins.
The couple returned to Spain in October 1802 for another family double wedding, but the pregnant Maria Luisa gave birth to a daughter, Maria Luisa Carlota (1802–57) at sea, and it was thought unlikely that either would survive. Happily, they did, though they missed the wedding. Charles IV insisted that they stay in Madrid until December (during which time Louis’s father died), and eventually got back to Italy early in 1803. Louis was by now so ill that he rarely appeared in public: to conceal his condition, Maria Luisa took on his public role, as a result of which she was decried for keeping him prisoner while she frolicked in public. He died after an epileptic fit on 27 May 1803, and Maria Luisa, aged twenty, became regent for their four-year-old son.
She tried to improve the lives of her subjects, developing industries and spending heavily on education, and holding parties at the Pitti in an effort to increase her and her family’s popularity. However, as you have probably anticipated, Napoleon had another cunning plan: on 23 November 1807, the newly appointed French ambassador told her that she was to leave Florence immediately because Spain had ceded Etruria to France. After protesting uselessly to her father, she left on 10 December 1807, and, meeting Napoleon in Milan, was offered the throne of yet a new country: the Kingdom of Northern Lusitania, which would come into being after the French and the Spanish had conquered Portugal; she would also have to marry Lucien Buonaparte (yes, he’s back!). Both refused, she because her sister Carlota was already queen of Portugal, and he because he didn’t want to divorce his wife. The long game was, of course, that having used a Spanish army to defeat and annexe Portugal, Napoleon would throw out the Spanish Bourbons and make his brother Joseph king of Spain. This resulted in the Peninsular War, and the rest is Wellington. Meanwhile, Elisa became grand duchess of Tuscany …
Maria Luisa returned, despite efforts by Napoleon to make her settle in Nice or Turin, to the Spanish court, which unsurprisingly was riddled with unrest. Her oldest brother, Ferdinand, had been plotting to overthrow his father and his unpopular chief minister, Godoy, and the French took this opportunity to invade Spain under the guise of sending troops to Portugal, while Napoleon invited father and son to Bayonne, so that he could helpfully mediate between them. Maria Luisa could not travel with the rest of the family, as she and her son both had measles: on the day they left (2 May 1808) Madrid rose in revolt against the French occupiers but were crushed by General Joachim Murat, whom you will remember as king of Naples and Napoleon’s brother-in-law.
Both Charles and Ferdinand were ‘persuaded’ by Napoleon to abandon the crown of Spain in exchange for money and palatial French residences. Maria Luisa pleaded to keep Parma for her son, and at one point Napoleon seemed to agree, but when she had travelled as far as Lyon on the way to Parma, she was effectively kidnapped and kept under close watch in Nice. An attempt to escape to England was detected (and executions followed): Maria Luisa herself was imprisoned in a Roman convent, with her daughter, while her son, now nine, was kept in the custody of his grandfather, though she was occasionally allowed to see him.
Eventually, the coat-turning of Murat led to her release, in January 1814, and she moved to the Barberini Palace with her children and parents. She hastily wrote her memoirs, in the hope of getting the Allies to support her son’s cause at the Congress of Vienna, but thought it best to leave Rome when Napoleon escaped from Elba, and the family travelled from city to city in Italy.
After Waterloo, it was decided that she could not regain Parma for her son (it was given to Napoleon’s second wife, Maria Louisa (various spelled) of Austria, who became duchess Parma, Piacenza and Guastalla from 1814, marrying twice more after Napoleon’s death in 1821), though he could succeed to it after her death. However, Maria Luisa was given Lucca in compensation (while retaining the status of a queen), but for nearly two years she hesitated. It may have been her brother’s and father’s proposal that her daughter should marry her own youngest brother that made her decide to retrieve a small amount of autonomy. On 17 December 1817 she arrived in Lucca as the ruling duchess; her son would inherit on her death.
Various marriage projects were contemplated (including one to the future Charles X of France), but none was fulfilled. Instead she spent a lot of time and money on her new duchy, not least in attempting to remove all traces of Elisa from the city. The interior of the Palazzo Ducale was completely renovated, and the statue of Napoleon was removed from the Piazza (I imagine that she also tried to change its name, but it is Piazza Napoleone today). It was replaced by another statue, by the indefatigable Lorenzo Bartolini, of Maria Luisa herself, as benign mother of her city. She supported the arts and sciences, but her most important contribution was the building of an aqueduct to bring water to the city. This is commemorated in one of the four reliefs formerly round the side of the statue’s plinth, but now in Palazzo Mansi.
Maria Luisa died in Rome (where she spent her winters) on 13 March 1824, and was buried in the Escorial. Her son Carlo Ludovico succeeded, but took no interest in governing the city, leaving this to his ministers: in 1847 he abdicated in favour of the then grand duke of Tuscany, in exchange for money to support a comfortable lifestyle. However, in the same year he was obliged by the death of the other Maria Louisa to become duke of Parma, as had been agreed at the Congress of Vienna. He disliked the place and the work, and was much disliked by the natives in return, but his problem was in a way solved by the onset of the Risorgimento: it is far too complicated to go into here, but suffice it to say that when the Austrian army put a temporary stop to the process of Italian unification at the battle of Custoza, he arranged to abdicate in favour of his own son (whose absolutist policies probably led to his assassination in 1854, though the affair remains shrouded in mystery). His most famous comment on the mother who had tried so hard to defend his patrimony was that she had ‘ruined him physically, morally and financially’, which seems a little harsh, given her circumstances – privileged, of course, but yet another of the millions of people across Europe and beyond whose lives were upset or destroyed by Buonaparte.
Caroline
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Parma was the wife of Emperor Charles of Austria, she was the last Empress of Austria, Queen of Hungary and Queen of Bohemia.
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2024-08-21T17:27:13.142000+00:00
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Stock image 1746-19690824: Zita of Bourbon-Parma was the wife of Emperor Charles of Austria, she was the last Empress of Austria, Queen of Hungary and Queen of Bohemia.
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Bourbon Two Sicilies Trani
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2023-12-22T06:19:09+00:00
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“Bourbon Two Sicilies Trani“ All Corrections/Additions are Welcome Last Update: 18-03-2024. Our data online is to share. We do appreciate if you find a connection to share your data, so it can help many others all across this planet. Note: Not all descendants are listed. (Expected mistakes or double ups – please advise otherwise). 1. […]
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Maltagenealogy
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https://maltagenealogy.com/bourbon-two-sicilies-trani/
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All Corrections/Additions are Welcome
Last Update: 18-03-2024.
(Expected mistakes or double ups – please advise otherwise).
1. Ferdinando IV, King of Sicily and Naples, (r. 1759-1816), King of Two-Sicilies, (r. 1816-1825)., (1751-1825), married (1) 1768 to Archduchess Maria Karoline of Austria, married (2) 1814 to Donna Lucia Migliaccio, Duchessa di Floridia, with issue.
1.1. (First marriage) Princess Maria Teresa of Two Sicilies, (1772-1807), married 1792 to Franz, Emperor of Austria.
1.2. Princess Luisa Maria of Two Sicilies, (1773-1802), married 1790 to Ferdinando III, Grand Duke of Tuscany.
1.3. Prince Carlo Francesco of Two Sicilies, (1775-1778), d.inf.
1.4. Princess Maria Anna of Two Sicilies, (1775-1780), d.inf.
1.5. Francesco I, King of Two-Sicilies, (1825-1830), (1777-1830), married (1) 1790 to Archduchess Clementine of Austria, married (2) 1802 to Infanta Maria Isabella of Spain, with issue.
1.5.1. (First marriage) Princess Maria Carolina of Two Sicilies, (1798-1870), married (1) 1816 to Prince Charles of France, Duke of Berry, married (2) to Ettore Carlo, Conte Lucchesi Palli, Principe di Campofranco, Duca della Grazia.
1.5.2. Prince Ferdinando of Two Sicilies, (1800-1801), d.inf.
1.5.3. Princess Luisa Carlotta of Two Sicilies, (1804-1844), married 1819 to Infant Francisco de Paula of Spain.
1.5.4. Princess Maria Cristina of Two Sicilies, (1806-1878), married 1829 to Fernando VII, King of Spain, married (2) 1833 to Fernando Munoz y Sanchez, Duque de Rianzaro.
1.5.5. Ferdinando II, King of Two Sicilies, (r.1830-1859), (1810-1859), married (1) 1832 to Princess Christina of Savoy, married (2) 1837 to Archduchess Theresa of Austria, with issue.
1.5.5.1. (First marriage) Francesco II, King of Two Sicilies, (r.1859-1860), (1836-1894), married 1859 to Duchess Maria Sophia in Bavaria, with issue.
1.5.5.1.1. Princess Cristina of Two Sicilies, (1869-1870), d.inf.
1.5.5.2. (Second marriage) Prince Lodovico of Two Sicilies, (1838-1886), Conte di Trani, [Wikipedia]; married 1861 to Duchess Mathilde in Bavaria, with issue.
1.5.5.2.1. Princess Maria Teresa of Two Sicilies Trani, (1867-1909), married 1889 to Wilhelm, Furst von Hohenzollern.
1.5.5.2.2. (illegitimate) Charles di Duzzio, (1869-1931).
1.5.5.2.3. (illegitimate with Rosa Cavallo) Giuseppe de Cavallo, married 1877 Floriana to Maria Concetta Cauchi, with issue.
1.5.5.2.3.1. Maria Teresa Cavallo, married 1917 Birkirkara to Giuseppe Maria Psaila.
1.5.5.2.4. (illegitimate) Maria Vincenza de Zarb Mallia, married 1878 Mdina to Giuseppe Debono.
1.5.5.2.5. (illegitimate with Rosa Masini) Agostino de Masini, married 1894 Matrice Gozo to Francesca Teuma.
1.5.5.2.6. (illegitimate with Rosa Masini) Carmelo de Masini, married 1904 Matrice Gozo to Caterina Attard, with issue.
1.5.5.2.6.1. Emmanuele Mașini, married 1931 Sliema to Giovanna Rosa Farrugia.
1.5.5.2.6. (illegitimate with Caterina Camilleri) Grazia de Camilleri, married 1878 Birkirkara to Lorenzo Griscti, with issue.
1.5.5.2.6.1. Carmela Griscti, married 1906 Floriana to Giovanni Azzopardi.
1.5.5.2.7. (illegitimate with Caterina Camilleri) Giuseppe de Mallia, married 1895 Qormi to Giovanna Gauci.
1.5.5.2.8. (illegitimate with Maria Cardona) Giuseppe de Cardona, married 1894 Matrice Gozo to Maria Antonia Cutajar.
1.5.5.2.9. (illegitimate with Caterina Mallia) Spiridione de Mallia, married 1895 Birkirkara to Vittoria Asciak.
1.5.5.2.10. (illegitimate with Rosaria Mifsud) Maria de Mifsud, married 1896 Nadur Gozo to Carmelo Formosa.
1.5.5.2.11. (illegitimate) Maria Concetta de Cavani, married 1896 Mdina to Innocenzo Tonna.
1.5.5.2.12. (illegitimate) Maria de Dalli, married 1898 Qormi to Paolo Grech.
1.5.5.2.13. (illegitimate) Martino de Buhagiar, married 1895 Mdina to Maria Dimech.
1.5.5.3. Prince Alberto Maria Francesco of Two Sicilies, (1839-1844), Conte di Castrogiovanni, d.inf.
1.5.5.4. Prince Alfonso of Two Sicilies, (1841-1934), Conte di Caserta, married 1868 to Princess Antoinetta of Two Sicilies, with issue.
1.5.5.5. Princess Maria Annunziata of Two Sicilies, (1843-1871), married 1862 to Archduke Karl Ludwig of Austria.
1.5.5.6. Princess Maria Immacolata of Two Sicilies, (1844-1899), married 1861 to Archduke Karl Salvator of Austria.
1.5.5.7. Prince Gaetano of Two Sicilies, (1846-1871), Conte di Girgenti, married 1869 to Infanta Isabel of Spain, dsp.
1.5.5.8. Prince Giuseppe Maria of Two Sicilies, (1848-1851), Conte di Lucera, d.inf.
1.5.5.9. Princess Maria delle Grazia of Two Sicilies, (1849-1882), married 1869 to Robert I, Reigning Duke of Parma.
1.5.5.10. Prince Vincenzo Maria of Two Sicilies, (1851-1854), Conte di Melazzo, d.inf.
1.5.5.11. Prince Pasquale of Two Sicilies, (1852-1904), Conte di Bari, married 1878 to Blanche Marconnay, dsp.
1.5.5.12. Princess Maria Immacolata Luisa of Two Sicilies, (1855-1874), married 1873 to Prince Henri of Bourbon Parma, Conte di Bardi.
1.5.5.13. Prince Gennero of Two Sicilies, (1857-1867), Conte di Caltagirone, d.inf.
1.5.6. Prince Carlo Ferdinando of Two Sicilies, Principe di Capua, (1811-1862), married 1836 to Penelope Smyth, styled Duchess di Marescata, with issue.
1.5.6.1. Don Francesco di Bourbon, Conte di Mascali, (1837-1862).
1.5.6.2. Donna Vittoria di Bourbon, Contessa di Mascali, (1838-1895).
1.5.6.3. (illegitimate with Rosa Cavallo) Giuseppe de Cavallo, married 1877 Floriana to Maria Concetta Cauchi, with issue.
1.5.6.3.1. Maria Teresa Cavallo, married 1917 Birkirkara to Giuseppe Maria Psaila.
1.5.6.4. (illegitimate with Antonia Vella) Giuseppe de Vella Tagliaferro, Elevee par Eduardo Tagliaferro and Adelaide Metrovich, married 1898 Cospicua to Geronima Darmanin, with issue.
1.5.6.4.1. Guglielmo Tagliaferro, married 1930 Tarxien to Vincenza Gatt, with issue.
1.5.6.4.1.1. Fr Hilary Tagliaferro, (1934 -.
1.5.6.4.2. Giuseppa Tagliaferro, married 1925 Tarxien to Gioacchino Abela.
1.5.6.4.3. Concetta Tagliaferro, married 1918 Tarxien to Gio Battista Schembri.
1.5.7. Prince Leopoldo of Two Sicilies, (1813-1860), Conte di Siracusa, married 1837 to Princess Maria of Savoy Carignano, with issue.
1.5.7.1. Princess Isabella of Two Sicilies, (1838-), d.inf.
1.5.7.2. (illegitimate) Maria Luisa, Marchesa Vulcano, (1839-1920), married 1859 to Prince Mikhail Dolgoruky.
1.5.8. Princess Maria Antonietta of Two Sicilies, (1814-1898), married 1833 to Leopoldo II, Grand Duke of Tuscany.
1.5.9. Prince Antonio Pasquale of Two Sicilies, (1816-1843), Conte di Leece, [Wikipedia]; dunm.l.
1.5.9.1. (illegitimate) Giovanni di Farrugia, adopted by Giovanni Farrugia and Maria Ellul, married 1851 Zurrieq to Orsola Azzopardi, with issue.
1.5.10. Princess Maria Amelia of Two Sicilies, (1818-1857), married 1832 to Infante Sebastian of Spain and Portugal.
1.5.11. Princess Teresa Maria of Two Sicilies, (1822-1889), married 1843 to Pedro II, Emperor of Brazil.
1.5.12. Prince Luigi of Two Sicilies, (1824-1897), Conte di Aquila, married 1844 to Princess Januaria of Brazil, with issue.
1.5.12.1. Prince Luigi Maria of Two Sicilies, (1845-1909), cr 1872 Conte di Raccaguglielma, married 1869 Amelia Bellow-Hamel y Penot, with issue.
1.5.12.1.1. Dona Maria Gennera di Bourbon, (1870-1941), married 1898 to William Louis Freeman.
1.5.12.1.2. Don Luigi Maria di Bourbon, (1873-1940), 2nd Conte di Raccaguglielma, married (1) 1898 (Div 1910) to Enrica Weiss, married (2) 1932 to Adeline Landegren, with issue.
1.5.12.1.2.1. (First marriage) Don Luigi Maria di Bourbon, (1898-1967), 3rd Conte di Raccaguglielma, married 1925 to Marie Louise de Clermont-Tonnerre, with issue.
1.5.12.1.2.1.1. Dona Marie Christine di Bourbon, (1933-2021), later recognised as Princess of Bourbon Sicilies, married 1957 to Michel Denizot.
1.5.12.1.2.2. Dona Gennaro di Bourbon, (1903-1982), married 1920 to Alfonso Bongiorno.
1.5.12.1.2.3. Don Carlo di Bourbon, (1905-1968), 4th and last Conte di Raccuguglielma, married 1925 to Fanny Greco di Chiarmonte, with issue.
1.5.12.1.2.3.1. Dona Isabella di Bourbon, (1926-2023), recognised as Princess of Bourbon Sicilies, married (1) 1954 (Div 1969) to Jose Gutierrez, married (2) 1969 to Isidoro-Mariano Vejo Rodriguez.
1.5.12.2. Princess Maria Isabella of Two Sicilies, (1846-1859), dunm.
1.5.12.3. Prince Filippo Luigi of Two Sicilies, (1847-1922), married 1882 to Flora Boonen, dsp.
1.5.12.4. Prince Maria Emanuele Sebastiano of Two Sicilies, (1851-), d.inf.
1.5.13. Prince Maria Carolina of Two Sicilies, (1820-1861), married 1850 Infant Carlo of Spain.
1.5.14. Prince Francesco di Paola of Two Sicilies, (1827-1892), Conte di Trapani, married 1850 Archduchess of Isabella of Austria-Tuscany, with issue.
1.5.14.1. Princess Maria Antonietta of Two Sicilies, (1851-1938), married 1868 to Prince Alfonso of Bourbon Sicilies, Conte di Caserta.
1.5.14.2. Prince Leopoldo of Two Sicilies, (1853-1870), dunm.
1.5.14.3. Princess Maria Teresa of Two Sicilies, (1855-1856), d.inf.
1.5.14.4. Princess Maria Carolina of Two Sicilies, (1856-1941), married 1885 to Count Andrzej Zamoyski.
1.5.14.5. Prince Ferdinando of Two Sicilies, (1857-1859), d.inf.
1.5.14.6. Princess Maria Annunziata of Two Sicilies, (1858-1873), d.inf.
1.6. Princess Maria Cristina of Two Sicilies, (1779-1849), married 1807 to Charles Felix, King of Sardinia.
1.7. Princess Amelia of Two Sicilies, (1779-1783), d.inf.
1.8. Prince Carlo Gennaro of Two Sicilies, (1780-1789), dunm.
1.9. Prince Giuseppe Carlo of Two Sicilies, (1781-1783), dunm.
1.10. Princess Maria Antonietta of Two Sicilies, (1784-1806), married 1802 to Fernando VII, King of Spain.
1.11. Princess Maria Clothilda of Two Sicilies, (1786-1792), dunm.
1.12. Princess Maria Enrichetta of Two Sicilies, (1787-1792), dunm.
1.13. Prince Leopoldo of Two Sicilies, (1790-1851), Principe di Salerno, married 1816 to Archduchess Clementine of Austria, with issue.
1.13.1. Princess Maria Carolina of Two Sicilies, (1822-1869), married 1844 to Prince Henri d’Orleans, Duc d’Aumale.
1.13.2. Prince Lodovico of Two Sicilies, (1824-), d.inf.
1.14. Prince Carlo Alberto of Two Sicilies, (1792-1798), dunm.
1.15. Princess Maria Isabella of Two Sicilies, (1793-1801), dunm.
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http://monarchies.onlinewebshop.net/Bourbon_Parma_Royal_Family.htm
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Parma Royal Family
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[
"British Royal Family",
"European Monarchies",
"Monarchies of Europe",
"Queen Victoria",
"Monarchy",
"Royal",
"Royalty",
"King",
"Kings",
"Queen",
"Queens",
"Prince",
"Princess",
"Royal Genealogy"
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Monarchies of Europe including Queen Victoria's Descendants
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REFERENCE TITLE NAME BORN DIED TITLE NAME BORN DIED COMMENTS 38 Duke Roberto I of Bourbon-Parma 1848 1907 Princess Maria Pia delle Grazie of Bourbon-Two Sicilies 1849 1882 See 37.559 - The House of Bourbon-Parma was established (1731) in the duchy of Parma and Piacenza when Isabella (Elizabeth) Farnese (1692-1766) wife of King Philip V of Spain transmitted her rights to Parma to her son Carlos (1716-1788). Isabella Farnese was a niece to Antonio Farnese (1679-1731) the eighth and final Farnese Duke of Parma and Piacenza.
Carlos became King of Spain in 1759 and his younger brother Phillip (1720-1765) succeeded him as the Duke of Parma and through him derives the present house of Bourbon Parma.
Roberta was the son of Duke Carlo III of Bourbon-Parma (1823-1854) and Princess Louise Marie Thérèse of France (1819-1864).
Roberto was overthrown in 1860 following the annexation of the Duchy of Parma to the Kingdom of Sardinia in 1859. Princess Maria Pia died in childbirth of her daughter Princess Augusto.
A not particularly kind article on Roberta and his twenty four children (the article actually mentions twenty children). 38 Duke Roberto I of Bourbon-Parma 1848 1907 Infanta Maria Antónia of Portugal 1862 1959 See 12.77 - Roberto was overthrown in 1859 following the annexation of the Duchy of Parma to the Kingdom of Sardinia in 1859.
Death announcement of Duke Roberto which mentions he left an estimated fortune of forty million dollars ($40 million) and was a father of twenty one (21) children. Roberto actually had twenty four (24) children of which two died in their infancy and a third was stillborn.
Another announcement on the death of Duke Roberto 38.1 Princess Maria Luisa of Bourbon-Parma 1870 1899 King Ferdinand I of Bulgaria 1861 1948 See 17 - Ferdinand was born Prince Ferdinand of Saxe-Coburg and Gotha, he was elected Prince of Bulgaria 7 July 1887 and proclaimed himself King (Tsar) of Bulgaria on 5 October 1908. Ferdinand was forced to abdicate in favour of his son Boris on 3 October 1918 following Bulgaria's defeat in World War I and he left Bulgaria to spend most of the rest of his life at Coburg, Germany.
(Note: Bulgaria for centuries had been a province of the Ottoman Empire and in 1875 there was an abortive uprising of the Bulgarians against Turkish Rule. Russia invaded and defeated Turkey and by 1879 Bulgaria was granted autonomy under the Treaty of San Stefano. Prince Alexander of Battenberg was elected Prince of Bulgaria on 29 April 1879 and after strong pressure from Russia was forced to abdicate on 4 September 1886).
Wedding report of Prince (wasn't King at time of his marriage) Ferdinand of Bulgaria and Princess Maria Luisa
It was reported in 1896 that Maria Luisa wanted an annulment of her marriage to Ferdinand because of his intention to re-baptise his son Boris into the Greek Orthodox Church.
If that wasn't enough, Ferdinand's mother Princess Clementine of Orleans was threatening to abandon his cause in Bulgaria if he persisted with the re-baptism of Boris.
Maria Luisa fell victim to pneumonia and died 24 hours after the birth of her daughter Nadejda.
New York Times Report on Ferdinand's aim to be King
Death report of King Ferdinand
Death report of Princess Maria Luisa 38.2 Prince Ferdinando of Bourbon-Parma 1871 1872 38.3 Princess Luisa of Bourbon-Parma 1872 1943 38.4 Duke Enrico of Bourbon-Parma 1873 1939 Enrico (translates to Henry) was Titular pretender of Parma from 1907 to 1939 following the death of his father Duke Roberto I. 38.5 Princess Maria Immacolata of Bourbon-Parma 1874 1914 38.6 Duke Giuseppe (translates to Joseph) of Bourbon-Parma 1875 1950 Giuseppe (translates to Joseph) was Titular pretender to the throne of Parma from 1939 to 1950 following the death of his brother Enrico 38.7 Princess Maria Teresa of Bourbon-Parma 1876 1959 38.8 Princess Maria Pia of Bourbon-Parma 1877 1915 38.9 Princess Beatrice of Bourbon-Parma 1879 1946 Count Pietro Luchesi Palli 1870 1939 Pietro was the son of Count Adinolfo Lucchesi Palli (1840 - 1911) who in turn was the son of Count Ettore Lucchesi Palli and his wife Princess Maria Carolina of Bourbon-Two Sicilies
Wedding photograph of Count Pietro and Princess Beatrice 38.J Duke Elias of Bourbon-Parma 1880 1959 Archduchess Maria Anna of Austria (Teschen Line) 1882 1940 See 44.322 - Elias was Titular pretender to the throne of Parma from 1950 to 1959 following the death of his brother Giuseppe (translates to Joseph) 38.J1 Princess Elisabeth of Bourbon-Parma 1904 1983 38.J2 Prince Carlo of Bourbon-Parma 1905 1912 38.J3 Princess Maria of Bourbon-Parma 1906 1994 38.J4 Duke Roberto II of Bourbon-Parma 1909 1974 Roberto was Titular pretender to the throne of Parma from 1959 to 1974 following the death of his father Elias 38.J5 Prince Francesco of Bourbon-Parma 1913 1939 38.J6 Princess Giovanna of Bourbon-Parma 1916 1949 Giovanna was killed in a shooting accident in La Toledana, Spain 38.J7 Princess Alice of Bourbon-Parma 1917 2017 Prince Alfonso of Bourbon-Two Sicilies (Duke of Calabria and Count of Caserta) (Infante of Spain) 1901 1964 See 37.55421 - Alphonso lay claim to the Head of the Royal House of Bourbon-Two Sicilies on the death of his uncle Prince Ferdinando of Bourbon-Two Sicilies (Duke of Calabria), and also assumed the title of Duke of Calabria.
A short article relating to the proposed marriage of Alice and Alfonso and a second article on the marriage. 38.J8 Princess Maria Cristina of Bourbon-Parma 1925 2009 38.K Princess Maria Anastasia of Bourbon-Parma 1881 1881 38.L Princess Augusto of Bourbon-Parma 1882 1882 38.M Princess Maria della Neve Adelaide of Bourbon-Parma 1885 1959 Princess Maria della Neve Adelaide became a nun at the Benedictine Convent of St. Cecilia at Ryde, Isle of Wight. She was one of three sisters who became a nun at the same convent. 38.N Prince Sisto "Sixte" of Bourbon-Parma 1886 1934 Hedwige de la Rochefoucauld 1896 1986 Hedwige was a daughter of Armand de la Rochefoucauld, 5th Duke of Doudeauville
New York Time report of the wedding of Prince Sixte and Hedwige.
Sixte was involved in secret discussions to try and stop the continuation of the First World War.
A brief report on the death and times of Prince Sixte. 38.N1 Princess Isabelle Marie of Bourbon-Parma 1922 2015 Count Roger de La Rochefoucauld 1915 1970 Roger de La Rochefoucauld was killed in plane wreck nr St-Germain-les-Paroisses 38.O Duke Francesco Saverio "Xavier" of Bourbon-Parma 1889 1977 Madeleine de Bourbon-Bussett 1898 1984 Xavier was Titular pretender to the throne of Parma from 1974 to 1977 following the death of his nephew Roberto.
The Bourbon-Bussett descend in the male line from a possible illegitimate son of Louis de Bourbon (1438-1482) Prince-Bishopric of Liège 38.O1 Princess Marie Françoise of Bourbon-Parma 1928 Prince Eduard von Lobkowicz 1926 2010 38.O2 Prince Carlos Hugo of Bourbon-Parma (Duke of Parma) 1930 2010 Princess Irene of the Netherlands 1939 See 9.11412 - Carlos was naturalised in Spain on 5 January 1979 by Royal Decree. Irene renounced her rights of succession to the Netherlands throne on 29 April 1964 following her marriage to Prince Carlos.
The Australian Women's Weekly (1933 - 1982) report on the marriage of Prince Carlos and Princess Irene
Carlos was expelled from Spain in 1968 for alleged political activity against the regime of General Franco. Carlos's father Xavier until his death in 1077 was the Carlist claimant to the throne of Spain 38.O21 Prince Carlos of Bourbon-Parma (Duke of Parma) 1970 Annemarie Gualthérie van Weezel 1977 Carlos is the present Head of the Royal House of Bourbon-Parma. 38.O211 Princess Luisa Irene of Bourbon-Parma 2012 38.O212 Princess Cecilia Maria Johanna Beatrix 2013 38.O22 Prince Jaime of Bourbon-Parma (Count of Bardi) 1972 Viktória Cservenyák 1982 Prince Jaime and Princess Marguerita are twins 38.O221 Princess Zita Clara of Bourbon-Parma 2014 38.O23 Princess Marguerita of Bourbon-Parma (Countess of Colorna) 1972 Edwin Karel Willem de Roy van Zuydewijn 1966 Prince Jaime and Princess Marguerita are twins 38.O23 Princess Marguerita of Bourbon-Parma (Countess of Colorna) 1972 Tjalling ten Cate 1975 Prince Jaime and Princess Marguerita are twins 38.O231 Julia Carolina Catharina ten Cate 2008 38.O232 Paola Cecilia Laurentien ten Cate 2011 38.O24 Princess Marie Caroline of Bourbon-Parma (Marchioness of Sala) 1974 Albert Brenninkmeijer 1974 38.O3 Princess Marie Thérèse of Bourbon-Parma 1933 2020 Marie Thérèse is the first "Royal" to die from coronavirus Covid-19 38.O4 Princess Cécile Marie of Bourbon-Parma 1935 2021 38.O5 Princess Marie-des-Neiges of Bourbon-Parma 1937 38.O6 Prince Sixte Henri of Bourbon-Parma 1940 38.P Princess Francesca of Bourbon-Parma 1890 1978 Princess Francesca in 1915 became a nun at the Benedictine Convent of St. Cecilia at Ryde, Isle of Wight. She was one of three sisters who became a nun at the same convent. 38.Q Princess Zita of Bourbon-Parma 1892 1989 Emperor Karl of Austria 1887 1922 See 19.J321 - Princess Zita was educated at the Benedictine Convent of St. Cecilia at Ryde, Isle of Wight, where three of her sisters were nuns.
Karl signed a proclamation 11 November 1918 in which he relinquished participation in the administration of the Austrian State. It should be noted that he signed a proclamation rather his abdication. For further reading please click here
A very uncomplimentary newspaper report regarding the intended marriage and respective families of Karl and Zita.
New York Time obituary on Emperor Karl
New York Time obituary on Empress Zita 38.R Prince Felix of Bourbon-Parma 1893 1970 Grand Duchess Charlotte of Luxemburg 1896 1985 See 34.22 - Grand Duchess Charlotte abdicated on 12 November 1964 after a 45 year reign and was succeeded by her son Jean.
A very brief report on the wedding of Grand Duchess Charlotte and Prince Felix 38.S Prince René of Bourbon-Parma 1894 1962 Princess Margrethe of Denmark 1895 1992 See 2.65 - An interesting situation occurred in 1953. Prince René had been involved in two motor car accidents apparently whilst under the influence of alcohol and has he had immunity from Danish law it was left to his wife's cousin King Frederik IX of Denmark to use his Royal prerogative to forbid Prince Rene to drive a car for a year.
Announcement of the engagement of Prince René and Princess Margrethe 38.S1 Prince Jacques of Bourbon-Parma 1922 1964 Countess Birgitte von Holstein-Ledreborg 1922 2009 Jacques was killed in a car accident outside Roskilde, Denmark, further details on Prince Jacques. Birgitte is a sister of Count Knud von Holstein-Ledreborg. An interesting family tree for the Counts von Holstein-Ledreborg can be found here.
Even a Prince and his future wife had difficulty in finding a home to live before their marriage. 38.S11 Prince Philipp Georg of Bourbon-Parma 1949 Annette Smith 1955 38.S111 Prince Jacques Carl of Bourbon-Parma 1986 38.S112 Prince Joseph Axel of Bourbon-Parma 1989 Anna Louise Bøgeløv Budd ? 38.S12 Princess Lorraine Charlotte of Bourbon-Parma 1951 38.S13 Prince Alain Johann of Bourbon-Parma 1955 Inge Birgitte Andersen 1948 38.S2 Princess Anne of Bourbon-Parma 1923 2016 King Michael of Roumania 1921 2017 See 6.1212 - Michael succeeded his grandfather Ferdinand I as King of Roumania in 1927. However, his father reneged on his earlier renunciation to the rights to the Roumanian throne and Michael's position as King was usurped by Carol who became King in 1930. Carol was eventually deposed in 1940 and Michael returned to the throne for the second time. Michael was forced to abdicate in December 1947 by the communists.
King Michael signed the "Fundamental Rules Of The Royal Family Of Romania" document on 30 December 2007, this laid out the Membership of the Royal House of Romania and the Line of Succession to the Throne and to the Headship of the Royal House of Romania. It specifically mentions Margarita being created Crown Princess of Romania, her husband Radu as His Royal Highness Radu, Prince of Romania (ad personam) and Nicholas de Roumanie Medforth-Mills, who shall assume the title, style and rank of Prince of Romania and Royal Highness on 1 April 2010, upon his 25th birthday.
The Advertiser (Adelaide, SA : 1931 - 1954) brief report on the marriage of Princess Anne and King Michael.
On August 1, 2015, King Michael signed a document removing the title Prince of Romania and the qualification of Royal Highness from his grandson, Nicholas. Nicholas has also been removed from the line of succession. It would seem the "Fundamental Rules Of The Royal Family Of Romania" was abrogated at the same time. One can speculate as to the reason for the removal. 38.S3 Prince Michael of Bourbon-Parma 1926 2018 Princess Yolande de Broglie-Revel 1928 2014 Princess Yolande de Broglie-Revel belongs to the junior line of the House of Broglie. Her ancestor was Prince Joseph de Broglie-Revel (1762-1795) ninth child of Victor François 2nd Duc de Broglie (1718-1804). A brief report on the wedding of Prince Michael and Princess Yolande 38.S32 Prince Eric of Bourbon-Parma 1953 2021 Countess Lydia von Holstein-Ledreborg 1955 See 34.2242 38.S321 Princess Antoinia Monique of Bourbon-Parma 1981 Martin Krusbæk 1982 38.S322 Princess Marie Gabrielle of Bourbon-Parma 1982 38.S323 Princess Alexia Thérèse of Bourbon-Parma 1985 Fabian Davis 1984 38.S324 Prince Michel Knud of Bourbon-Parma 1989 38.S325 Prince Henri Luitpold of Bourbon-Parma 1991 Archduchess Gabriella of Austria 1994 See 19.J321535 38.S33 Princess Sybil Marie of Bourbon-Parma 1954 Craig Richards 1962 Birth Registration of Craig Richards 38.S34 Princess Victoire Maria of Bourbon-Parma 1957 2001 Baron Ernst von Gecmen Waldek 1943 38.S34 Princess Victoire Maria of Bourbon-Parma 1957 2001 Carlos Ernesto Rodriguez 1956 38.S35 Prince Charles Emmanuel of Bourbon-Parma 1961 Constance de Ravinel 1970 38.S351 Prince Amaury of Bourbon-Parma 1991 38.S352 Princess Charlotte of Bourbon-Parma 1993 38.S353 Princess Elisabeth of Bourbon-Parma 1996 38.S354 Princess Zita of Bourbon-Parma 1999 38.S4 Prince André Marie of Bourbon-Parma 1928 2011 Marina Gacry 1935 38.U Princess Isabella of Bourbon-Parma 1898 1984 38.V1 Prince Guido "Guy" of Bourbon-Parma 1940 1991 Brigitte Peu-Duvallon 1943 1993 38.V11 Prince Louis of Bourbon-Parma 1966 Ariane Nicolet 1966 38.V2 Prince Remigio "Rémy" of Bourbon-Parma 1942 Laurence Dufresne d'Arganchy 1951 38.V2 Prince Remigio "Rémy" of Bourbon-Parma 1942 Elisabeth Tardif 1954 38.V21 Prince Tristan of Bourbon-Parma 1974 Shira Szabo 1979 38.V22 Princess Aude of Bourbon-Parma 1977 38.V3 Princess Chantel of Bourbon-Parma 1946 Panayotis Skinas 1937 2015 38.V3 Princess Chantel of Bourbon-Parma 1946 Francois Henri des Georges 1941 38.V31 Helene Skinas 1978 Birth registration of Helene Skinas 38.V32 Alexandre Skinas 1980 Birth registration of Alexandre Skinas 38.V4 Prince Jean of Bourbon-Parma 1961 Virginia Roatta 1964 38.V4 Prince Jean of Bourbon-Parma 1961 Romana Smetá?ková ? 38.V41 Prince Arnaud of Bourbon-Parma 1989 38.V42 Prince Christophe of Bourbon-Parma 1991 38.W Princess Enrichetta (Henriette) Anna of Bourbon-Parma 1903 1987 38.X Prince Gaetano "Gaetan" of Bourbon-Parma 1905 1958 Princess Margarete of Thurn and Taxis 1909 2006 Margarete was a sister of Prince Raimundo della Torre e Tasso (2 nd Duca di Castel Duino) 38.X1 Princess Diane Marguerite of Bourbon-Parma 1932 2020 Prince Franz Joseph of Hohenzollern 1926 1996 See 6.1125 -
Marriage Registration of Franz Joseph and Diane Marguerite
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https://www.dailymail.co.uk/femail/article-12282247/Prince-Amaury-Bourbon-Parma-marries-P-lagie-Mac-Mahon.html
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Prince Amaury of Bourbon-Parma marries Pélagie de Mac Mahon
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2023-07-10T11:40:53+01:00
|
Prince Amaury of Bourbon-Parma, 32, married Pélagie de Mac Mahon, 33, in a ceremony at the Saint-Lazare Cathedral in Autun, France on 8 July.
|
/favicon.ico?v=2
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Mail Online
|
https://www.dailymail.co.uk/femail/article-12282247/Prince-Amaury-Bourbon-Parma-marries-P-lagie-Mac-Mahon.html
|
High society wedding season in France kicked off in style this weekend with the union of Prince Amaury of Bourbon-Parma and his aristocratic bride Pélagie de Mac Mahon.
The happy couple exchanged vows in a ceremony at the Saint-Lazare Cathedral in Autun, on 8 July, with the bride, 33, looking elegant in a lavish white dress with lace sleeves.
Prince Amaury of Bourbon-Parma, 32, is the eldest child of Prince Charles-Emmanuel of Bourbon-Parma and Princess Constance de Ravinel.
The House of Bourbom-Parma is a cadet branch of the Spanish royal family with descendants spanning several European countries, including Italy and France.
His new wife is a descendant of of General Macmahon who served as French president from 1875 to 1979, and is the sister to the Duke of Magenta.
She has connections to the UK after studying at Marymount International School London, where she completed her International Baccalaureate, and threw herself into football, drama, badminton and tennis.
She then studied for her MBA at the University of Cape Town, although it's unclear where she currently works.
The bride’s outfit featured a sparkling tiara with matching earrings and a classic net veil, which flowed across the Saint-Lazare Cathedral steps.
Meanwhile the groom, 31, opted for a suave tailcoat suit jacket with a crisp waistcoat, dark grey pinstripe trousers and a smart top hat.
The couple chose a white bouquet with foliage, which was echoed in the groom's boutonnière and the playful flower crowns worn by the children.
After the ceremony, the elegant newlyweds posed on the steps outside the Saint-Lazare Cathedral steps and took photographs.
The newly married couple beamed on the steps while surrounded by friends and family.
The guests grinned at the new couple as they shared a kiss as husband and wife.
Pélagie de Mac Mahon's regal gold wedding ring was visible in photographs as she proudly clutched onto her groom with a smile on her face.
Royal guests in attendance of the fabulous wedding include Prince Alexander of Schaumburg-Lippe with his wife, Princess Mahkameh.
Prince Joachim and Princess Yasmine Murat of Denmark were also present alongside Prince Jean of Luxembourg with his wife Diane De Guerre.
Earlier this month, the couple had a civil ceremony in a Town Hall in Sully on June 3rd, according to Royal Histoires.
During the civil union the guests went on a red imperial bus to the town hall while bagpipes played to resemble the bride’s Scottish origins.
The couple celebrated their engagement in March earlier this year at the beautiful Megginch Castle in Scotland.
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yago
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https://eurohistoryjournal.blogspot.com/2020/03/in-memory-of-red-princess-passing-of.html
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en
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In Memory of a Red Princess: The Passing of Marie-Thérèse of Bourbon-Parma (1933-2020)
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† Princess Marie-Thérèse of Bourbon-Parma (28 July 1933 - 26 March 2020) Prince Xavier and Princess Madeleine of Bourbon-Parma w...
|
en
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https://eurohistoryjournal.blogspot.com/favicon.ico
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https://eurohistoryjournal.blogspot.com/2020/03/in-memory-of-red-princess-passing-of.html
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†
Princess Marie-Thérèse of Bourbon-Parma
(28 July 1933 - 26 March 2020)
Prince Xavier and Princess Madeleine of Bourbon-Parma with their six children.
HRH Princess Marie-Thérèse Cécile Zita Charlotte of Bourbon-Parma was born in Paris on 28 July 1933 as the third child and second daughter of Prince Xavier of Bourbon-Parma (1889-1977) and Madeleine de Bourbon-Busset (1898-1984). Xavier and Madeleine married in 1927 and had six children: Princess Françoise (b.1928; married Prince Eduard von Lobkowicz), Prince Carlos Hugo (1930-2010; married Princess Irene of The Netherlands), Princess Marie-Thérèse, Princess Cécile (b.1935), Princess Marie-des-Neiges (b.1937), and Prince Sixte-Henri (b.1940). Empress Zita of Austria was one of the aunts of Marie-Thérèse; Prince Felix of Luxembourg, husband of Grand Duchess Charlotte, was her uncle; Queen Anne of Romania was among her first cousins.
Displaying early her independent spirit, Marie-Thérèse quickly became a polyglot, speaking fluent French, English, German, and Spanish. The princess studied philosophy at Oxford University. She then went on to study political science at the Sorbonne in Paris. Marie-Thérèse became a specialist in the legal and political systems in Islamic nations.
Marie-Thérèse
Between 1958-1959, it was frequently rumoured that Princess Marie-Thérèse was on the verge of becoming engaged to King Baudouin of the Belgians. Together with his sister Marie-des-Neiges, the princess had attended a ball at hosted by the Belgian monarch in April 1958. Marie-Thérèse was described at the time as "a Spanish-type beauty. She has lovely wide dark eyes and a magnificent figure. She is intellectual but not a bluestocking." Alas, a royal romance had not flourished: Baudouin went on to marry Spanish aristocrat doña Fabiola Mora y Aragón, and Marie-Thérèse was never to marry.
Princess Marie-Thérèse of Bourbon-Parma
Photograph circa 1964
In 1964, the princess attended the wedding of her brother Carlos Hugo to the Dutch princess Irene, daughter of Queen Juliana. Irene's conversion to Roman Catholicism and decision to marry a prince as politically active as Carlos Hugo was understandably met with apprehension in the Netherlands. Displaying a strong loyalty to her brother, Marie-Thérèse supported both Carlos Hugo and Irene as they embarked on married life.
Maria Teresa
Two decades after the death of Infante Alfonso Carlos, Duke of San Jaime, Marie-Thérèse's father Xavier assumed the mantle of Carlist claimant to the throne of Spain in the 1950s. Xavier continued to advocate the conservative policies disseminated by the Carlist party. However, as Xavier's health failed, his son Carlos Hugo attempted to turn the tide of the Carlist party towards more liberal and socialist ideals. In this quest, he was supported by his three youngest sisters: Marie-Thérèse, Cécile, and Marie-des-Neiges. Owing to their political views, the royal trio became known by the moniker "the red princesses." In an interview given to El Cuaderno in June 2019, Marie-Thérèse recalled the political evolution that her brother, her sisters, and she set out to effectuate: "We wanted to link the past with modernity, and it seemed to Carlos [Hugo] and all those who accompanied us that what would best translate this historical aspiration today, what our ancestors had wanted, was the concept of self-management. We proposed self-management in three areas: the political, the territorial, and the economic." Marie-Thérèse was not present at the Montejurra massacre in May 1976, when far-right and disaffected members of the Carlist movement opened fire upon a large Carlist gathering. Her brother Carlos Hugo, her sister-in-law Irene, and her sister Marie-des-Neiges were at Montejurra. Marie-Thérèse recalled that her older brother Carlos Hugo had specifically asked her to stay away from this event. The political views of Marie-Thérèse and her brother and two sisters alienated them from her parents and her sister Françoise and brother Sixte-Henri. In May 1981, the princess became a Spanish citizen, and she resided in the country for many years. Eventually, she relocated to France.
The Red Princess and her beloved nieces and nephews.
Left to right: Tjalling ten Cate, Princess Margarita, Prince Carlos Hugo, Prince Jaime, Princess Maria Teresa, Princess Maria Carolina, and Albert Brenninkmeijer in 2014.
Photograph (c) Alamy
Unconventional and unique, Marie-Thérèse was a popular relative amongst her Gotha relations. The princess remained close to her nephews and nieces, the children of Carlos Hugo and Irene. In 2010 and 2013, respectively, she attended the weddings of her nephews, Princes Carlos and Jaime of Bourbon-Parma. In 2016, Marie-Thérèse participated in the festivities in Tirana surrounding the wedding of Crown Prince Leka of Albania and Elia Zaharia.
The Duke and Duchess of Parma with their aunt Princess Marie-Thérèse in 2016.
Photograph (c) Getty Images / Miguel Benitez
Princess Marie-Thérèse of Bourbon-Parma passed away at Paris on 26 March 2020 after suffering complications arising from being diagnosed with coronavirus (COVID-19). The princess was a professor of sociology at the Universidad Complutense de Madrid. Marie-Thérèse is survived by her sisters Françoise, Cécile, and Marie-des-Neiges, as well as by her brother Sixte-Henri. The princess is also survived by her nephews and nieces as well as her great-nieces and great-nephews. Marie-Thérèse was a devout Roman Catholic.
Requiesce in pace.
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en
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Discover Spectacular Treasures from the Bourbon-Parma Family
|
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2019-01-10T15:24:58.488000+00:00
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In November 2018 a record-breaking Geneva sale brought to auction some of the most important collections of royal jewels and revealed the fascination for historic treasures from the Bourbon-Parma family. The 55 items offered in this January’s Royal & Noble sale further highlight the family’s interest in collecting, not only jewels, but also paintings, porcelain services and silver tableware.
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Sothebys.com
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https://www.sothebys.com/en/articles/discover-spectacular-treasures-from-the-bourbon-parma-family
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D escended from Louis XIV of France, the Holy Roman Emperors and from Pope Paul III, the Bourbon-Parma family, founded in 1749 by Philip of Spain, is linked by blood to the most important ruling families of Europe - from the Bourbons to the Habsburgs. Members of the lineage include Kings of France and Spain, Emperors of Austria and the Dukes of Parma.
The sale opens with silverware previously owned by Maria-Luisa, Empress of France and Duchess of Parma, the eldest child of the Habsburg Emperor Francis II of Austria. Following her marriage in 1795 to her first cousin, Louis of Bourbon-Parma, heir to the Dukedom of Parma, she became Queen of Etruria and Duchess of Lucca. She later became Napoleon's second wife and, as such, Empress of France from 1810 to 1814 and ruler of the Duchy of Parma from 1814 until her death.
The silver dishes, wine coolers, and porcelain services offered in the sale are associated with the most essential human activities: eating, drinking and socialising. While we often take them for granted today, they were visible day-to-day expressions of a person's taste and status. It was common to include decorative features such as family crests or markings on dishes and flatware services, to remind guests of the status and heritage of their host.
Commissions were also assigned by the Bourbon Parma family to the most important and skillful artists of the time. For example, Maria Isabella, Infanta of Spain, wife of King Francesco I of Bourbon, is known to have commissioned the Italian Raffaele Giovine to produce several decorative objects as gifts for her husband, a great admirer of Giovine’s work. For instance, among the star lots is a rare pair of Royal portrait vases, almost certainly made by the Nast porcelain manufacture in Paris and decorated in Naples by Giovine.
These objects were imbued with complex symbolic meanings. Surely they were objects that promoted a certain status, but they were also loved personal objects, often offered as gifts, and thus with sentimental values. The aforementioned vases here portray Maria Isabella and King Francesco I of Bourbon surrounded by portraits of ten of their children as well as coats of arms and crowned initials.
The family’s interest in smaller collectibles such as coins, boxes and curiosities, is expressed in objects like this coral and silver mount ornament with Saint George and Saint Hubert.
Other smaller items of interest include folding fans, an art form, which unlike many, elegantly combines functional, ceremonial and decorative uses. Throughout the 17th century, folding fans gained more and more popularity over fixed fans and the variety of subjects depicted on fan leaves and the choice of materials became increasingly varied.
Like fans, etchings operated as portable mediums reflecting and promoting the tastes of the time and were popular in aristocratic circles. In the 1680s and 1690s, prints and etchings, like those of the French engraver Nicolas Bonnart (1636-1718), commonly combined illustrations with short texts about clothing or the wearer.
Closing the group of property owned by the Royal family are two paintings, one of the Virgin and Child with a rosary and the other of Salvador Mundi, both painted after the long lost paintings by the early Netherlandish painter Rogier van der Weyden.
These fascinating lots reflect the splendour of one of Europe’s most important royal dynasties that became important tastemakers and patrons of the arts. Watch a video here and see the highlights slideshow here.
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https://www.findagrave.com/memorial/7179/zita_of_bourbon-parma
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1989) – Find a Grave Gedenkstätte
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Austro-Hungarian Monarch. Born Zita Marie der Gnaden Adelgunde Michaele Raphaelle Gabrielle Josphine Antonie Luise Agnes delle Grazie di Borbone, Principessa di Parma the daughter of Roberto I di Borbone, Duca di Parma and his second wife, Maria Antonia Adelaide de Bragança, Infanta de Portugal at Villa Pianore,...
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https://realcasadiborbone.it/en/monarchy/charles-of-bourbon/
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HM Charles of Bourbon, Restorer of the Kingdom of Naples, – Real Casa di Borbone delle Due Sicilie
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A Decisive Kingdom (1734-1759)
Charles is usually considered the first King of Naples from the Bourbon family. He was the great restorer of the Kingdom, but the first king of that dynasty who reigned over the South of Italy was his father Philip V when he ascended the Throne of Madrid in 1700. During the events of the long War for the Spanish Succession, Philip – although winner of the war and for this reason real king of Spain – lost the viceroyalty of Naples and Sicily in favour of the Austrian Habsburgs, who kept it until 1734, the year when Charles of Bourbon – son of Philip V and his second wife Elisabeth Farnese – conquered the Neapolitan viceroyalty with the diplomatic help of his mother, became its king in every respect and restored the autonomy of the Kingdom of Naples by making it an independent and sovereign state.
To this matter, the historian Angelantonio Spagnoletti wrote: «When in 1734 don Charles of Bourbon, son of Philip V king of Spain and Elisabeth Farnese, succeeded in coming to Naples and expelling the Austrians who had ruled it since 1707, everybody immediately understood that his conquest did not forebear a return of the Spanish rule over the South of Italy. In fact, although he maintained strong relations with Madrid especially at the beginning, he affirmed an independent political state, which, as such, was acknowledged by the Vienna Peace Treaty in 1738 (…) After more than two centuries of foreign rule (first Spain and than Austria for about 27 years), a new independent state appeared in the Italian political scenario» [SPAGNOLETTI, Storia del Regno delle Due Sicilie, Il Mulino, Bologna 1997, pp. 17-18.].
Charles was born as the elder son of a second marriage on 20 January 1716. By birth, on his mother side – Elisabeth Farnese’s father was the son of a lady of Medici – he already was a pretender to an Italian principality including the Duchy of Parma and Piacenza and possibly also the Medici dominions in case of dying out of the direct branch (as it started to appear).
Only by overcoming a series of obstacles did Elisabeth cleverly succeed in guaranteeing her son the Duchy in 1732, under the tutelage of his grandmother, the widow Duchess of Parma. Meanwhile, the previous year Charles declared himself “great Crown Prince” of the Grand Duchy of Tuscany, since the dying out of the Medici family was then sure and Giangastone, the last Grand Duke still alive, was appointed as his co-tutor.
When the War to the Polish Succession began, Charles’s future changed. In fact Elisabeth put him at the head of an army in Italy and sent him to conquer the Kingdom of Naples ruled by the Habsburgs since 1707.
On 20 January 1734 Charles declared himself of full age – therefore out of any tutelage – and marched from Florence to Naples. In Monterotondo he addressed the Neapolitans a proclamation of Philip V supporting the enterprise: on 10 May he entered in triumph to Naples. Five days after he received from Madrid a deed of Philip V by which the latter transferred all royal rights of the conquered Kingdom to his son.
Charles, availing himself of his rights, defeated the Austrian at Bitonto, conquered Sicily and on 2 January 1735 adopted the title of King with no number: in July he was crowned King of Sicily in Palermo and on 12 July he came back to Naples.
However, the young king was in a phase of his life in which he was still influenced by the policy of his powerful parents who in 1737, Franco Valsecchi described the Queen as follows: “The young bride was not just an ordinary woman: when she arrived in Naples, her youth won also the most prejudiced; She had an amiable disposition and sense of humour, she was good-natured and a cultured person – she spoke French (her mother tongue), but also Italian and Latin. She immediately got a great ascendancy over her husband, but did not use it, at least in the first years, to exert a political influence…”. Only in the last period of her life, when she was Queen of Spain, did she assist her husband also politically. See F. VALSECCHI, Il riformismo borbonico in Italia, Bonacci, Roma 1990, p. 81. chose the daughter of the King of Poland, Maria Amalia, as his wife.
The end of the War for the Polish Succession in 1738 involved as consequence the Habsburg conquest of the Farnese’s Duchy of Tuscany (the Grand Duchy was definitively taken by the Habsburg-Lorraine), whereas, by the Peace of Aachen, the Duchy of Parma and Piacenza was given to Charles’s younger brother, Philip, who started the Bourbon-Parma family.
In Naples, Charles ruled with the help of a State Council formed by ministers chosen by his parents and therefore influenced from Madrid (among them we mention the Earl of Santostefano, the Marquis of Montealegre, Tanucci, Brancaccio).
in 1742, during the War of Austrian Succession, Charles sent an army corp to Lombardy to help the French-Spanish army (all lineages of the Bourbon family were allied); however, it happened that a British fleet appeared in the Gulf of Naples and threatened Naples with shelling the city; Charles decided to withdraw his army corp, which made Paris and Madrid angry.
He was able to redeem himself in 1744, when he completely defeated an Austrian army at Velletri, put a final end to the Habsburg claims over Naples, and succeeded in setting himself free from the tutelage of Madrid. With this victory, Charles began to act as the real king of Naples. The Kingdom became independent in all respects. This became even clearer in 1746, when Philip V of Spain died and Elisabeth was set to one side: in fact Charles dismissed Montealegre and replaced him with Fogliani. Valsecchi wrote: «Until then, Charles’s reign had been a Spanish-Italian monarchy: from that moment on, it became an Italian monarchy» [Ibidem, p. 88.].
From that moment on Charles became the real “King of Naples” in full agreement with his people and their needs. As years went by, he rose above the influence of his ministers and became a great sovereign and the real author of his policy by centralizing power in his hands: «Squillace and Tanucci, who occupied the most important positions, were his creatures; and although they enjoyed his confidence, were limited in their powers and subject to his direct surveillance» [Ibidem, p. 91.].
After five daughters, Maria Amalia gave Charles his first son, but unfortunately the baby was mentally disabled; after him, other four sons were born (Charles Antonio, Ferdinand, Gabriel and Francis Xavier), thus assuring the succession.
However, “dynastic” threats hung over the kingdom. In fact Charles was destined to succeed his step-brother Ferdinand VI on the Throne of Spain, since the latter had no male heirs and the great powers with the League of Aranjuez and the Treaty of Vienna had established that his kingdom would go to the Duke of Parma and Piacenza, Philip of Bourbon, and that the two Duchies would go to Austria and Savoy respectively. In reality, to ascend to the Throne of Madrid, Charles risked to loose the kingdom he had conquered for himself.
When in 1759 Ferdinand VI died, he succeeded him on the Throne of Madrid with the name of Charles III, and renounced the crowns of Naples and Sicily (as foreseen by the Bourbon hereditary regulations; Charles strengthened this decision by issuing a Proclamation on 6 October 1759 by which he, once King of Spain, finally ratified the irreversible process of separation of the two Royal Families), and gave them to his third son Ferdinand, who at that time was only eight (his second son Charles Antonio followed him to Spain as heir to the Throne).
The regency was given to eight ministers, among which Tanucci, Prime Minister and Minister of Foreign Affairs, but always under the supervision of Charles from Spain. «Naples owed him the greatest benefit: independence and all its good consequences, after 230 years of foreign rule», as Michelangelo Schipa wrote in “Enciclopedia Italiana” (sub voce).
The last years of his life would be embittered by his disagreement with his son in Naples and in particular with his wife, Maria Carolina, Empress Maria Teresa’s daughter, resolved to break the Spanish influence at the Court. His work, however, would remain unforgettable in the history of Naples. He died in 1788.
In fact, Charles’s main merit is that of restoring the “Neapolitan State”, making the Kingdom independent and sovereign, as Spagnoletti also wrote. Although the most important and recent studies are now re-evaluating the Habsburg policy of the previous centuries (see Elìas de Tejada’s works), it is of no doubt that only after the crowning of Charles that the Neapolitan government, its sovereigns and ministers began to think and act in the exclusive interest of the Kingdom of Naples and its inhabitants. Weighing the achievements of Charles’s rule in Naples, the historian Giuseppe Coniglio wrote: «Charles, at the eve of his departure for Spain (…) had settled whatever he could foresee and had obtained the approval of the great powers (…) Charles’s sons and brother would reign without problems and hand down the Throne to their heirs; the diplomatic construction turned out to be efficient, overcoming hard times both in Spain and Italy» [G. CONIGLIO, I Borboni di Napoli, Corbaccio, Milano 1999, p. 159.].
The famous historian Franco Valsecchi wrote VALSECCHI, op. cit., pp. 75-79.: «To the Neapolitans, Charles’s crowning was more than a simple change of dynasty. It was the restoring of the ancient kingdom, after centuries of foreign rule (…) The governments that followed each other in the first thirty years of that century were foreign governments, distracted from far and alien worries. Also the new king was a foreigner; but he did not come as a foreign ruler. The hopes of the Neapolitans were lighted up: “thanks God we are no longer provincials”. It was up to the new national dynasty to interpret the new reality and its needs». And the Neapolitans felt involved and in agreement with the new dynasty, as they would show from 1799 on by their uprisings and Sanfedismo, their armed resistance against the Napoleonic invaders.
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Over the past 140 years ExxonMobil has evolved from a regional marketer of kerosene in the U.S. to one of the largest publicly traded petroleum and petrochemical enterprises in the world.
|
en
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/-/media/global/icons/xx-favicon.ico
|
ExxonMobil
|
https://corporate.exxonmobil.com/who-we-are/our-global-organization/our-history
|
2014
The first shipment of liquefied natural gas from ExxonMobil’s PNG LNG Project in Papua New Guinea is delivered to the Tokyo Electric Power Co. Inc. in Japan.
2015
ExxonMobil safely and successfully drills its first exploration well offshore Guyana. Subsequent exploratory activity will confirm a world-class resource discovery in excess of 8 billion oil-equivalent barrels.
2016
ExxonMobil and Georgia Tech researchers develop a potentially revolutionary “reverse osmosis” technology that could significantly reduce greenhouse gas emissions associated with plastics manufacturing. By using a molecular filter — rather than energy and heat — to perform a key step in the plastics-making process, this new process offers the potential to dramatically reduce the amount of energy required in petrochemical facilities.
2017
Working jointly with the National Center for Supercomputing Applications at the University of Illinois at Champaign-Urbana, ExxonMobil sets a record in high-performance computing by using more than four times the previous number of processors used on complex oil and gas reservoir simulation models to improve exploration and production results. The breakthrough in parallel simulation uses 716,800 processors, the equivalent of harnessing the power of 22,400 computers with 32 processors per computer.
2017
ExxonMobil doubles its Permian Basin resource to 6 billion barrels of oil equivalent through the acquisition of companies owned by the Bass family of Fort Worth, TX.
2019
In late 2019, ExxonMobil starts oil production from the Liza field offshore Guyana. This startup comes ahead of schedule and less than five years after the first discovery of hydrocarbons, well ahead of the industry average for deepwater developments.
2020
In response to the COVID-19 pandemic, ExxonMobil maximizes the production of critical products such as isopropyl alcohol, which is used to make hand sanitizer, and polypropylene, which is used for protective masks, gowns and wipes. Additionally, the corporation reconfigures operations in Louisiana to produce medical-grade hand sanitizer for donation to COVID-19 response efforts.
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shelltankers photos on Flickr
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https://combo.staticflickr.com/pw/favicon.ico
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https://combo.staticflickr.com/pw/favicon.ico
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2024-08-11T16:25:47.498000+00:00
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Flickr photos, groups, and tags related to the "shelltankers" Flickr tag.
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en
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https://combo.staticflickr.com/pw/favicon.ico
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Flickr
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https://www.flickr.com/photos/tags/shelltankers/
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picture from: Cox collection
info from: Ships Nostalgia
The fifth ship to be named “Eastgate” built by Turnbull and Scott 1957
Shell 'K' or 'H' type vessel.
turbine product tanker 12166grt
----------------------------------------------------------------------------
British tanker ‘Eastgate’ under attack at Vung Ro bay june 6 1968.
story as told by W.T. Alexander
Quote
It promised to be an interesting stay in Vung Ro right from the start.
As we where mooring up to the sea buoys a US Navy destroyer at the entrance to the bay started lobbing 5-inch shells over us and the surrounding hills.
This made us look questioningly at the 2 members of the US Army who where taking samples of our JP4 cargo prior to discharging.
“Don’t you worry non son. There is a bit of battle goin on over them thar hills. But thars 10000 Koreans in them hills and Charlies scared shitless of them Koreans”
He the regaled us with stories of Koreans taking Viet Cong heads and sticking them on poles outside their bases. It all sounded very reassuring.
I was 17 years old and training to be an officer in the British Merchant Marine.
This was my first trip to sea and life was exciting. I’d joined the Eastgate just a couple of weeks before in Hong Kong. From there we had sailed to Singapore to load JP4 and other petroleum products for the United States Military in Vietnam.
Vung Ro was a small port south of Qui Nhon.
There where 4 bouys to berth a tanker a short distance from the shore. The tanker discharged through a submarine pipeline attached to a buoy. This pipeline supplied an airbase inland.
A jetty for cargo ships was just north of the base. These berths where occupied by the “American Scientist” and another US merchant vessel.
The day passed quickly with lots of things happening. A cliff face was blown up by the army engineers. A blast which knocked all of us interested spectators back two paces. Then two Hueys landed on the beach and some very nice looking young ladies stepped out and where escorted into the camp.
Our two resident army radio operators informed us of a strip show at the base that evening and if any of the crew where interested they would whistle up a boat. Well amazingly enough most of the crew where interested. So those who could get the time off duty duly went ashore and where royally treated by our American hosts.
Unfortunately I was not one of the chosen few but you can’t win them all.
I came on watch at midnight to find all was quiet.
Andy, my sidekick, informed me that pumping had been stopped due to a suspected hole in the pipeline and the hole was to be investigated the next morning. Sounded good to me.
0130. I was on the poop on a routine fire watch, looking over towards the base ashore.
A flash and a shower of silver sparks form the middle of the base followed immediately by an explosion, followed by another, and another. I got to thinking that this shouldn’t be happening.
I went back midships to see the 2nd Officer who was also of the opinion that this was not usual. The 2/O hit the alarm bells whilst I went to let the Captain know what was happening.
The Chief Officer started to organize the disconnection of the pipeline and attaching it to the buoy ready for use next time. Andy and I where sent off to make sure the ships blackout was complete whilst the Captain was conferring with the two radio operators as to the next move.
Meanwhile a mortar round exploded close to the bow of the “American Scientist”.
Many of the crew jumped overboard whilst others left the ship on the landward side. They ran along the jetty but 2 shells landed at the shore end of the jetty and they turned and ran back to the ship.
When I got back on deck after checking the blackout I found all the engineers on deck with lifejackets.
I asked the 3rd engineer what was going on and he said the Captain had told them to get ready to abandon ship.
What had happened was that the Captain was a bit unsure of what to do and had asked the American radio operators. The operators had lost touch with the shore and where unhappy about sitting on top of 12.000 tons of JP4 with mortar shells flying around the place. So they had advised getting everyone ashore.
Whilst the Captain considered the Chief Engineer, an old gnarled Scotsman with a limp, stormed up to him and told him in no uncertain terms “Captain you’r not abandoning this fucking ship”.
This had the effect of pulling the Captain out of his uncertainty and ordered the Chief to get the engines ready for leaving.
Our problem was that there was no emergency evacuation plan for leaving the port. We had lost touch with all other units and the local patrol boats where busy picking up the men in the water from the “American Scientist”. Ashore there was nu letup in the assault on the base with the sound of the mortar shells being joined by that of small arms fire.
Finally we where ready for off. We had to let our mooring ropes go from the ship as there where no boats available to let them go from the buoys. This would add to the hazards of leaving because of the risk of the ropes fouling the propeller.
We let go one from each buoy, but then came the next problem. The “American Scientist” had let go her moorings and was manoeuvring to leave the bay. It was far too dangerous to have 2 large vessels manoeuvring in such confined waters at night, blacked out, and in the middle of a battle. So we had to wait.
In the mean time helicopter gunships had arrived and where spraying the hillside above the base with gunfire and rockets. This was hugely spectacular and worth waiting to see.
So we where all stand by waiting to complete unmooring as soon as the “American Scientist” was clear. The only crew members who where not at their stations where our Arab firemen who where under the port lifeboat with packed suitcases. They where eventually driven back down the engine room by the 2nd Engineer.
I was up on the bridge as the order was finally given to let go the remaining mooring lines and leave the bay. A manoeuvre which the Captain did brilliantly, his former nerves now seemingly well settled. Our American radio operators still couldn’t get in touch with the base and where more than a little worried sat on the deck on the bridge wing. Our Captains remark to Dave Piggott the helmsman when we finally cleared the bay was “I don’t know about you Piggot but I think I need a new pair of underpants” Bit of a wag at times our Captain.
And so we spent the night a safe distance offshore to see what the morning would bring.
And the following morning, still no radio contact with the base, so we continued our offshore patrol.
Later in the day we received a message from Shell Tankers that we where to proceed to Qui Nhon to complete the discharge. But then the next problem. Most of our mooring ropes where still attached to the bouys in Vung To Bay and the Captain was loatch to go without them.
So we headed back towards the bay to see if we could get them back. As we approached the bay one of the patrol boats dashed out and a chap with a megaphone demanded to know “what the fuck are you doing here with that ship Captain ?”
The Captain explained that we had been told to go to Qui Nhon but could we have our ropes back first please.
Eventually a party of our crew went into the bay on the patrol boat and towed the mooring ropes out and we said goodbye to our radio men who seemed quite relieved to be off.
From there we sailed to Qui Nhon. Three days later we passed Vung Ro on the way back to Singapore. We could see fighter bombers attacking the hills to the north of the bay. And so it went on.
Postscript
About 8 years later I was on a chemical tanker sailing from Newhaven to Elizabethport. The pilot for Long Island Sound turned out to be the Captain of the other merchant vessel that was berthed alongside the “American Scientist” and a regular runner into Vung Ro.
Het told me that the Koreans had been moved from the hills around Vung Ro but no one had thought to inform the American troops of this fact. They thought they where well protected but where not.
The other thing he told me was that the “American Scientist” had a large quantity of napalm on board hence the crew reaction to the near miss.
W.T. Alexander
Hornsea England
Unquote
-----------------------------------------------------------------------------------------------
"Eastgate" sunk 30.3.1973
as a result of a collision when approaching Hong Kong at night.
With the French mv “Circea”.
fire amidships and 3 crewmembers lost their lives.
Total loss and delivered to ship breakers at Kaohsiung 3 months later.
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http://www.aukevisser.nl/eisb/id51.htm
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Esso Atlantic
|
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T2 Tanker Page
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Uh-oh! Looks like your browser doesn't support frames! Click here to go to a no frames version of this page:
No Frames T2 Tanker Page
Return to Arthur Whittaker's Page
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https://www.wartsila.com/media/news/13-03-2001-change-in-ownership-of-wartsila's-japanese-joint-venture
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en
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Change in ownership of Wärtsilä's Japanese joint venture
|
[
"https://www.wartsila.com/images/default-source/brand-portal/logo/w_logo_color_pos_rgb.png?sfvrsn=1a0a3c43_3",
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"https://www.wartsila.com/ResourcePackages/Wartsila_One/assets/images/svg/logo-white.svg"
] |
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""
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[
"Wartsila Corporation",
"Press release"
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en
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Wartsila.com
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https://www.wartsila.com/media/news/13-03-2001-change-in-ownership-of-wartsila's-japanese-joint-venture
|
Wärtsilä Corporation, Press release 13.3.2001
Wärtsilä and Hitachi Zosen Corporation, the joint owners of Wärtsilä’s 50/50 joint venture in Japan, Wärtsilä Diesel Japan, have concluded an agreement whereby Wärtsilä will increase its holding in the company to 85% and the second owner of the company will be Hitachi Zosen’s subsidiary Imex Co. Ltd. This change complies with Wärtsilä’s strategy of being the majority owner in its global sales and service network companies.
Wärtsilä and Hitachi Zosen established Wärtsilä Diesel Japan Co Ltd in 1997 to manufacture Wärtsilä 20 and 32 engines and to sell both these and other Wärtsilä engines in the Japanese market.
Wärtsilä and Hitachi Zosen’s subsidiary Imex will continue to collaborate in gen set assembly. Mr Koji Ichikawa has been appointed President and Mr Akira Kanazawa Executive Vice President of the company.
Wärtsilä has another company in Japan, NSD Japan Ltd, which supports license manufacturing of the Group’s Sulzer engines. It is planned to merge Wärtsilä Diesel Japan and NSD Japan. The new company resulting from the merger will be called Wärtsilä Japan Co Ltd., with about 30 people.
Japan is one of the biggest shipbuilding countries in the world and an important marine market for Wärtsilä. In the power plant business Wärtsilä has made openings in the market.
Wärtsilä Corporation is the leading global ship power supplier and a major provider of solutions for decentralized power generation and of supporting services.
The net sales of the Group in 2000 were EUR 2.7 billion and number of employees worldwide is 10,500.
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https://www.maritimeinformed.com/companies/shipyard-installations-equipment-marine-companies/directory.html%3Fpage%3D27
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https://magazines.marinelink.com/Magazines/MaritimeReporter/197710/content/gotaverken-delivers-tanker-210814
|
en
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Gotaverken Delivers Third Tanker For Iraq
|
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The state-owned Iraqui National
Oil Company has recently
taken delivery of a 155,200-dwt
tanker built at Gotaverken Arendal.
The ship, which short
|
https://magazines.marinelink.com/Magazines/MaritimeReporter/197710/content/gotaverken-delivers-tanker-210814
|
The state-owned Iraqui National Oil Company has recently taken delivery of a 155,200-dwt tanker built at Gotaverken Arendal.
The ship, which shortly before the delivery was given the name Hittin, is number three of four ships of the same type and size being built by Gotaverken for INOC.
The first in this series of tankers for Iraq, the Alquadisiyah, was delivered in March 1976, and was then the biggest ship in the Iraqui merchant fleet. Number two, the Amuriyah, was delivered in January this year, and the fourth and last will be delivered on schedule at the end of this year.
All three new ships are now operating between the Persian Gulf and the Mediterranean.
The Hittin is number 28 in a series of 32 tankers of this size and type building at Gotaverken Arendal.
The Hittin is built to the highest class with Lloyd's Register, with the designation "UMS" (unmanned engine room).
The principal particulars are as follows: length overall, 935 feet, molded breadth, 145 feet, molded depth, 73 feet 7 inches, and deadweight at summer f r e e b o a r d , 155,200 deadweight tons.
The cargo tanks are arranged in four groups, each served by a separate cargo pump and with double shut-off between the groups.
Thus, the vessel can carry four completely s e g r e g a t e d grades, each representing 25 percent of the total capacity.
The deckhouse, comprising six stories, and the machinery casing are entirely separate.
The deck machinery is steampowered and comprises six automatic mooring winches and two windlasses combined with mooring winches, as well as two 10-ton cargo winches amidships.
The main engine is an 8-cylinder, large-bore diesel engine of Burmeister & Wain's type K90- GF, built at Gotaverken's engine works.
At the continuous service rating of 24,800 bhp, the trial speed was approximately 16.5 knots.
Steam for the engine room requirements is provided by a Gotaverken/Sunrod exhaust boiler.
Steam for cargo heating and pumping is supplied by two Gotaverken/ Sunrod separately-fired boilers, each rated at 25 t/h.
Two of the cargo oil pumps are turbine-driven, the remaining pair being driven by auxiliary diesel engines.
The vessel has three 12-cylinder, V-type auxiliary diesels of BMW make, each driving a Nebb generator rated at 1,250 kw. Two of the motors are also connected to cargo oil pumps via an angle gear.
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https://www.home.saxo/rates-and-conditions/cfds/margin-requirements
|
en
|
Margin requirements
|
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""
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Use our interactive tool to find the needed margin requirements for CFDs on a wide range of stocks across global exchanges.
|
en
|
/-/media/meta/beinvested-2023/apple-touch-icon.png
|
https://www.home.saxo/rates-and-conditions/cfds/margin-requirements
|
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dbpedia
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https://currentaffairs.adda247.com/largest-ship-in-the-world/
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Largest Ship in the World as of August 2024, List of Top-10
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As of August 2024, Seawise Giant, constructed in 1979 stands as the largest ship in the world, with the total length of 458.46. Know the names of top-10 largest ships in the world 2024.
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en
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adda247
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https://currentaffairs.adda247.com/largest-ship-in-the-world/
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Across the world’s expansive oceans, ships—remarkable feats of technology—navigate the waters, moving goods and passengers between continents. As we enter 2024, these enormous vessels have achieved record-breaking sizes and capacities. This article delves into the top 10 largest ships globally, highlighting the engineering achievements and maritime advancements that shape today’s maritime industry.
World’s Biggest Ship 2024
As of 2024, the Seawise Giant stands as the largest ship in the world, holding records for length, displacement, and deadweight tonnage. Originally commissioned in 1979 as the Happy Giant oil tanker with a length of 458 meters, it gained worldwide recognition following an extensive jumboization process in 1988-1989, significantly expanding its dimensions. Today, the Seawise Giant remains an unparalleled maritime giant, symbolizing the extraordinary feats of engineering in the world of seafaring vessels.
Key Facts About Seawise Giant, the World’s Largest Ship 2024
Here are some of the key points related to the Seawise Giant, the largest ship of the world:
The Seawise Giant, world’s largest ship in 2024, underwent jumboization by cutting it in half and inserting a 5-meter block amidships.
This process expanded its length to an astonishing 458.45 meters, making it the longest moving man-made object in history.
As a very large crude carrier (VLCC), it boasted a record deadweight tonnage of 564,763 metric tons, capable of transporting over 4.5 million barrels of oil in a single voyage.
The colossal ship required a crew of over 60 personnel for safe operation.
Despite its remarkable career spanning three decades, the Seawise Giant was sold for scrap in 2009 due to escalating operational costs.
Largest Ship of the World – Historical Significance
Originally ordered in 1974 as an unnamed Ultra Large Crude Carrier (ULCC) with a 418,611-ton capacity, the Seawise Giant faced delays in naming due to disputes between the Greek owner and Japanese builder. Hong Kong businessman C.Y. Tung acquired it, leading to its transformation into the largest ship globally through jumboization, adding 146,000 tons. Renamed Seawise Giant, it began operations in 1981 as the longest and largest ship ever built, measuring 458 meters with a deadweight capacity of 564,763 tons. Damaged in the 1988 Iran-Iraq war, it underwent repairs, changed ownership multiple times, and was eventually scrapped in 2010.
Top-10 Largest Ships in the World as of August 2024
As of August 2024, Seawise Giant, constructed in 1979 stands as the largest ship in the world, with the total length of 458.46, followed by Batillus Class, Esso Pacific, and Valemax.
Here is the list of top-10 largest ships in the world:
Largest Ships in the World S. No. Ship Name Length (in m) Type Constructed 1. Seawise Giant 458.46 Oil tanker 1979 2. Batillus class 414.22 Oil tanker 1976-1978 3. Esso Atlantic/Esso Pacific 406.57 Oil tanker 1977 4. Valemax 360-362 Bulk carrier 2011 5. Oasis class 360-362 Passenger Ship 2009 6. Pioneering Spirit 382 Crane vessel 2013 7. Quantum class 347.06-348 Passenger ship 2014 8. Queen Mary 2 345.03 Passenger Ship 2003 9. Berge Stahl 342 Bulk carrier 1986 10. MOL Triumph Class 400 Container Ship 2017
Biggest Ship in the World – Seawise Giant
Length: 458.46
Type: Oil Tanker
Built in: 1979
The Seawise Giant, a colossal oil tanker, initially constructed in 1979 as an unnamed vessel, achieved its status as the world’s largest ship through ‘jumboization’ in 1981. This process, involving the addition of a new mid-section, propelled its overall length to an astounding 458 meters and increased its capacity to a record-breaking 564,763 deadweight tons (DWT). Notably, the Seawise Giant holds the title as the largest ship ever built, surpassing all others in overall length, deadweight tonnage, and gross tonnage.
Second Largest Ship of the World – Batillus Class
Length: 414.22
Type: Oil tanker
Built in: 1976-78
The Batillus class, comprising four oil tankers built from 1976 to 1978, stands as the second-largest ships globally. Originally designed with a capacity exceeding 550,000 deadweight tons (DWT) each, these ultra-large crude carriers were considered the largest and longest vessels at the time of construction. Their record held until the conversion of the Seawise Giant, marking a significant era in maritime history.
World’s Third Largest Ship – Esso Atlantic/Esso Pacific
Length: 406.57
Type: Oil tanker
Built in: 1977
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dbpedia
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http://www.aukevisser.nl/inter-2/id303.htm
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Esso Atlantic
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Hitachi Delivers 508,731-DWT Esso Atlantic Largest Ship Ever Built In Japan
The 508,731-dwt ultra large crude carrier (ULCC) supertanker Esso Atlantic, the largest ship built in Japan to date, was delivered to her owner, Esso Tankers, Inc. of Liberia, on August 11, 1977, at Hitachi Zosen's Ariake Shipyard.
Besides being the largest ship ever built in Japan, she is also the third largest ship in the world behind a pair of 550,000-dwt ULCC sisterships built in France. Like the two French-built ships, she will be used primarily for service between the Middle East and Europe.
The Esso Atlantic boasts impressive dimensions. For example, her length of approximately 1,384 feet makes her just about 33 feet shorter than the Empire State Building is tall. Her crude oil capacity of 611,200 cubic meters could meet Japan's oil needs for one-half day. Even her propeller is largeas high as a three story building.
The Esso Atlantic is built with the following special features to improve operation.
Optimum Hull Shape Design Designed by Hitachi Zosendeveloped hull form calculation programs, the Esso Atlantic features a highly efficient hull shape which gives her excellent course stability, maneuverability, and reduced resistance. She is also the world's largest single-screw vessel, and is equipped with a nozzle propeller.
Unmanned Engine Room Operation Highly sophisticated automatic and monitoring systems are adopted to bring a substantial reduction in labor. The main engine is remote-controllable from the wheelhouse, and the engine room can be operated unmanned around the clock.
Reduced Fuel Consumption After extensive research, more than 10 fuel conservation systems or equipment units were incorporated to lower fuel consumption (198.4 grams/hp/hr at sea trials).
These include:
(1) Improved main condenser vacuum (723.5 mmHg) ;
(2) Adoption of five-stage steam bleeding and five-stage feedwater heating system, and
(3) Improved boiler efficiency.
Inert Gas Explosion Prevention System Whether loaded or empty, the ship's crude oil tanks are filled with inert gas to reduce oxygen concentrations and thus prevent explosion.
Crude Oil Washing System A crude oil washing system for tank cleaning is adopted to provide improved cleaning and cargohandling performance.
Lifeboats And Sprinkler Systems Two 60-passenger FRP fireresistant lifeboats are provided as lifesaving equipment. The ship is also equipped with sprinklers to spray seawater on the lifeboats onboard the ship and during lowering to the sea to protect the crew and lifeboats from fire. Automatic Navigation System An automatic navigation system is provided to improve safety, reduce operation costs and minimize onboard work.
Elevators The engine room, living quarters and main pump room are equipped with elevators to facilitate vertical traffic.
The living quarters are also extraordinarily comfortable, with vibration and noise reduced to about 1/3 the levels of other large ships.
The approximate measurements and main particulars of the Esso Atlantic are as follows: length overall, 1,334 feet; length between perpendiculars, 1,280 feet; molded breadth, 233 feet; molded depth 102 feet; designed full-load molded draft, 82 feet; deadweight tonnage, 508,731, and gross tonnage, 234,626.8. The main engine is a Hitachi UC-450-type steam turbine (one set) with a continuous maximum output of 45,000 hp at 80 rpm producing a trial speed (maximum) of 16.051 knots. The ship carries ABS classification and is registered under the Liberian flag.
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https://www.shipspotting.com/photos/1705092
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Kapetan Giannis
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There is no AIS Position Data available for this ship!
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dbpedia
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http://www.historyofships.net/ship-facts/longest-ships-in-the-world/
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List of Longest Ships in the World
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List of World's Longest Ships
As our technology advances we build longer and longer ships. Some of them are true marvels of engineering.
The longest ship ever built was a ULCC supertanker and had many names. She was Seawise Giant, Happy Giant, Jahre Viking, Knock Nevis, Oppama, and finally Mont and was in service from 1979 to 2009. She had length of 458.46 m and also had a title of the largest self-propelled human-made object ever built. After sinking on 14 May 1988 it was raised and repaired to last until 2010 when it was scrapped.
2nd on the list is Pierre Guillaumat also a supertanker of Batillus class supertankers. She was also named Ulsan Master, had 414.22 m in length and was in service from 1977 to 1983. She was named after the French politician and founder of Elf Aquitaine oil industry. She was so large that she couldn't pass through either the Panama or Suez Canal.
Batillus was a supertanker and the first vessel of homonymous Batillus class supertankers, with length of 414.22 m and in service from 1976 to 1983. Because of its size, only few ports could accommodate this tanker. Because of the conditions at the oil market at the time, she didn’t perform too much trips in her life. She was scrapped in 1985.
Bellamya was the second ship of Batillus class supertankers. She was built in 1976 by Chantiers de l'Atlantique at Saint-Nazaire for the French branch of Shell Oil and had length of 414.22 m staying in service from 1976 to 1984. Condition on the oil market and her size also placed restrictions on where she could be employed and because of that she was in service for only 6 years.
Prairial , which was the fourth and final vessel of Batillus class supertankers and she was built in 1979. She also had length of 414.22 m and she lasted longer in service that other from her class. She was in service from 1979 to 2003. Prairial had same problems as her sisters which led to her short service.
Esso Atlantic and Esso Pacific were oil takers of the same class that were in service from 1977 to 2002. They had length of 406.57 m and were scrapped n 2002 in Pakistan. Their main builder was Hitachi Zosen Corporation and they sailed for Bahamas, Bermuda and Greece.
Maersk E class that consists of 8 ships stands at the 7th place in length and are the longest ships which are still in service. They are container ships and they have 397 m in length. Their names are Emma Mærsk - built in 2006, Estelle Mærsk - 2006, Eleonora Mærsk - 2007, Evelyn Mærsk - 2007, Ebba Mærsk - 2007, Elly Mærsk - 2007, Edith Mærsk - 2007, and Eugen Mærsk - 2008.
Explorer-class container ship consists of seven ships of which three have length of 396 while others are shorter. They are in service since 2012.
Berge Emperor, Nai Superba, Nai Genova and Berge Empress were oil tankers that had length of 381.92 m. They were in service generally from 1976 to 2004andare broke up after that.
TI Class of ships are the four largest double-hulled supertankers in the world. They have length 380 m and are in service since 2002. They are today called TI Oceania, TI Africa, TI Asia and TI Europe.
Valemax ships are a fleet of 35 very large ore carriers (VLOC) owned or chartered by the Brazilian mining company Vale S.A. Their length is between 360 and 362 m and they are in service since 2011.
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https://www.freytworld.com/news/did-you-know-the-world-s-shipping-industry-is-home-to-some-of-the-longest-vessels-ever-built/
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en
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Did you know? The world's shipping industry is home to some of the longest vessels ever built!
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2024-01-26T10:21:13+00:00
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As the fourth quarter approaches, the freight forwarding industry faces
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en
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Freyt World
|
https://www.freytworld.com/news/did-you-know-the-world-s-shipping-industry-is-home-to-some-of-the-longest-vessels-ever-built/
|
It is truly remarkable that some of the biggest manufactured vehicles are ships. These enormous vessels can stretch over a quarter mile in length and stand hundreds of feet tall. While the normal ship length is under 500 feet, record-breaking ships test the limits of marine design. Building such massive ships is an achievement in planning, engineering, and teamwork.
The world’s largest ships currently in use are transport container ships approximately 400 meters (1312.34 ft) long and 60 meters wide. To put things into perspective, these mega-ships are considerably longer than famous landmarks like the Eiffel Tower or Empire State Building when laid end-to-end. The tallest ships rise higher above the water than the Niagara Falls. Undoubtedly, these giants of the seas represent the height of our ability to construct functional floating structures.
One important limitation on the size of a vessel is the size of the canals they must pass through during voyages (SF Fig. 8.6). Several major canals allow ships to pass between distant ocean basins. The Panama Canal connects the Atlantic and Pacific Ocean basins by cutting through a narrow strip of land in Panama. Before the Panama Canal was completed in 1914, ships traveling between Atlantic and Pacific Ocean basins needed to sail around the southern tip of South America. Similarly, the Suez Canal links the Mediterranean Sea and Red Sea. The Saint Lawrence Seaway links Montreal, Canada, to Lake Superior. The largest modern ships cannot pass through the Panama Canal. Only ships less than 295 meters (967.85 ft) in length and 32 meters in width can fit through the tightest parts of the canal.
Here are just some of the longest ships that have ever been in operation.
Mærsk McKinney Møller
The Mærsk McKinney Møller, at 400 meters (1312.34 ft) long, is among the world's longest ships. It is the first in Maersk's Triple E class, the company's most energy-efficient ships. The Triple E class is owned by A.P. Moller-Maersk and operated by Maersk Line. The Mærsk McKinney Møller is 59 meters wide and 73 meters high, with a cargo capacity of 18,000 twenty-foot equivalent units and a maximum cargo weight of 165,000 metric tons. Launched in February 2013 and christened in June 2013, up to 20 ships in this series have been ordered.
Emma Maersk
Another example of such a colossal ship is the Emma Maersk, measuring 396.85 meters (1302 ft) in length and 59.13 meters in width. The ship boasts impressive features to match its massive size. With a capacity of 15,000 TEU (20 ft equivalent unit) containers, it stands among the largest cargo carriers globally. To handle such an enormous cargo load, the ship is equipped with a Wärtsilä-Sulzer 14RTFLEX96-C diesel engine that generates 97,000 horsepower. This is the largest marine diesel engine ever constructed. When fully loaded, the Emma Maersk displaces 165,000 tons of water, equivalent to the weight of 300 blue whales. Surprisingly, this gigantic ship only requires a crew of 13, plus 5 supercargo workers to oversee cargo operations. Advanced automation makes this minimal crew possible.
Seawise Giant
The Seawise Giant, also known as the Jahre Viking, held the record for the longest ship in the world for over two decades. This massive supertanker measured an astounding 1,504 feet (458.42 m) in length and 226 feet (68.89 m) in width. When it was originally built in 1979 by Sumitomo Heavy Industries Ltd, it had a record-breaking capacity of 564,763 deadweight tonnage (DWT).
At the time, the Seawise Giant was the largest ship ever constructed. It served as an ultra-large crude carrier (ULCC), transporting oil between the Middle East and Europe. The enormous size allowed it to carry over 3 million barrels of crude oil in a single voyage.
The Seawise Giant held on to the record of the world's longest ship for over two decades between 1979 to 2004, until being surpassed by the Emma Maersk. After serving as an FSO, the historic vessel was sold for scrap in 2009, bringing an end to its reign as the largest ship on the oceans.
Prelude FLNG
The Prelude FLNG facility, operated by Shell, is one of the longest ship in service at 1,601 feet (487.98 m) in length. As a floating liquefied natural gas platform, it is also the largest offshore facility ever constructed.
The Prelude FLNG, built in South Korea, has an annual LNG production capacity of 3.6 million tons and can produce 5.3 million tons of liquids. It has been operating off the coast of Australia since 2017, with the aim of monetizing previously stranded natural gas resources.
TI Class supertankers
The TI Class supertankers, constructed in 2002 and 2003, are the largest double-hull oil tankers ever built. These vessels, measuring 1,247 feet (380.09 m) in length and with a deadweight tonnage of 441,893 long tons, carried up to 3.2 million barrels of oil each.
However, due to their massive size and the low demand for oil at the time, the TI Class supertankers were uneconomical to operate. This led to the scrapping of three out of the four vessels that were originally built. Their great size brought efficiencies in principle, but the weak economics in the oil shipping market at the time meant they could not be profitable, despite their record-breaking dimensions.
While briefly holding the record for size, the unsuccessful TI Class experiment showed that giant ships still need favorable market conditions to be practical. Their construction represents an ambitious push for economies of scale that exceeded practical demand. The event highlights the difficult balance in building mega-ships - they can enable great efficiencies but require the economics and infrastructure to match their scale.
CSCL Globe
The CSCL Globe, operated by China Shipping Container Lines, measures at 1,312 feet (399.9 m) in length. Launched in 2014, it was the first ship to exceed 400 meters (1312.34 ft) in length. With a carrying capacity of 19,100 TEU, the CSCL Globe is one of the largest container ships in terms of capacity. Its size and efficiency allow it to transport export goods from China to Europe in a single trip, providing a faster and more efficient route for China's export industry. The CSCL Globe's massive size gives it economies of scale, allowing each container to be shipped at a lower cost than on smaller vessels. This has supported China Shipping Container Lines' competitive advantage in the Asia-Europe container route.
Barzan LNG Carrier
One of the longest ships currently in operation is the Barzan LNG Carrier, a Qatari-owned LNG carrier measuring 1,215 feet (370.33 m) in length and 213 feet (64.92 m) in width. With a cargo capacity of 266,000 cubic meters, the Barzan specializes in transporting liquefied natural gas from Qatar's North Field to global markets.
Equipped with a reliquefaction system, the Barzan maximizes the amount of LNG that can be transported while reducing methane emissions. Its massive size allows it to achieve economies of scale and efficiently deliver large quantities of LNG around the world in a single trip. The Barzan exemplifies how LNG carriers have grown to unprecedented lengths in order to meet the rising global demand for natural gas.
Esso Atlantic
The Esso Atlantic, built in 1977, held the record as one of the longest ships in the world at 1,371 feet (417.88 m) in length. It served as an ultra large crude carrier for Exxon, transporting oil between the Middle East and Europe. As one of the largest ships sailing the seas, the Esso Atlantic garnered significant attention. During its time, it represented the cutting edge in shipbuilding and maritime engineering.
However, despite its massive size and capacity, the Esso Atlantic eventually became uneconomical to operate. With its operating costs high compared to newer vessels, the Esso Atlantic was taken out of service by Exxon in 1998. After over two decades as one of the longest ships ever built, the Esso Atlantic was eventually dismantled at a shipbreaking yard in India.
Pierre Guillaumat
The Pierre Guillaumat, which sailed from 1979 to 2003, held the record for the world's longest ship for over two decades. During this time, it transported crude oil between the Middle East and European ports. Measuring 1,320 feet (402.34 m) in length, the Pierre Guillaumat could carry a whopping 553,611 tons of cargo on each voyage across the seas.
Despite being such a mammoth of a vessel, the ship required a surprisingly small crew of just 44 for normal operations due to a high degree of automation on board.
After 24 years of service spanning from 1979 to 2003, the Pierre Guillaumat was scrapped. Advances in shipbuilding meant newer tankers were more efficient, and the ship had become too costly to run. The grand ship was eventually dismantled in India in 2003, closing the chapter on the world's longest ship for over two decades.
The world's biggest ships demonstrate incredible engineering and innovation in shipping. From container ships to oil tankers and LNG carriers, shipbuilders continue to push the boundaries of size and capacity. What could ship sizes reach next? Some expect container ships could eventually exceed 518.16m (1700 ft) long and 25,000 TEU capacity. LNG carriers and oil tankers will likely grow too. Shipping economics and port restrictions will determine how big ships can realistically become. One thing is certain - naval architects and marine engineers will keep innovating to build the largest ships the world has ever seen.
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http://drawings.usmaritimecommission.de/drawings_tanker.htm
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Outboard Profiles of Maritime Commission Designed Vessels
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http://drawings.usmaritimecommission.de/drawing/t3_s_bz1_phoenix_kl.jpg
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Twelve ships of this type were ordered by the U.S.Navy as gasoline tankers and were allocated pennant numbers AOG-64 to 75. They were single screw motor motor vessels with a deadweight capacity of 4,200 tons and were, together with the BT-2 variation, the largest of the Maritime Commission coastal tankers. Propulsion was by a four-stroke single-acting eight-cylinder oil engine with a bhp of 1,400 and geared to a single shaft, which gave a speed of 10 knots. All engine sets were built by the Enterprise Engine & Foundry Co.of San Francisco, California. Only the first thre saw naval service, construction of the remaining 9 were suspended in 1945, and the they were completed between 1946 and 1951 for civil use. The three vessels operated by the U.S.Navy were sold in 1949 to the Argentine Navy. The T2-A type tanker was another variety of the T2 design. These 5 ships were built by Sun Shipbuilding and Drydock Co., Chester, PA for the Keystone Tankship Corporation and its affiliates in 1940. The Navy took them over before construction was complete in 1942 to use as Navy oilers. They were 526 feet long, 68 feet abeam, rated at 10,600 tons gross and a deadweight tonnage of 16,300. They displaced about 22,445 tons. Propulsion was provided by geared steam turbines driving a single propeller at 12,000 shaft horsepower, giving a maximum rated speed of 16 and a half knots. Drawing shows AEKAY in her spring 1942 configuration, shortly before she was converted into an Navy Oiler and renamed USS NECHES AO-47 The T2-SE-A1 design was adopted by the Maritime Commission from an already existing design built by Sun SB for the Sun Oil Co. The T2-SE-A1 design was after the EC2-S-C1 Liberty Ship the most built vessel under the Maritime Commission Shipbuilding Progam. T2-SE-A1 was powered by a Turbo-Electric propul- sion, delivering 6,000 SHP (normal) and 7,240 SHP (max) giving a top rate of 15 knots with a cruising range of about 12,680 miles. All vessels operated during WWII by the War Shipping Administration and managed by various Steamship Companies. After the WWII most of the T2-SE-A1's were sold under the Merchant Sales Act of 1946 to private interests, mainly U.S.Flag Companies. 202 T2-SE-A1 were sold under this act to Foreign Compaines. The T2-SE-A1 survived as conversion nearly six decades of service (Drawing shows one T2-SE-A1 in post-war configuration). One of many conversions starting in the mid-fifthies was to increase cargo capacity, by cutting the ship in two and insert another section. In this case, In 1967 CHEVRON THE HAGUE (ex- Boonesborough) got a new fore- and midbody, with deckhouse installations now aft. Very less shows, that these was a former T2-SE-A1 tanker. The vessel was converted by Hitachi Zosen at Kawasaki, Japan within four months. Under the Exchange Act, nine ships were aquired by the Hudson Waterways Corp.in 1966 for domestic service, to carry containers, railway wagons and vehicles. Four of them were send to Newport News for vonversion. Lenghtened by insertion of a 36 ft. 6 in. section of the old midbody of FRUITVALE HILLS (MC- 2714 Marinship Hull 92 / Design T2-SE-A1). Further work was the relocation of the midship deckhouse above the deckhouse, and a new spardeck equipped with two 50 ton capacity cranes was constructed above the upper deck. Thr lower hold, 328 ft. 6 in. long, and tween deck spaces are devoid of obstructions, and a clear hatch openeing, 61 ft. x 38 ft., allows handling of diversified cargoes. Helicopters can also use the spardeck. The ships are fitted with stabilizers and can load or discharge cargo under bad weather conditions. Carring capacity is 124 tanks and 114 heavy vehicles, selfpropelled guns, bulldozers etc. Drawing shows SEATRAIN PUERTO RICO after conversion by Newport News SB & DD Co. The T3-S-BZ1 design built by Welding Shipyards Inc were considerably larger ships and were constructed to the order of the National Bulk Carriers Inc. The original request was for a tanker of approximately 23,500 tdw and about 215,000 barrels capacity, capable of 17 knots. From designs submitted by Sir Joseph W. Isherwood & Co Ltd, after model experimentation at the National Physical Laboratory at Teddington, England, the first ship of the group, the PHOENIX, was constructed by Welding Shipyards in seventy-six days to launching, with a further twenty-seven days to completion. The Isherwood design included an extension of the poop over three tanks to approximately halfway along the hull, and placing the main fuel tank aft of the machinery. A short ballast tank was placed forward and a fuel tank in the forepeak, these arrangements providing for flexibility in trimming the ship. The Isherwood system of longitudinal framing, using corrugated plates and spliced brackets in the tank space, saved 120 tons of steel and a considerable reduction in welding. Practically the only welding done was in fitting huge prefabricated assemblies of up to 100 tons, which were constructed on adjacent ground and lifted by crane. Measurements of the ships were 556 ft oa, 541 ft bp x 80 ft, giving a gross tonnage of 14,160. The deadweight capacity was 23,600 tons and barrel capacity 217,000. High pressure turbines with double reduction gears were installed, developing 13,400 shp, driving a single screw and giving 17 knots. The PHOENIX was the largest all-welded tanker when built.
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https://dimensionofstuff.com/longest-oil-tankers-in-the-world/
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The 8 Longest Oil Tankers in the World – dimensionofstuff.com
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2024-05-18T03:50:27+00:00
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https://dimensionofstuff.com/longest-oil-tankers-in-the-world/
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An oil tanker, also referred to as a petroleum tanker, is a vessel specifically constructed for the bulk shipment of oil and its derivatives.
Crude tankers and product tankers are the two types of oil tankers available. Crude tankers transport vast amounts of unrefined crude oil from the extraction site to refineries.
Product tankers, which are usually much smaller, transport refined products from refineries to places near consumer markets.
The focus of this article, however, is not on the different types of oil tankers, but rather on the world’s longest oil tankers, which will be detailed in the following paragraphs.
1. Seawise Giant
Fair use, Link
The Seawise Giant was the world’s largest oil tanker. It was the world’s longest self-propelled ship at the time.
Seawise Giant was its initial name, although it was afterward renamed Happy Giant, Jahre Viking, Knock Nevis, and eventually Mont. This ship measured 458.46 meters in length (1,505.1 ft).
Sumitomo Heavy Industries in Kanagawa, Japan, built the Seawise Giant. Because of its draft, this oil tanker could not traverse the English Channel, the Panama Canal, or the Suez Canal while traveling across the Atlantic Ocean.
During the Iran-Iraq war in 1988, the Seawise Giant was sunk after being damaged by munitions. It was later recovered and converted into a floating storage vessel.
Its final journey was in 2009 after which it was sent for scrapping.
2. Pierre Guillaumat
The supertanker Pierre Guillaumat was built in 1977 for Compagnie Nationale de Navigation by Chantiers de l’Atlantique in Saint-Nazaire.
It was the third of the Batillus class supertankers (the other three were Batillus, Bellamya, and Prairial, all slightly smaller) and was notable for being the largest ship ever built (by gross tonnage).
Only Seawise Giant, which was originally smaller when built-in 1976 but was later stretched and enlarged, surpassed it in length, deadweight tonnage, and displacement.
It has a total length of 414.23 meters (1,359 ft)
3. Prairial
By Jacques Girard Link
Prairial was a ULCC oil tanker with four Stal-Laval steam turbines capable of producing up to 65,000 horsepower. Prairial was the longest-serving of her three sisters, serving from 1979 to 2003.
Throughout her service, she was sold to new owners and renamed Sea Brilliance, Hellas Fos, and Sea Giant. She was retired from service in 2003 and scrapped the same year at Gadani, Pakistan.
Its total length is 414.22 meters (1,359 feet), which is the same as that of its sister ships, Bellamya and Batillus.
4. Esso Atlantic and Esso Pacific
The Esso Atlantic and Pacific were two of just seven ships in nautical history to exceed 500,000 tons deadweight. Between 1977 and 2002, they carried a gross tonnage of 235,000 tonnes and a deadweight tonnage of 508,628 tonnes.
These two Esso Atlantic class ships have a fully laden draft of 25.3 m (83 ft) when at sea, making it difficult for them to cross the English Channel, the Suez Canal, or the Panama Canal when fully loaded.
They were 406.57 meters (1,333.89 feet) long and 31.22 meters (102.43 feet) deep.
When Esso Eastern Marine Ltd., Bermuda, sold them to Ceres Hellenic Shipping Ent. Ltd., Greece, in 2002, they were renamed Katepan Giannis. They were both scrapped in Gadani Beach, Pakistan, in August and September 2002.
5. Nai Superba and Nai Genova
In 1978, the Nai Superba and her sister, the Nai Genova, were introduced as Ultra Large Crude Carriers (ULCC). They were built in Göteborg, Sweden, at Eriksbergs Mekaniska Verkstad AB.
They were among the final ships built there until it closed in 1979 owing to financial problems that began when Japanese shipyards gained a foothold in the business.
Nai Superba and Nai Genova were steam-powered ships with a length of 381.81 meters (1,253 feet).
They transported chemicals to ports all over the world, despite their origins as oil tankers.
They were sold numerous times between 1985 and 1997, notwithstanding their adaptability.
After three more years of economic hardship, the tragic decision was made to scrap them in 2000 (for Nai Genova) and 2001 (for Nai Superba).
6. Berge Emperor and Berge Empress
Mitsui built the Berge Emperor and her twin sister Berge Empress supertankers in Japan in 1975.
They were both launched in the same year by Bergesen d.y. & Co. Berge Emperor lasted until 1986, and Berge Empress lasted another eight years before being demolished.
They were two of the largest oil tankers ever built, with a combined length of 381.82 m (1,252.7 ft).
7. TI-Class Supertankers
By PA2 Dan Tremper, USCG. Link
The four TI class supertankers, TI Africa, TI Asia, TI Europe, and TI Oceania, were built by Daewoo Shipbuilding & Marine Engineering in Okpo, South Korea, for the shipping company Hellespont Group, and entered service between March 2002 and April 2003.
They are the first ULCCs to be constructed in 25 years.
Unlike the other five, they are still in service and have a length of 380 meters (1,246 feet 9 inches), making them the world’s largest oil tankers currently.
8. Fso Safer
The oil tanker Esso Japan was built by the Hitachi Zosen Corporation in Japan in 1976. She has a length of 362 meters (1,188 feet) and is propelled by a single steam turbine with a service speed of 15.5 knots (17.8 mph).
Safer was captured by Houthi forces in March 2015, during the early days of the Yemeni Civil War, after they took control of the shoreline surrounding her mooring.
Her structural state deteriorated substantially during the next few years, posing the threat of a catastrophic hull breach or an explosion of oil vapors that would normally be contained by inert gas generated on board.
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https://www.referenceforbusiness.com/history2/51/HITACHI-ZOSEN-CORPORATION.html
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HITACHI ZOSEN CORPORATION - Company Profile, Information, Business Description, History, Background Information on HITACHI ZOSEN CORPORATION
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History of HITACHI ZOSEN CORPORATION
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Reference for Business
Company History Index
Uncategorized
HITACHI ZOSEN CORPORATION - Company Profile, Information, Business Description, History, Background Information on HITACHI ZOSEN CORPORATION
3-28, Nishikujo 5-chome
Konohana-ku,
Osaka
550
Japan
History of HITACHI ZOSEN CORPORATION
The Hitachi Zosen Corporation is a global leader in engineering and constructing heavy equipment and ships. Its predecessor, the Osaka Iron Works, was founded by British entrepreneur Edward H. Hunter on April 1, 1881. Hunter had come to Japan in 1865 and had worked in the Onohama Shipyard in Kobe before moving to Osaka. He built a modern shipyard at the junction of the Aji and Nakatsu rivers where his first vessel, the Hatsumaru, was completed in 1882. At the time Japan was in the midst of a 50-year transformation from a semi-feudal to an industrial nation initiated by the restored Meiji emperor to catch up with Western technology. The Osaka Iron Works, producing ships and other heavy equipment, was crucial to Japan's modernization. Hunter said the company should "conceive and construct everything ourselves." This philosophy continues to guide the Hitachi Zosen Corporation.
The Osaka Iron Works's first yard, a six-acre facility with a dock 72 meters long and 11.5 meters wide, could construct wooden and iron ships weighing up to 1,000 tons. The company also produced compound engines and boilers, irrigation pumps, bridges, and other equipment for the rapidly developing Japanese industrial sector there.
In 1900, Osaka Iron Works began operating a second yard, the Sakurajima works, at the mouth of the Aji River to build ships weighing over 1,000 tons. A passenger-cargo ship, the 1,568-gross-ton Taigi Maru, was the first ship launched from the new yard and the first ship weighing over 1,000 tons built by the company. In 1908, Osaka Iron Works launched the first tanker built in Japan; its 531-gross-ton Tora Maru joined the Standard Oil fleet.
Hunter married a Japanese woman and changed his name to Hanta. In 1915, his son and successor Ryutaro Hanta, successfully completed a licensing agreement to use the Isherwood method to build ships. The technique, which originated in Great Britain, significantly reduced both costs and construction time.
As Japan's industrial capacity developed, its shipping needs expanded. The Osaka Iron Works acquired other facilities to meet the demand, including the Innoshima Shipyard in 1911, the Bingo Dockyard in 1919, Harada Shipbuilding Works in 1920, and the Hikojima Dockyard in 1924.
The Osaka Iron Works also produced a number of notable engineering works outside of shipbuilding during the early decades of the 20th century. The company began providing equipment to the hydroelectric industry in 1924, when it received its first order for water gates for a dam. In 1926 the Otabashi Bridge, which is still in use, was built in Gifu Prefecture using a new cable erection method pioneered by the company.
In the 1930s militant nationalists who encouraged aggression in Asia increasingly influenced the government. Japan secretly began augmenting its navy, in violation of treaties it held with Britain and the United States. In 1931 Japan invaded Manchuria, setting up a puppet regime called Manchukuo, and by 1937 Japan was at war with China. In 1941 Japan attacked the United States, precipitating U.S. entry into World War II.
Much of Japan's military success came as a result of its powerful modern navy. A number of old merchant ships built by Osaka Iron Works, known as Hitachi Shipbuilding after 1934, were converted to naval use. While most of the large ships were built by Hitachi's competitors like Mitsubishi, Ishikawajima, Kawasaki, Mitsui, and Harima, the company did produce smaller vessels designed for military use including minesweepers, large landing craft, and Maru-Yu series transport submarines. Hitachi also built at least one aircraft transport ship with a flight deck for the army, the Kumano Maru. The 465-foot vessel was launched at Innoshima in January 1945.
In 1943, Hitachi opened the Kanagawa works and acquired Mukaishima Shipyard. The company changed its name to Hitachi Shipbuilding and Engineering that year. After the war, the U.S. occupation forces reorganized defense-related industries. Despite serious bomb damage at its shipyards during the war, Hitachi began building fishing and coastal transport ships almost immediately.
While other industries received government assistance to rebuild in the 1950s, the shipbuilding industry was left on its own. Japanese shipbuilders like Hitachi had to be flexible to survive--management sometimes put high-level engineers to work on the assembly line to fill orders on time. The industry developed extremely efficient methods to compete with European shipyards, and Japanese rock-bottom prices and top quality increased foreign orders. By 1955, Japan was the greatest shipbuilding nation in the world, and Hitachi was one of the busiest shipbuilders in Japan. Political uncertainties in the Middle East after the Suez Canal was closed temporarily in 1956 forced oil producers to seek economical means of bypassing the canal. Japanese shipbuilders were ready to meet the demand for larger oil tankers.
Meanwhile, Hitachi Shipbuilding and Engineering also entered other areas. In 1957 the company built the world's largest diesel engine with B & W Diesel of Denmark. In 1964 the company built its first full-scale turnkey plant, a chemical-fertilizer plant for the Gujarat State Fertilizer Company of India, in a record 33 months.
The Japanese shipbuilding boom continued into the 1960s. New technology allowed the construction of bigger ships. By 1966 Hitachi was capable of building ships weighing 250,000 tons, a feat unthinkable only a few years earlier. Technological developments revolutionized the shipbuilder's methods. By the early 1970s Hitachi designed huge 250,000-ton tankers entirely by computer. Ships assembled at the company's Sakai Works used automated machinery to piece together various sections.
Hitachi opened several overseas offices during this period--in New York and London in 1956, Hong Kong in 1960, and Düsseldorf in 1961. With many of its orders for new ships and equipment coming from foreign countries, the Japanese shipbuilding industry was caught by surprise by the 16.9% revaluation of the yen in 1971. Prices for Japanese ships had gone up substantially in recent months, however, and the industry remained optimistic.
Hitachi Shipbuilding and Engineering acquired Maizuru Heavy Industries in 1971, and the Maizuru works became Hitachi's principal naval vessel and equipment production site. A year later, Hitachi opened a branch office in Singapore. In 1973 Hitachi began production at its new Ariake works in Kyushu. The Ariake works had two docks, 630 meters and 360 meters, respectively, and was equipped with state-of-the-art shipbuilding machinery. The facility was capable of producing ships weighing up to 600,000 tons.
The oil crunch of 1973 to 1974 soon crimped Hitachi's growth plans. Reduction in oil shipments eliminated demand for new supertankers and put many ships in mothballs. The glut in shipping capacity precipitated a depression in the industry that would last almost 15 years. Although the new Ariake works had enough large ships on order to keep it active through 1977, new supertanker orders dropped off and Hitachi had to realign its production capabilities. The Ariake works accepted orders to build oil rigs, oil storage tanks, and natural gas storage tanks, and in 1974 the Mukaishima works began specializing in steel structures like bridges, water gates, steel stacks, and pipes.
With about 50% of its turnover continuing to come from shipbuilding, Hitachi was hit hard by declining orders and canceled orders for supertankers as the 1970s went on. Further trouble came when rising material costs reduced the company's profit margin. Hitachi had continued to enter into fixed-price contracts long after European shipbuilders had gone over to flexible contracts. The company recorded a 25% decrease in earnings despite a 28% increase in turnover in 1975. In 1979 the company lost almost ¥11 billion. The industry as a whole addressed declining profits by petitioning the Ministry of Transport (MOT) to subsidize scrapping of redundant facilities. The MOT authorized scrapping 35% of the industry's capacity. In addition, the 39 largest Japanese shipbuilders formed a cartel to voluntarily limit production. Demand hovered under even this limit, and cartel members accepted orders at about 10% below cost in 1980, an improvement over quotes 40% below cost that shipbuilders made to keep the docks from falling idle in preceding years.
Hitachi Shipbuilding and Engineering continued to slim down its work force in the 1980s and to increase nonshipbuilding activities. In 1982 Hitachi's plants and machinery and offshore structures groups accounted for more than half of the company's turnover for the first time. The company changed its name in English to Hitachi Zosen Corporation that year and opened a branch office in Beijing.
In 1986, Hitachi Zosen purchased the Chicago-based Clearing Inc., a company it had licensing agreements with since 1955, for $64 million. Hitachi Clearing produces automotive stamping presses at its facility in Chicago.
Hitachi Zosen undertook a major restructuring in 1986, organizing its units along product lines. At the same time, new pressures on Hitachi Zosen came from the lower prices developing nations offered on heavy equipment and ships. Manufacturers in Korea and Taiwan, paying their workers less, could drastically undercut Hitachi Zosen's bids. The appreciation of the yen against the dollar also hindered growth.
The Japanese Ministry of Transport called for another 20% reduction in excess industry capacity in addition to the 35% cut of 1979, and after reporting a loss of ¥70 billion in 1986, Hitachi Zosen announced plans to eliminate more jobs over the next two years. By 1988 the company employed only 5,596 workers, down from 24,660 ten years earlier. The shipbuilding industry received governmental permission once again to organize a "depression cartel" to set production ceilings and force prices up.
In 1989 the shipbuilding industry finally began to show signs of a real recovery in demand. As a result of increased oil imports to industrialized countries and the gradual aging of the world's oil tankers in general, orders for new ships increased 54% industrywide, and Hitachi Zosen's leaner shipyards were booked solid for two years. The company actually turned some orders away. Even better, analysts expected the demand to remain strong throughout the 1990s.
Historically more marine-dependent than its Japanese competitors, Hitachi Zosen Corporation increased its nonshipbuilding activities in the late 1980s, placing greater emphasis on lines such as steel structures, construction machinery, environmental protection facilities, nuclear power equipment, industrial machinery, prime movers, and plants. This diversity, combined with greater global demand for ships, should provide opportunities for growth to the Hitachi Zosen Corporation.
Principal Subsidiaries: Hitachi Zosen Singapore (Pte.) Ltd.; Hitachi Zosen Engineering Singapore (Pte.) Ltd.; Hitachi Zosen Co. (HK) Ltd. (Hong Kong); Hitachi Zosen Clearing Inc. (U.S.A.); Hitachi Zosen International S.A. (U.K.); Hitachi Zosen U.S.A., Ltd.; P.T. Petrindo Hitachi Zosen (Indonesia); Hitachi Zosen Engineering & Construction Co., Ltd.; Hitachi Zosen Information Systems Co., Ltd.; Ataka Construction & Engineering Co., Ltd.; Toyo Umpanki Co., Ltd.; Hi-System Control Corp.; Naikai Shipbuilding & Engineering Co., Ltd.
Additional Details
Public Company
Incorporated: 1934 as Hitachi Shipbuilding
Employees: 7,473
Sales: ¥343.86 billion (US$2.39 billion)
Stock Index: Tokyo Osaka Nagoya
Further Reference
"Those Rich, Polluted, Soon-to-be-Automated Japanese," The Economist, December 18, 1971.Tanzer, Andrew, "The Japanese Do It Again," Forbes, October 16, 1989.
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MAN awaits answers in extensive engine fraud case in Japan
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] |
[] |
[] |
[
""
] | null |
[] |
2024-07-23T13:00:48+02:00
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The engine manufacturer has licensing agreements with the two Japanese companies that have been exposed for serious fraud and tampering with marine engines.
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en
|
/favicons/shippingwatch.com/favicon.ico
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https://shippingwatch.dk/Virksomheder/article17296122.ece
|
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http://shipfax.blogspot.com/2015/04/
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Shipfax
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http://shipfax.blogspot.com/favicon.ico
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http://shipfax.blogspot.com/favicon.ico
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Imperial Oil Tankers - Part 3 - Imperial Bedford
In 1969 Imperial Oil took delivery of its second tanker built to the new pattern established by Imperial Acadia, but 40% larger. A product of the Davie Shipyard in Lauzon, QC, Imperial Bedford measured 9500 grt (later 8646 grt) and 13,980 dwt with a capacity of 112,500 bbls.
Imperial Bedford at number 4 oil dock at Imperoyal in Dartmouth.
It was also built for navigation in ice and in 1970 made two trips to Resolute to fuel Canada's most northerly installation, both times sailing from Montreal. It also visited Frobisher Bay (now Iqaluit) where it unloaded by means of a floating pipeline. The ship carried a spill containment boom on a large real on its after deck.
The ship's spill containment boom is stored on reel on the after deck. A knuckle boom crane is visible in this photo, loading stores at pier 31 in Halifax. Note the Esso logo applied to the funnel.
Despite ice strengthening, it did receive severe ice damage in 1977, necessitating lengthy repairs at Halifax Shipyard.
Imperial Bedford worked out of Halifax, making scores of trips to Atlantic Canadian ports, but also traveling to the Great Lakes.
The ship was renamed Algofax but was not immediately repainted in Algoma colours. Here it nears the Angus L. Madonald bridge on its way to drydock for repainting.
Along with the rest of Imperial's fleet, it was sold to Algoma Central in 1998 and was renamed Algofax in Halifax. It entered drydock at Halifax Shipyard in March where it was repainted in Algoma colours.
Loaded Algofax outbound from Halifax harbor.
With new ships on the way for Algoma Algofax was removed from service early in 2004. It was handed over at pier 31 in Halifax where it was renamed Halifax under the Georgian flag. Ownership was transferred to EnerChem Tankers, another tanker company that been absorbed by Algoma. It sailed August 14 but did not arrive in Alang until October 8, indicating that it may have worked its way east carrying some cargo. It was beached October 11, and broken up.
Halifax leaving Halifax for the last time.
.
Imperial Oil Tankers - Part 2 - Imperial Acadia
The previous post featured Imperial Quebec, which was considered quite up to date for 1957, but the next new ship for Imperial was truly modern and set the pattern for two subsequent ships.Imperial Acadia's design (as was Imperial Quebec's) came from Imperial's in-house naval architect and resulted from considerable operational feed back from the earlier ship.
It was also designed to work in ice, and had a heavy cast steel stem, extra stiffening and a wide ice belt of thicker steel. It also had the heavy fendering needed for working through the locks. Built at Port Weller Drydock the ship was named November 17, 1965 by Norah Robarts, wife of the Premier of Ontario John Robarts (himself a World War II naval officer), and entered service in the spring of 1966. The ship measured 7068 grt, 10,310 dwt and had a capacity of 80,000 bbls.
Imperial Acadia was based in Halifax, with some trips back to the Lakes, but generally worked in eastern Canada, with several northern forays, including one memorable trip to Resolute in 1970.
Imperial Acadia at the Imperoyal dock in Dartmouth.
It experienced the usual scrapes and bangs, including a grounding at Port aux Basques, June 25, 1982 resulting a major diesel oil spill. The ship was repaired in Halifax.
After a "dry tow" from Marystown, the ship is ready to to be offloaded. The white marks on the hull below the bridge are part of the damage to the hull.
The most notable incident occurred in St-Pierre et Miquelon on January 30, 1990. Trapped in St-Pierre harbour by a fierce storm it ranged up and down against the pier causing severe hull damage. In view of the ship's age, it was thought that it would not be worth repairing. However after a survey in Marystown, NL, the ship was transported to Halifax aboard the semi-submersible heavy lift ship Mighty Servant 1 in March 1990 for rebuilding. While at Halifax Shipyard, a bilge fire May 23 caused even more damage, but the ship was back in service in June.
Approaching the oil dock in Dartmouth, the rubber fendering is quite prominent.
In 1997 Imperial Oil, like its parent company Exxon Mobil and most oil majors, divested its tanker fleet. Algoma Central Marine formed Algoma Tankers Ltd and acquired all of Imperial's coastal tanker fleet.
Imperial Acadia often tied up on the Halifax side of the harbour for maintenance and hot work.
After a brief layup in Halifax, Imperial Acadia became Algoscotia and was renamed in January 1998 after drydocking and repainting in Algoma colours. The ship continued to trade as before, on long term contract to Imperial Oil. As Algoma began a rebuilding program, the older ships were sold off.
Algoscotia's career with Algoma was brief, as newer ships were ordered.
On April 3, 2001 new owners McKeil Marine gave Algoscotia the name Ralph Tucker in Halifax, although this was changed to Capt. Ralph Tucker during the ship's first trip.
Capt. Ralph Tucker, before its hull was repainted, tied up in Amherstburg, ON its new home port.
No longer licensed to carry petroleum, the ship was instead in dedicated service carrying calcium chloride (brine) used in the petroleum and chemical industries. It visited Halifax in that trade, but operated mostly between Manistee, MI and Amherstburg, ON for the Allied Chemical Co, working year round.
It had a few groundings while on the Lakes, one in 2002 necessitated major repairs, which again extended the ship's life by returning it to ice class 1A.
Tugs and barges took over the brine work in 2003 and the ship was sold for scrap in 2004. It sailed from Montreal September 12, 2004 as Ralph Tucker under the St.Vincent and Grenadines flag and upon arrival in Chittagong, Bangladesh and was broken up.
.
Imperial Oil Tankers - Part 1 - Imperial Quebec
One of the effects of Imperial Oil's decision to stop refining activities in Dartmouth on the eastern side of Halifax harbour in 2013 is the decline in coastal tankers. Now as a storage facility, it distributes most of its product locally by truck. It does receive the odd domestic cargo from other refiners and still makes some deliveries to outports by ship, but the traffic is greatly reduced from the refinery's heyday.
Imperial Oil was founded in London,ON in 1880 and began operations in Sarnia, ON in 1899 and chartered its first tanker in 1902 for operation on the Great Lakes. Between 1914 and 1918 the company built refineries in Ioco BC, Regina SK, Montreal QC and starting in 1916 on a 400 acre site in South Woodside, NS which was renamed Imperoyal. (Over time the area was amalgamated into the City of Dartmouth, which itself amalgamated with Halifax.)
Due to an increase in demand for gasoline and the needs of World War I, Imperial saw the need for a refinery on ice free tidewater. It also served as a transfer point for US oil, sold to the Allies before the US entered the conflict.
As the only refinery in Atlantic Canada it became a strategic asset in both World Wars. The Imperoyal refinery was essential to the operations of Allied navies and merchant ships in Halifax, but also to supply industries and bases remote from Halifax, and to supply Britain itself.
In 1921 the company expanded its shipping fleet beyond the Great Lakes to deep sea in order to import crude from its oil fields in South America and to distribute product. During World War II the international shipping operations expanded dramatically.
In 1945 the domestic fleet consisted of fourteen coastal tankers and five deep sea tankers. Replacement of older units on the Lakes, and both coasts began soon after.
Imperial Oil entered a new era in 1957 with construction of Imperial Quebec (50,000 bbl capacity) its first tanker with both wheelhouse and accommodation aft.It was confined to the Great Lakes for two years until the St.Lawrence Seaway opened, then traded all over the east coast. As buit it was also painted in Imperials black and red colour scheme. A new livery was introduced in 1968, with a blue hull and cream coloured superstructure.
Imperial Quebec tied up on the Halifax side of the harbor for routine maintenance, which could not be done at the oil docks for safety reasons.
Imperial Quebec could be a bit of a smoker at times, but it was all Imperial Oil.
A product of Collingwood Shipyard, it measured 4680 grt, 5150 dwt and worked year round out of Halifax. It reached Frobisher Bay in 1970 and Venezuela in 1987. It was an early adopter of the bulbous bow, which was thought not to be effective in ice, but the ship seemed to be able to navigate year round without too much difficulty. It was also heavily fendered at the bow and sides for navigation in the Seaway locks. The grinding of steel ships along concrete walls generates sparks, which are to be avoided with tankers!
Imperial changed to a very un-nautical looking funnel with "Esso" in large letters, in line with its US parent which became Exxon. Imperial kept the Esso brand name.
Reaching the end of its economical life with Imperial Oil in 1987 it was purchased by the Woodward Group of Newfoundland and renamed Sibyl W., and carried on for another five years under the Canadian flag.
In 1992 it was sold to the opaquely named Panamanian company SSS Trading and renamed Panama Trader. It operated under that name until May 1996 when it was reported broken up in Guaymas, MX. The actual scrapping may have taken place before that.
.
Nelvana - end of the road
The Panamax self-unloading bulker Nelvana arrived off Aliaga, Turkey April 24, and will be borken up in the very near future.
The tug Atlantic Willow assists Nelvana to her berth in Auld's Cove, with Cape Porcupine looming overhead. Nelvana alone is responsible for exporting several million tonnes of the mountain to the United States.
A rare caller in Halifax, it was better known on the Strait of Canso where it loaded out aggregates from Cape Porcupine for many years. It was also in the coal, phosphate, sand and stone trade in the Caribbean and was a frequent visitor to Tampa.
In Tampa Nelvana extends her boom out to a hopper which is connected to a system of conveyors that transport the cargo of aggregate to a series of stockpiles. (This portion of the port is no longer accessible to civilians.)
Built in 1983 by Hyundai Heavy Industries in Ulsan (it was launched December 4, 1982) and came in at 44,340 grt and 74,973 dwt. It was notable for its big bluff bow, which must have caused a lot of impact as it butted into head seas. A prominent breakwater on the forecastle head protected the forward hatches from seas breaking over the bow.
Nelvana filled the Novadock floating drydock at Halifax shipyard, which was built for Panamax ships.
It did visit Halifax in November 1998 and again in November 2007 when it was drydocked at Halifax Shipyard. It was too large to take a full load at National Gypsum.
Built for Marbulk Carriers, when Marbulk Shipping Ltd was owned by Upper Lakes Group, it wore the golden seahorse on its blue funnel, and may be the last ship to do so. It was intially registered in Liberia then 1987 switched to Vanuatu. When Marbulk was sold to Algoma and CSL the ship remained in the CSL pool and worked on both the Pacific and Atlantic Coasts and in Europe, once unloading 65,000 tonnes of granite in Liverpool, UK.
New ships were added to the CSL pool in recent years and now all the Marbulk ships (Ambassador and Pioneer were the other two) have now gone to the scrappers.
In 2012 Nelvana's registry was moved to Bermuda, and the ship was advertised on the Beltship Management Ltd website and worked along with Gypsum Centennial and Gypsum Integrity in the Sierra Leone iron shuttle which has ended. (The latter ship has now been sold to Algoma, see April 12 .)
The golden seahorse funnel mark can be traced back to the Upper Lakes ship Wheat King , which was flagged out for a time to Island Shipping, when ULS's owner Jack Leitch was fighting for the survival of his company with a convicted hoodlum union boss. Leitch eventually prevailed, the company survived and Marbulk was formed to operate ULS's deep sea fleet. The seahorse became emblematic of the company's determination to succeed.
The book Upper Lakes 1932-1982, actually titled The First 50 Years, by Wally Macht, privately published by the company, is well worth the read if you can lay hands on it.
Upper Lakes is no more - the company sold off all its assets, and the significance of the golden seahorse is lost.
See some previous Shipfax references: http://shipfax.blogspot.ca/2012/02/ambassador-for-gypsum-only-ship-2-for.html
R.I.P.
.
Grand Benelux - not your usual ACLer
Shipping lines adopt various colour schemes to distinguish their ships from their competitors. Various shades of the primary colours of red, blue and green seem to be as popular as greys and blacks, so subtle shadings are needed to further differentiate ships. Few lines chose yellow however, so Grimaldi Lines ships are distinguishable anywhere, even if the colours must be very difficult to maintain.
Grand Benelux provides high visibility even in murky weather.
Today's Autoport visitor Grand Benelux scores on both counts of instant recognition, but does point out the need for diligent maintenance. That would certainly be easier in the company's home turf of Italy, but today was no day for touchups in Halifax. The ship sailed during a break in what some were calling "fat rain"- a form of of precipitation halfway between rain and snow.
The ship was built in 2001 by the Uljanik shipyard in Pula, Croatia, and measures 37,212 grt, 12,594 dwt, making it one of the smaller carriers, nevertheless it has a capacity of 4500 cars.
One interesting aspect of the ship is that it actually owned by Atlantic Container Line and chartered to the parent company Grimaldi Group. ACL owns the five ConRos we see in Halifax ion a regular basis, but also has seven more ConRos and PCTCs (pure car and truck carriers) which it charters out for use by Grimaldi Group companies. ACL ships are painted in the more serviceable dark blue, but even it becomes battle scarred after a winter in the North Atlantic.
A wide angle view of Atlantic Concert leaving Bedford Basin on Sunday, showing the wear and tear from winter work.
ACL has an enviable reputation on the North Atlantic. Read this interesting speech by the company's president and ceo: http://splash247.com/atlantic-container-line-carriers-obsessed-with-market-share-instead-of-profitability/
.
More rails, this time it's Freya
CN's insatiable need for rails means steady business for Halifax. A parade of ships manages to keep up with the demand, by bringing in and stockpiling cargo at pier 27. Today's arrival is typical of the type of ship that is used for this cumbersome commodity.
Freya arrived with a bit of a list.
Freya measures 7406 grt, 10,500 dwt and can carry a variety of bulk and breakbulk cargoes in its box shaped holds. With two 60 tonne cranes, it can unload most of what it would be expected to carry. Built to a Damen design by the Nikolyev Shipyard Okean in the Ukraine as Rebecca in 2001, it was acquired last year by Intersee of Haren (Ems), Germany and renamed. The ship flies the flag of Antigua and Barbuda, a common flag of convenience for German owned ships.
The ship has a travelling gantry that lifts off the hatch covers for stacking. The red structure beneath the gantry is for hold ventilation.
The ship has its cranes mounted on the starboard side (most ships seem to have them mounted port side) so the ship backed in to pier 27, to allow the cranes to offload most efficiently. It also arrived with a noticeable list, indicating that some of the cargo may have shifted en route from Poland..
The tug Atlantic Larch takes a line off the ship's bow to assist it in turning. It will then act a a brake when the ship backs in to pier 27.
.
Sunlight Ace sees some sunshine, TransPine goes to anchor
Not much activity in Halifax harbour today, but the autocarrier Sunlight Ace did see some sunshine for a time, after it arrived out of the fog at noon time.
Once inside Meagher's Beach, the ship was in the clear.
Sunlight Ace is operated by Mitsui OSK Lines, and measures 58,911 grt, but only 18,855 dwt, an indication of the great volume needed to carry cars (1 gross ton = 100 cubic feet). Builder Minami-Nippon located in Usuki, Japan, built the ship in 2009 and it flues the Bahamas flag..
The ship went to anchor for Asian gypsy moth inspection before being cleared to tie up at Autoport to unload its cargo.
Dipping its anchor a couple of times to clear it of Halifax harbour muck, the ship heads for Autoport late this afternoon.
There was lots of sun early this morning when the paper carrier TransPine left its berth at pier 27 at 0800 to anchor in Bedford Basin.
The ship had been tied up since Monday clearing its tanks of contaminated fuel. Pumper trucks were hard at work removing the offending diesel oil and cleaning the tanks. According to reports, the ship had fuel problems while crossing the Atlantic two months ago and had to put into St.John's, NL en route to US ports. However the problem was not solved, and after lying up at anchor off Jacksonville, FL for six weeks the ship was diverted to Halifax to try to fix the problem once and for all.
I hear that it was supposed to take over the Corner Brook run from its sister TransFighter but that has been put off at least for a time. The ship is now awaiting orders.
The ship seems unable to make up its mind, but in fact it is warning tug operators not to push on the ship's side door, but to push on the bulkhead location where the ship's hull is strongest.
.
Shamrock coming back (as Nolhanava)
Arriving in Halifax for the fist time January 20, 2001.
A ship built specifically to run between Halifax and St-Pierre et Miquelon is arriving back in Halifax tomorrow and tying up at pier 34. Built in 2000 by Santierul Naval Constanta SA of Romania as Shamrock, it operated weekly from Halifax starting with its first arrival January 20, 2001.
It was was registered in the French offshore registry of the Kerguelan Islands (French Antarctic Territories) and is a RoRo cargo ship of 4,654 grt, 4,850 dwt and carries two 40 tonne cranes. It two MAN engines drive two cp props for a speed of 16 knots.
By 2004 the ship was operating a feeder service from Halifax to Portland, ME and Boston, having lost the St-Pierre route.
In July 2004 it was arrested in Portland. ME and was sold at auction to Clarke Inc's CIS Shipping International Inc and placed under the Barbados flag. It returned to Halifax in December 2004 for drydocking and repainting, and was placed under the management of Thien + Hyenga Bereederungs for service between Fort Lauderdale, FL and the Cayman Islands.
Once a large operator of ships in Canada, Clarke Inc and its antecedents also had an interest in the Halterm container pier and DART Container Line, but in recent years has divested its transportation interests. Last year it sold its trucking business to TransForce, although the Clarke name is still used.
Early this year St-Pierre interests acquired the Shamrock. The new owners are styled MG Management SAS with TMS-AV SARL as managers, and in March renamed the ship Nolhanava.
It appears that the ship is set to take over the St-Pierre et Miquelon service once again, from the current incumbent Fusion, that has been on a series of charters since 2007. Current owners of Fusion are listed as MD Shipping Co of Odessa, Ukraine, and the similarity of owners names suggest a connection, but there may not be one.
Fusion will be arriving at is usual berth at pier 36 tomorrow - maybe for the last time?
As recently as last week Fusion had mechanical problems and had to delay its arrival from anchor off Halifax until they were corrected. If it is indeed replaced, I will post more of its story.
Fusion looked good sailing from Halifax in late afternoon sun October 25, 2013.
.
NYK Diana rates a double escort
When NYK Diana arrived this afternoon the fog outside the harbour was so thick that the ship had to be lead in part of the way by the pilot boat before the pilot could board. That is not unheard of, but is fairly rare. Once inside the harbour the fog had cleared and the sun was blazing brightly. Then came the next unsual thing.
Large ships transiting the Narrows are now required to have a stern tethered escort tug. (Or more than one depending on wind, but there was negligible wind today). That job is assigned to the Atlantic Oak, a 5,000 bhp ASD (azimuthing stern drive) tug. However when NYK Diana arrived, Atlantic Oak was occupied berthing the previous arrival, Oakland Express. The other two tugs, Atlantic Larch and Atlantic Willow while they are also ASD tugs, they rate 4,000 bhp. Each tug put a line up astern of NYK Diana and assisted the tug through the Narrows. This is the first time I have ever seen this, but it may have happened before.
Oddly, after Atlantic Oak completed its work with Oakland Express, and it had headed back to base, it was through the Narrows and almost at the Macdonald bridge, when it turned around and came back to Fairview Cove to assist the berthing. It wasn't possible to see why this was needed.
NYK Diana was built in 2008 by Hyundai Heavy Industries, Ulsan and carries 4922 TEU on 55,534 grt, 65,976 dwt. It operates under the Panama flag for NYK Ship Management of Singapore, and calls in Halifax for the G6 Alliance.
.
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dbpedia
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https://waste-management-world.com/waste-to-energy/kanadevia-hitachi-zosen-corporation-will-change-the-company-name-effective-october-1-2024/
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en
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HZI: Kanadevia: Hitachi Zosen Corporation will change the company name effective October 1, 2024
|
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2023-11-08T10:51:00+01:00
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Hitachi Zosen Corporation announced that the Board of Directors has decided, subject to the approval of partial amendments to the Articles ofâ¦
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en
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/pwa/wasteManagementWorld/favicon.ico
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WMW
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https://waste-management-world.com/waste-to-energy/kanadevia-hitachi-zosen-corporation-will-change-the-company-name-effective-october-1-2024/
|
Hitachi Zosen Corporation, shareholder of Hitachi Zosen Inova based in Osaka, Japan, today announced the decision of the Board of Directors to change the company's trade name to "Kanadevia Corporation". This change is subject to approval by the Annual General Meeting of Shareholders to be held in June 2024. "Kanadevia" is a neologism. It is composed of "kanade" (from the Japanese verb "kanaderu", meaning "to make music in harmony") and "via" (Latin for "way" or "method").
Since its foundation in 1881 as Osaka Iron Works, the company has expanded its business activities to include shipbuilding, steel structures, plant engineering and industrial machinery. In 1943, the company changed its name to Hitachi Zosen Corporation, which it still bears today. In 2002, the shipbuilding division was spun off. Today, Hitachi Zosen is expanding globally in the fields of decarbonisation, resource recycling and urban development for a safe and prosperous society. Changing the company's name to Kanadevia makes it possible to write a new story as a group of companies that uses the power of technology to create a world that lives in harmony with nature.
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https://www.marketscreener.com/quote/stock/NAIKAI-ZOSEN-CORPORATION-6496020/company/
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en
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Naikai Zosen Corporation: Shareholders Board Members Managers and Company Profile
|
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"Japan Exchange"
] | null |
[] | null |
Naikai Zosen Corporation: Company profile, business summary, shareholders, managers, financial ratings, industry, sector and market information | Japan Exchange: 7018 | Japan Exchange
|
en
|
MarketScreener
|
https://www.marketscreener.com/quote/stock/NAIKAI-ZOSEN-CORPORATION-6496020/company/
|
Market Closed - Japan Exchange
Other stock markets
02:00:00 2024-08-09 am EDT 5-day change 1st Jan Change 3,350.00 JPY +5.18% -12.65% -29.18%
Business description: Naikai Zosen Corporation
Naikai Zosen Corporation is a Japan-based company principally engaged in the manufacture and repair of ships. The Company operates in two business segments. The Ship segment is engaged in the manufacture and repair of ships, the manufacture and sale of abrasive products, as well as the repair of live-saving rafts, among others. The Others segment is involved in the civil engineering construction, the configuration of solar generation systems, the management and operation of facilities for customers, as well as the operation of hotels, restaurants and gift shops.
Number of employees: 628
Sales by Activity: Naikai Zosen Corporation
Fiscal Period: March20202021202220232024
Ship Business
34.47B 30.55B 32.52B 37.12B 45.95B
Others
1.22B - 1.01B 1.02B 1.08B
Land Business
- 796M - - -
Service Business
- 332M - - -
Internal Sales or Transfers between Segments
-622M -561M -497M -516M -643M
See all business segments
Geographical breakdown of sales: Naikai Zosen Corporation
Fiscal Period: March20202021202220232024
Japan
31.12B 26.92B 30.54B 13.61B 19.55B
Panama
695M 289M - 4.82B 16.82B
Singapore
3.16B 3.89B - - 5.67B
Others
92M 20M 403M 810M 4.34B
Taiwan
- - - 4.48B -
Samoa
- - 1.03B - -
Liberia
- - 1.05B 13.89B -
See all geographic segments
Managers: Naikai Zosen Corporation
Director TitleAgeSince
Kosaku Hara PSD
President 66 11-04-30
Shinzo Tsuruoka BRD
Director/Board Member 65 11-03-31
Satoshi Hamada BRD
Director/Board Member 73 73-03-31
Takashi Ochi AUD
Comptroller/Controller/Auditor 74 72-03-31
Mitsuhiro Tasaka AUD
Comptroller/Controller/Auditor 72 74-03-31
See NAIKAI ZOSEN CORPORATION governance
Members of the board: Naikai Zosen Corporation
Manager TitleAgeSince
Satoshi Hamada BRD
Director/Board Member 73 73-03-31
Kosaku Hara PSD
President 66 11-04-30
Koichi Moshino BRD
Director/Board Member 77 14-05-31
Shinzo Tsuruoka BRD
Director/Board Member 65 11-03-31
Composition of the Board of Directors
Shareholders: Naikai Zosen Corporation
NameEquities%Valuation
HITACHI ZOSEN CORPORATION
29.62 %
667,300 29.62 % 22 M ¥
NAIKAI ZOSEN CORPORATION
24.77 %
558,000 24.77 % 18 M ¥
HIROGIN HOLDINGS, INC.
3.746 %
84,400 3.746 % 3 M ¥
SOMPO HOLDINGS INC.
1.687 %
38,000 1.687 % 1 M ¥
Isamu Futagami
1.243 %
28,000 1.243 % 912 097 ¥
List of NAIKAI ZOSEN CORPORATION shareholders
Holdings: Naikai Zosen Corporation
NameEquities%Valuation
NAIKAI ZOSEN CORPORATION
24.77%
558,000 24.77% 18,176,800 $
HIROGIN HOLDINGS, INC.
0.05%
155,125 0.05% 1,198,685 $ 28,130 0.12% 884,855 $
TOKAI KISEN CO., LTD.
1.50%
33,000 1.50% 528,049 $
CHUGIN FINANCIAL GROUP,INC.
0.02%
36,000 0.02% 377,434 $
SOMPO HOLDINGS INC.
0.00%
17,010 0.00% 363,231 $
YAMAGUCHI FINANCIAL GROUP, INC.
0.01%
12,478 0.01% 141,605 $
JFE HOLDINGS, INC.
0.00%
5,000 0.00% 71,973 $
Company details: Naikai Zosen Corporation
Naikai Zosen Corp.
226-6 Sawa Setoda-cho
722-2413, Onomichi
+
http://www.naikaizosen.co.jp
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Change 5d. change 1-year change 3-years change Capi. ($) +5.18%-12.65%-49.85%+214.55% 38.76M-1.96%-7.69%+29.47%+120.71% 23.75B-0.91%-3.53%+21.06%+34.15% 17.37B-1.70%-0.49%+69.18%+62.25% 10.48B+2.93%-6.23%+622.36%+1,203.29% 7.46B+4.20%-0.80%+45.88%+64.24% 7.4B+0.48%+1.12%-32.19%+3.28% 7.08B+0.18%-3.19%+19.30%+62.80% 6.85B+1.10%-10.62%+52.82%+125.23% 4.19B0.00%-4.70%-47.79%-29.09% 3.65B Average +0.95%-1.38%+73.02%+186.14% 8.83B Weighted average by Cap. -0.20%+0.60%+76.14%+163.61%
See all sector performances
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1857
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dbpedia
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2
| 94
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https://www.container-transportation.com/longest-ship.html
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en
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The longest ship in the world
|
[
"https://mc.yandex.ru/watch/45482598",
"https://www.container-transportation.com/images/xknock_nevis_vs_large_buildings.png.pagespeed.ic.EWkM7cvGUv.png"
] |
[] |
[] |
[
""
] | null |
[] | null |
Do you know how long the longest ship in the world is? You'll find the answer in this article.
|
/xfavicon-57x57.png.pagespeed.ic.S5TnHgueM7.png
|
Vận tải container - Vinalogs
|
https://www.container-transportation.com/longest-ship.html
|
How long is the longest ship
in the world?
The longest ship ever built in the world is the supertanker Knock Nevis.
The vessel is also the the world's largest ship in history. She has several other names: Seawise Giant; Happy Giant; Jahre Viking, and Mont.
Can you believe that the giant ship is almost half a kilometer in length?
In fact, she is 458.45 meters in length of overall (from tip to tip), almost four times as long as the length of a football (soccer) field. That surpasses the height of Empire State Building in New York City (443 meters high), and Petronas Towers in Kuala Lumpur (424 meters high).
You can see the comparison between the ship's length and the height of some famous skyscrapers in below photo.
Regretfully, the Knock Nevis beached for scrapping. The job is in progress in March 2010 and will be completed within several months. Read more about Knock Nevis
Years ago, six other supertankers were also scrapped, they were Batillus class (4 sister ships of 414 meters in length), and Esso Atlantic class (2 sister ships with a length of 407 meters.
After demolition of Knock Nevis (or Mont) in 2010, the title of the longest vessel belongs to the PS-class containerships of A.P.Moller-Maersk. Those mega vessels have a length of 397 meter (61 meter shorter than that of Knock Nevis). They have eight sister ships and are the largest container ships in the world. Read more about Emma Maersk, Elly Maersk
Related articles
World's largest ship
Largest containership over years
List of world's longest vessels, from Wikipedia
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1857
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dbpedia
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0
| 62
|
https://www.business-humanrights.org/en/from-us/slapps-database/
|
en
|
Business & Human Rights Resource Centre
|
[
"https://media.business-humanrights.org/media/images/18633674506_aa01e119ca_k.2e16d0ba.fill-788x488.jpg",
"https://media.business-humanrights.org/media/images/shutterstock_164863172.max-1300x90.2e16d0ba.fill-788x488.jpg",
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"https://media.business-humanrights.org/media/images/8733251925_70dfa72c90_k.2e16d0ba.fill-788x488.jpg"
] |
[] |
[] |
[
""
] | null |
[] | null |
en
|
Business & Human Rights Resource Centre
|
https://www.business-humanrights.org/en/from-us/slapps-database/
|
Human rights defenders are at the forefront of peacefully promoting and protecting our human rights, natural resources, and shared planet, as well as playing a vital role in calling out the harm created by irresponsible business practices. Protecting these defenders’ freedom of expression and association is crucial to our democracies, transparency in markets, and protection of workers and communities.
Every day across the globe, defenders who bravely speak out against injustice face a range of attacks for the mere reason of raising concerns about human rights risks and harms associated with business practices. Strategic lawsuits against public participation, criminal or civil lawsuits brought or initiated by business actors to intimidate critics, are one form of attack that defenders face. The tactic can drain the resources of community members, environmental advocates, and journalists who speak out in support of human rights and the environment and have a broader chilling effect, deterring others from speaking out against risks or abuse.
Methodology
In this research, we consider each individual or organisation sued as a “case” when the name is publicly available. For example, if a lawsuit was brought against seven individuals, but only one person’s name is shared through public sources, we’ve counted this as only one case. If the names of all seven individuals were publicly shared, this would be counted as seven cases. Our dataset includes cases filed from January 1, 2015 – November 2022, as this aligns with the period during which the Resource Centre has tracked attacks against human rights defenders. However, we recognise that many SLAPPs were filed before 2015 and so our research provides a limited picture of the full scale of SLAPPs.
This research is based on a review of media sources, NGO reports and websites, and social media posts in English, Spanish and French. In order for a case to be included in this research, it must have been reported in at least two reliable sources and met the definition used for this research. In some cases, additional information was sought from civil society organisations and human rights defenders directly.
|
||||||
1857
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dbpedia
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1
| 96
|
https://issuu.com/abs.eagle/docs/abshistory150
|
en
|
The History of the American Bureau of Shipping: 150th Anniversary
|
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] |
[] |
[] |
[
""
] | null |
[] |
2016-04-28T15:44:06+00:00
|
Read The History of the American Bureau of Shipping: 150th Anniversary by American Bureau of Shipping (ABS) on Issuu and browse thousands of other ...
|
en
|
/favicon.ico
|
Issuu
|
https://issuu.com/abs.eagle/docs/abshistory150
|
Welcome to Issuu’s blog: home to product news, tips, resources, interviews (and more) related to content marketing and publishing.
Here you'll find an answer to your question.
|
||||
1857
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dbpedia
|
1
| 79
|
https://www.theatlantic.com/magazine/archive/2003/09/anarchy-at-sea/376873/
|
en
|
Anarchy at Sea
|
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] |
[] |
[] |
[
"ship",
"Tarquin Dell",
"Infante Casas",
"Kristal",
"Captain Marin",
"Uddin",
"chief mate",
"Naeem Uddin",
"ocean",
"lifeboat"
] | null |
[
"William Langewiesche"
] |
2003-09-01T04:00:00+00:00
|
The sea is a domain increasingly beyond government control, vast and wild, where laws of nations mean little and secretive shipowners do as they please—and where the resilient pathogens of piracy and terrorism flourish
|
en
|
https://cdn.theatlantic.com/_next/static/images/favicon-3888b0e329526a975703e3059a02b92d.ico
|
The Atlantic
|
https://www.theatlantic.com/magazine/archive/2003/09/anarchy-at-sea/376873/
|
Since we live on land, and usually beyond sight of the sea, it is easy to forget that our world is an ocean world, and to ignore what in practice that means. Some shores perhaps can be tamed, but beyond the horizon lies the wave-maker, an anarchic expanse, the open ocean of the high seas. Under its many names, and with variations in color and mood, this single ocean spreads across three fourths of the globe. Geographically it is not the exception to our world but by far its greatest defining feature. By social measures it is important too. At a time when every last patch of land is claimed by one government or another, and when citizenship is treated as an absolute condition of human existence, it is a place that remains radically free. Expressing that freedom are more than 40,000 large merchant ships that ply the open ocean, among uncountable numbers of smaller coastal craft, and between them carry nearly the full weight of international trade—almost all the raw materials and finished products on which our lives are built. These ships are crewed by mariners of varying quality drawn from the poor worldwide, and mixed together without reference to language or nationality. In many cases they are owned or managed by secretive one-ship companies so ghostly and unencumbered that they exist only on paper, or maybe as a brass plate on some faraway foreign door. But it is the ships themselves that truly embody the anarchy of the open ocean: they are possibly the most independent objects on earth, many of them without allegiances of any kind, frequently changing their identity, and assuming whatever nationality, or "flag," allows them to sail as they please.
No one pretends that a ship comes from the home port painted on its stern, or that it has ever been anywhere near. Panama is the largest maritime nation on earth, and is followed by bloody Liberia, which hardly exists. No coastline is required either. There are ships that hail from La Paz, in landlocked Bolivia. There are ships that hail from the Mongolian desert. The registries themselves are rarely based in the countries whose name they carry: Panama is considered to be an old-fashioned "flag," because its consulates collect the registration fees, but "Liberia" is run by a company in Virginia, "Cambodia" by another in South Korea, and the proud "Bahamas" by a group in the City of London. The system, generally known as "flags of convenience," began around World War II, but its big expansion occurred only in the 1990s—and in direct reaction to an international attempt to impose controls. By shopping globally, shipowners found that they could choose the laws that were applied to them rather than haplessly submitting as ordinary citizens must to the arbitrary jurisdictions of their native states. The effect was to lower operating costs—for crews and upkeep—and to limit the financial consequences of the occasional foundering or loss of a ship. The advantages were so great that even the most conservative and well-established shipowners, who were perhaps not naturally inclined to play along, found that they had no choice but to do so. What's more, because of the registration fees that the shipowners could offer to cash-strapped governments, the various flags competed for the business, and the deals kept getting better.
The resulting arrangement, though deeply subversive, has an undeniably elegant design. It constitutes an exact reversal of sovereignty's intent, and a perfect mockery of national conceits. It is free enterprise at its freest. And it is by no means always a bad thing. I've been told, for example, that the cost of transporting tea to England has fallen a hundredfold since the days of sail, and that there are similar efficiencies across the board. But the efficiencies are accompanied by global problems, too, including the playing of the poor against the poor, the persistence of huge fleets of dangerous ships, the pollution they cause, the implicit disposability of the crews who work aboard, and the parallel growth of two particularly resilient pathogens that exist now on the ocean—the first being a modern and sophisticated strain of piracy, and the second its politicized cousin, the maritime form of the new stateless terrorism.
These patterns are strong in part because they fit so well with certain unchanging realities of the sea—the ocean's easy disregard for human constructs, its size, the terrible strength of its storms, and the privacy provided by its horizons. They are not, however, vestiges of a swashbuckling past—though maritime traditions are involved—but rather seem to be rooted in a new and particularly calculated form of chaos. Though the morals and motivations are not the same, there are striking similarities between the methods of shipowners, al Qaeda-style terrorists, and certain pirate groups—all of whom have learned to operate without the need for a home base and, more significantly, to escape the forces of law and order not by running away but by complying with existing laws and regulations in order to hide in plain sight. The result has been to place the oceans increasingly beyond government control. For public consumption in cities like London and Washington, D.C., there are still brave words about the promise of technology and the taming of the sea. Privately, though, the officials who are charged with doing the work—whether imposing navigational and safety standards on ships, or fighting seaborne terrorism and criminality—now admit that unlike land or air, the sea is a domain that can barely be policed. This is neither a lament nor a forecast of doom, but a close observation of the ocean in our time. The ocean is our world, and it is wild.
The Kristal was a typical casualty of the anarchic sea. It was an all-purpose tanker, a steel behemoth 560 feet long. It had been built in Italy in 1974, and for years had ridden the downward spiral of the maritime market under a progression of names, owners, and nationalities. By the winter of 2001, at the age of twenty-seven, it was nominally Maltese. The ship belonged to an obscure Italian family who owned it through a Maltese company that existed only on paper, and that operated through several layers of other companies, variously of Switzerland and Monaco.
Though the Kristal was well painted, and regularly passed inspections, it was at least five years beyond the ideal retirement age, and had grown decrepit and difficult to maintain. Its owners kept it sailing anyway, apparently with the intention of squeezing a final few years of profitability from the ship before selling it to other operators still lower down the food chain or, if none could be found, directly to a shipbreaker for the scrap-metal value of the hull. They were unable to attract business from the major oil companies, most of which try to apply stringent standards to the tankers they charter and generally shy away from vessels past the age of twenty, but there were other customers and cargoes available. Throughout the previous year the Kristal had engaged in a globe-circling trade, by which it carried molasses from India to Western Europe, kerosene from Latvia to Argentina, and soy oil from Argentina around Cape Horn to India again. The molasses was a sign of the Kristal's final decline: it is the product left over from refined sugar, a cargo carried on the cheap by ships that tend to be one step removed from the grave. There is little risk to the principals involved—the customers and shipping companies—because the hulls and cargoes are insured, and in the event of an accident and a spill, molasses disperses easily and disappears without causing much trouble. It is no small matter in choosing a ship that the same is true of Third World crews.
The Kristal's customer in February of 2001 was a subsidiary of the big British sugar company Tate & Lyle, which had contracted with the ship's owners to bring a full, heavy load of 28,000 tons of molasses from two ports on the west coast of India to an as yet unspecified European destination, which would be decided en route on the basis of the market. The crew consisted of thirty-five men of various nationalities, mostly Pakistani—about ten men more than usual for a ship of this type, because they would need to carry out repairs while under way. Most of the repairs consisted of chipping away at rust that, under the paint, spread like a cancer across the main deck and through the hull; there is evidence that important welding was also being done. The crew knew about the Kristal's condition, but were glad for their jobs. The captain was a forty-three-year-old Croatian named Allen Marin—one of many such officers from formerly Communist states, who are known to be competent and able to live on low salaries. He was well liked by his subordinates, though some thought that he seemed strangely uninterested in the technical aspects of running the ship. It was noticed, for instance, that during the important final loading of the molasses in India, he and the chief mate, another Croatian, went ashore overnight, leaving supervision of the work to a junior officer. No one objected. The attitude was to let the captain have his fun. The Kristal was a run-down ship, but a fairly happy one.
On February 4, 2001, it set out across the Indian Ocean on a route that would go through the Suez Canal and the Strait of Gibraltar. The days passed in monotonous succession, broken by the routine of alternating six-hour watches, the anticipation of work and of rest. During their time off the men ate and slept, and relaxed by playing ping-pong or watching movies in the messrooms. They called the superstructure where they lived the "iron house," because it was made of metal and hemmed them in. It stood aft on the hull, and rose five levels above the main deck to the bridge. It was not uncomfortable, but after a while it seemed small. The crew's conversations there were almost exclusively about the ship, because after many months together it provided all that was left to be said.
The Indian Ocean was calm. Word came that the destination would be Amsterdam. There was a period of concern partway to the Red Sea, when a portion of the deck suddenly bulged upward, breaking some welds. Captain Marin reported the problem to the management company, and received a private reply, presumably to carry on. Only one crewman expressed grave concern. He was one of three Spaniards on board, a bearish, bearded forty-one-year-old pumpman named Juan Carlos Infante Casas, who despite his enormous physical strength had a reputation as a worrier. Infante Casas's duties included operating the valves and cargo pumps, and sounding the tanks from overhead on the deck. Like the other Spaniards, both of whom were mechanics, he came from Galicia, along La Costa del Morte, Spain's western Atlantic shore. He had gone to sea out of restlessness as a young man, and had never married, and still lived with his mother, to whom he was close. After six months aboard now, he was looking forward to leaving the ship just a few days ahead, at a scheduled fueling stop and partial crew change in Gibraltar. In messroom conversation he said that he knew the Kristal too well to trust it on the winter Atlantic. The other Spaniards felt more equable, though they, too, were scheduled to leave at Gibraltar. The older of them was a lean, graying man, nearly sixty, named José Manuel Castineiras, who said that he neither regretted nor enjoyed his life at sea but considered it to be his destiny. It was easier for him than for his friend Infante Casas, therefore, when word came after the Kristal passed through the Suez Canal that the stop in Gibraltar had been eliminated: the ship would fuel instead at Ceuta, on the Moroccan side of the strait, and the crew change would be delayed until Amsterdam. That, too, was destiny.
The passage through the Mediterranean was uneventful. To keep to schedule, Captain Marin maintained the full engine speed of 88 rpm, driving the heavy ship westward at 11 knots through six-foot waves that were typically steep for that sea. The hull shuddered sometimes, but it barely pitched, and it rolled side-to-side by only 5 degrees—not enough even to spill coffee. Spray wetted the forward deck. The crew chipped rust. Life in the iron house continued normally.
The Kristal arrived at Ceuta on February 24. A storm was forecast for the Atlantic ahead, along the Portuguese and Spanish coasts, and gale warnings were in effect farther to the north, for the Bay of Biscay. Marin ordered 400 tons of bunker fuel, enough for another twelve days. While the ship took on the fuel, Juan Carlos Infante Casas went ashore and called his mother. When she answered the phone, he said, "Hola España!" which is what he always said. He told her that he was calling from Ceuta, and that his return to Galicia had been delayed. He said he was worried about the ship. He asked about the weather in Galicia. His mother reported that it was very nice.
But her view was limited, as land views are, to the orderly little neighborhood that surrounded her, and to the sky immediately overhead. At most she might have seen on television a simplified prediction that tomorrow the sun would hide behind clouds. While fueling in Ceuta, Captain Marin had access to more-sophisticated forecasts, as well as to reports of troubles existing ahead—there were ships out there having a hard go of it off Spain and France. In earlier times he might have been expected to go gently on his aging ship, and to wait in port until the weather had passed. But on the modern free-market sea, where profit margins are slim, delays of even a few hours seem unacceptably costly, and a captain who develops a reputation for timidity will soon find that someone has taken his place. As soon as the fueling was finished, Captain Marin ordered the ship to get under way, and in the last hours before midnight of February 24 he sent the Kristal sailing fast past Gibraltar and on into the Atlantic night.
At once the ride grew rough. The swells at first were about twelve feet high, black masses more felt than seen, through which the ship bashed and rolled. The conditions as of yet were not worrisome: the local winds remained light, and in technical terms the sea state seemed to be only about Force 5, on a scale of twelve. Nonetheless, the swells were evidence of a significant disturbance ahead, and the barometer was falling, and it was clear that worse was yet to come. Captain Marin maintained full engine speed. The weather's resistance slowed the ship by about two knots as it fought northwestward to round the Cape of São Vicente, on the Portuguese coast.
At 2:00 A.M. a twenty-five-year-old Pakistani deck cadet named Naeem Uddin joined the officers on the bridge to begin his regular six-hour watch. Uddin was a tall, docile man who had grown up in northern Pakistan, on the border with China, as the son of a security guard. Under the mistaken impression that the merchant marine would provide some of the discipline and pride of a naval career, he had trained to become a deck officer at an academy in Karachi. After three years aboard working ships he knew better now, but with debts piled up behind him, and only three months of required sea time remaining before he would qualify for his first license, he felt committed to the life. To make the best of it, he provided the discipline for himself, working hard without complaint and never commenting on the wisdom of his superiors. He was not, however, without judgment. When Uddin came onto the bridge, the second officer, whose watch it was, told him that the autopilot was being overwhelmed, and that he should take the helm and steer. This was one of Uddin's standard duties, and of course he complied, carefully holding the headings as commanded, but not without wondering, as the hours went by, whether there wasn't some better way to handle the coming storm than busting straight through.
Steadily over the next two days the weather grew worse. The Kristal struggled northward in the open ocean off the Portuguese coast, headed for a point abeam Spain's Cape Finisterre, where it would be able to turn slightly eastward and take a straight line across the outer Bay of Biscay for the entrance to the English Channel. The sea was so rough that all work on the deck had stopped. Sleep was difficult, movie watching nauseating, ping-pong a dangerous contact sport. Ships coming from the north warned of still rougher stuff ahead.
By late afternoon on February 26 the Kristal was offshore of Galicia, in the vicinity of Cape Finisterre, and conditions by any standard had grown severe. The sea state by now was at least Force 9. To the men on the bridge, the ocean seemed to be coming apart. The wind was howling out of the north, and there was a constant roar of crashing water. Sheets of heavy spray rose to smash against the bridge's wings. The waves were steep and breaking, and as high as thirty feet. They regularly buried the bow, and sometimes swept across the entire deck, engulfing the ship to the superstructure and filling the aft passageways faster than they could drain. The view from a ship of such conditions is in some ways a privileged one—a rare display of the ocean's awesome power that may seem exhilarating even to a crew engaged in the fight for survival. There is a home video of a violent storm in the Mediterranean off Spain that was shot in December of 2000 from the bridge of a Greek-owned gasoline tanker named the Castor, in which waves are seen burying the deck, and in the background the Polish crew can be heard laughing and whooping with delight. That crew proved foolish, because the Castor then cracked severely and, threatening at any moment to sink or explode, embarked on what became an epic voyage under tow as a "leper ship" that for six weeks was refused entry by every port of refuge. Nonetheless, there is no denying the abstract beauty of a heavy storm at sea.
But the crew of the Kristal knew their ship too well to indulge in abstraction. At 2:00 A.M., when Naeem Uddin entered the bridge for his watch, he found not only the scheduled second officer on duty there but the chief mate and the third officer as well, both of whom had stayed on past the end of their normal watches. To Uddin they looked afraid, as was he. The blackness of the night was streaked with the white of breaking waves. The ship was rolling and pitching violently. Through the spinning clear-screens on the bridge's windows he could see the familiar bow light moving wildly as the ship plunged deeply into oncoming waves. It was just possible to make out the masses of water boiling across the deck. When Uddin took the helm, he found the ship difficult to steer. It was hogging over the crests, surfing down the watery slopes, sagging and staggering through the troughs, and slewing left and right by 20 degrees. There was no chance of keeping the Kristal exactly on heading. Uddin fought back with large rudder movements, trying to average the swings.
It was not Uddin's first experience with the Kristal in a storm. The previous winter he had steered through similar waves while bound for Ireland with another load of molasses, and he had watched the ship rolling to 25 degrees, which was uncomfortably close to the capsize threshold. On that occasion, however, the captain had been another man, a Spaniard, who had ordered Uddin to turn the Kristal into the waves and slow it to its minimum maneuvering speed, easing the ship's motion at the cost of a delay. This time, in contrast, the captain was below in his cabin, and probably asleep. Captain Marin had stood duty on the bridge for much of the time since leaving Ceuta, and undoubtedly he needed to rest. Meanwhile, the helm's instrumentation showed that the engine speed was still set at the full 88 rpm—as if before retiring the captain had given an order to maintain speed at all costs. Uddin was always aware of his low rank as a cadet, and he continued to steer without comment, but this ride felt more dangerous to him than any that had come before. Though the Kristal was rolling less steeply than it had during the previous year's storm, initially to only about 15 degrees, it was shaking, slamming, and pitching severely through the waves. From the changes in vibration it seemed that the propeller at times was cavitating, or perhaps coming partially out of the water. In combination the motions were complex. The ship would roll three or four times, bury its bow, and while struggling upward oscillate more rapidly. Uddin realized that enormous strains were being placed on a weak and rusty hull.
The officers on the bridge realized it too. They were openly anxious about the ship's fate, and repeatedly asked each other, "What's going to happen? What should we do?" The second officer radioed another vessel that was out that night, running downwind from the north. He asked about the ocean ahead. The answer came back that it was very, very rough, with really high seas—meaning worse even than these. The chief mate and the second officer discussed running for shelter on the Spanish or Portuguese coast, but perhaps because this would have involved gambling with a dangerous lee shore, they did not pursue the idea. On several occasions when the slamming grew most intense the chief mate asked Uddin to alter the course off-wind, 10 or 20 degrees to the west, but each time the rolling grew so severe that he hastily remanded the order and had the ship brought back to face the storm. The best compromise seemed to lie among compass headings slightly to the left of the weather, by which the ship took the waves on the starboard bow. It wasn't much of a solution. The Kristal continued to pitch and slam, and at the extremes rolled past 25 degrees, making it impossible for the officers to stand without holding on, and causing loose objects in the bridge to crash. Significantly, the chief mate did not rouse the captain, or take it upon himself to break the schedule and reduce the engine speed.
Uddin's watch was shortened that night in recognition of the fight he had put up to maintain control. He went below before dawn, had a cold meal, and retreated to his cabin to rest. His cabin was on the galley deck, at mid-level in the superstructure, overlooking the main deck and, beyond it, the bow. It had a bunk, a cabinet with drawers, and a porthole covered by a curtain. Uddin undressed, put on nightclothes, and lay in his bunk as usual with his head toward the bow and his feet toward the back of the boat. By wedging himself against the bunk's preventer-board he managed to sleep.
Uddin woke up to a series of severe jerks, accompanied by the crash of crockery in the galley and the shouts of men. It was 12:30 in the afternoon. He felt groggy and disoriented, and assumed at first that the weather had turned worse, and that the ship must have rolled even more heavily than before. But then he noticed that his feet were higher than his head, and indeed that the floor of the cabin was steeply slanted. The engine had stopped; there were no vibrations; Uddin heard the splashing of water. He scrambled out of the bunk, went to the porthole, and drew aside the curtain. The scene outside sent a jolt of terror through him: the Kristal's hull had broken nearly in two from below, and had folded down at the midpoint into a V that was awash and flexing, hanging together merely by the skin of the deck. The ship was dead in the water. Storm waves surged through the breach.
It was a confusing time aboard the Kristal. The men on duty up on the bridge saw a cloud of steam rising from rupturing pipes as the break occurred. Some of the crew later said that the Spanish pumpman Juan Carlos Infante Casas was on a catwalk directly above the break, despite the conditions at the time, and that he ran for his life upslope toward the superstructure, barely keeping ahead of the advancing water. His friend, the lean, graying mechanic José Manuel Castineiras, was in the messroom, finishing a lunch of chicken and soup, when he felt a shock and heard the ship rupture. It made a sharp crack like a cannon shot, and within seconds the deck pitched down. He rushed outside onto a passageway, and clambered hand over hand up a stairway to the deck above, where he and other crewmen broke out life jackets and put them on. The general alarm rang. Without further encouragement they began to gather at the assigned muster stations, and prepared to abandon ship.
Later it was pointed out that even mortally wounded tankers tend to float for a while, that molasses doesn't burn, and that there was no need for such a hurry; the old adage was mentioned that sailors should only step up into a lifeboat—meaning as a desperate last resort. But let us be honest. This crew was not sitting in some office thinking back on an event but, rather, enduring the chaos of the ocean in real time, clustered on the tilted deck of a broken hull in a ferocious winter storm, and facing the close prospect of death. The air temperature was 39¡, and the water was only slightly warmer. The Kristal was equipped with an inflatable life raft in a canister and two open lifeboats on davits, one on each side. Had the stern suddenly sunk, it would have tangled the lines, dragged the lifeboats down, and possibly taken the raft as well. It is regrettable that many of the men panicked, and that some had not dressed beyond the shorts and T-shirts that they happened to have had on. But it is also understandable that they hastily lowered the lifeboats to the level of their deck and began to climb in. Captain Marin and the chief mate had been dining in the officers' messroom when the accident occurred, and they quickly climbed to the bridge. Marin got on the radio and broadcast the first emergency call.
In his cabin, braced against the sloping floor, Naeem Uddin donned a heavy sweater over his nightclothes, put on fresh coveralls and shoes, and strapped himself tightly into a life jacket. Oddly, he heard no alarms, and instead was impressed by the silence of the dying ship—a quiet broken only by the crash of objects continuing to fall and the rhythmic banging of his door, which had popped open and was swinging with the ship's rolls. He staggered down the deserted hallway, went through a watertight door, and pushed into the roar of the storm outside. Perhaps ten minutes had passed since the breakup. He was the last man to arrive at the port-side muster station, which was on the leeward side of the ship.
By the time he got there, the port lifeboat was hanging just outboard of the deck, and twenty-two of the crew had already climbed aboard. The Croatian chief engineer was there, as were all three Spaniards and a large number of ordinary Pakistani sailors. Uddin saw two higher-ranking Pakistanis standing on the deck beside the boat—including the third officer who had been on the bridge the night before, and who now held a crew list and was checking off names. That third officer was Kenneth Romal, a Karachi native not quite twenty-eight. He was listening to shouted instructions and reassurances from Captain Marin, who stood two levels higher, on the port bridge wing. The men in the lifeboat were silent. Uddin climbed into the bow of the lifeboat, which because of the ship's angle was pointed slightly down. He noticed that the water below was thick with molasses, and that the spilled cargo was calming the waves.
Third Officer Romal had a handheld radio with which he could communicate with Captain Marin. Romal climbed in and sat in the stern of the lifeboat, at the helm. After another ten minutes the captain gave the order to abandon ship, and the chief mate, standing one deck higher, used a brake arrangement to ease the port lifeboat into the water. There were twenty-five men aboard. They unshackled the boat from the cables, started the small diesel engine, and drifted clear of the ship. From the bridge wing the captain radioed for them to stand by in case of difficulties as, next, the chief mate lowered the starboard lifeboat, with an additional eight men aboard. It rapidly faded into the storm and disappeared from view.
Captain Marin and the chief mate were alone now on the ship. Some in the port lifeboat argued for returning to try to pick them up, but the captain insisted by radio that the ship was about to sink, and that they should steer clear. It was an extraordinarily brave gesture—a private display of honor by a man who must have known that his own captains ashore, those shadowy companies whose schedules he had so dutifully served, would never have taken such risks for him. For the moment, at least, this did not seem to matter. He and the first mate checked the ship for stragglers, deployed the life raft, jumped down into it, and floated free.
Aboard the port lifeboat the crew had already lost sight of the Kristal. The suddenness with which they found themselves alone was almost as frightening as the facts that faced them. They had no idea of their destination, or even if their plight was known. Third Officer Romal was steering skillfully. But they were twenty-five sailors without survival suits on a bitterly cold ocean, moving among mountainous seas in a small open boat, battered by wind and spray. They veered between roaring breakers any of which could have rolled or swamped their fragile vessel. Sitting at the bow with the masses of water hissing and rearing overhead, Uddin tried and failed to estimate the size of the waves. They were later said to be thirty feet high—a clinical measure that does not convey the sea's true dimensions for the Kristal's terrified castaways. Romal kept cautioning the men to stay calm, but with limited success. Uddin and several others remained functional. But one man was seasick and vomiting, and many of the others were seized by a dangerously unreasoned, animalistic craving to survive. Romal was able to maintain control for a while, but the storm pressed in relentlessly, and did not allow his men the space to collect their minds.
It is useful to remember the reductive effect that fear has on thoughts and reactions: whether during shipwrecks or in other disasters, a sort of tunnel vision may set in and narrow people's views. There is another story that comes to mind. It took place three years before the Kristal's demise, on a similarly old and rusty ship named the Flare, which set off from Rotterdam on a stormy winter crossing to Montreal. The Flare was a dry-bulk carrier, flagged in Cyprus, and it had a multinational crew of twenty-five. The voyage was extremely rough, with waves exceeding fifty feet. For two weeks the Flare slammed and whipped, flexing so wildly that, according to one survivor, the deck cranes appeared at times to be touching. As it was approaching the Canadian coast late one night, the Flare broke cleanly in two. The entire crew was on the stern section, which listed to the side and began to sink. Strangely, the engine continued to turn, slowly driving the hulk on an erratic course through the night. The crew managed to launch one lifeboat, but it broke away before anyone could climb aboard. The men were panicked, and ultimately twenty-one of them died. But before the end on the sinking stern, there was a moment of savage euphoria when a ship floating in the opposite direction suddenly loomed out of the darkness ahead, as if it were coming to rescue them. The terrified men cheered. To their horror they then saw the name FLARE written on the side. It was of course their own detached bow section, and it passed them by.
Something similar happened to the crew in the Kristal's port lifeboat: they never saw the Kristal again, but at the top of a wave Uddin spotted another ship coming toward them; the men responded euphorically, and immediately allowed tunnel vision to set in, with only one goal in view, which was the salvation to be found on that ship's deck. Apparently they gave no thought to the difficulty of climbing a ship's sides in such seas, and never discussed the possibility of waiting for helicopters and rescue divers, which could quickly have been brought into play. Third Officer Romal seemed to be as single-minded as the others: he headed the life-boat at full speed for the ship, while the excited men fired off rocket flares. On the handheld radio Romal began broadcasting, "Mayday! Mayday! This is Kristal Lifeboat Number One, with twenty-five men on board!" He repeated this several times until the ship answered. It took twenty minutes to close the distance.
The rescuer was a Panamanian-flagged gas carrier named the Tarquin Dell, with a Filipino captain and crew. Gas carriers are high-sided vessels, and this one was particularly so, with a deck about thirty feet above the waterline, because it was riding empty. For the same reason, the Tarquin Dell was difficult to maneuver in the storm, and prone to heavy rolling. The captain managed to turn it beam-on to the waves in an attempt to shelter the waters on the downwind side. The lifeboat circled around the stern and tucked in close against the ship's hull. Far above, on the Tarquin Dell's deck, sailors in life jackets stood along the railing, holding on against 30-degree rolls, and attempting to lower light "heaving lines" to which the lifeboat's bow and stern lines might be secured. This proved almost impossible to accomplish; the Tarquin Dell's sailors were trying to tie one-handed knots on a rolling deck, and the few lines that they did secure broke. They kept at it. The situation in the lifeboat was nearly uncontrollable. Many of the crewmen were crying and shouting, and the boat was brutally slamming against the ship's unyielding hull. At the bow, Uddin broke a boathook while fending off, and then continued to work with the stub. The storm waves seemed to be undiminished by the Tarquin Dell's mass. One of them rose so high that it came to within a foot of simply depositing the lifeboat on the ship's deck. But then the boat dropped away, and the final line broke. The boat started drifting rapidly forward, and the Tarquin Dell's crew ran along with it, until one of them heaved a heavy "messenger line" into the center of the crowd below.
At that point things went very wrong. Rather than securing the line to prevent further drift, a cluster of desperate men grabbed it, each higher than the other, until very quickly they were standing, half hanging from the line, and unbalancing the lifeboat. For the last time Third Officer Romal shouted desperately, "Sit down! Calm down!" But then a large wave broke over the boat, and the boat swamped and tilted, and all but one man, who was sitting toward the stern, were washed into the Atlantic Ocean.
Despite their life jackets, most seem to have gone deep. The gray-haired Spaniard José Manuel Castineiras felt the tangle of flailing legs and arms as he fought his way back to the surface. When he emerged, he saw that the lifeboat was flooded and floating low in the water, and that the man who had not washed out was still sitting upright in place, but that he was dead. He was a Pakistani "galley boy," fifty-some years old, and the first of the Kristal's crewmen to die. Castineiras swam to the lifeboat and somehow crawled in. Several others followed. The Tarquin Dell had pivoted in the wind and drifted some distance away, and it was no longer providing protection from the storm. Rolling heavily, it began a series of difficult maneuvers to set itself up for another try.
When Naeem Uddin was washed out of the lifeboat, he heard the screams of others before the ocean closed over his head. Time then slowed for him. He felt himself sinking as his life jacket started sliding up his chest, because, astoundingly, like other life jackets provided by the Kristal, it was not equipped with a crotch strap. He grabbed the life jacket with both hands before it escaped over his shoulders, and he rode it to the surface. When his head emerged from the water, he found himself in a wilderness of waves, with neither the ship nor the lifeboat in sight. Three other crewmen floated within view, including the burly, black-bearded pumpman, Infante Casas.
The ocean was shockingly cold. Eventually, from the top of a large wave, Uddin spotted the lifeboat and in the back-ground the Tarquin Dell. Holding his life jacket to his chest with one hand, he began to swim. He had on his night-clothes, his heavy sweater, his coveralls, and his shoes. He used an improvised sidestroke and, because of the life jacket, stayed mostly on his back. This meant that when occasionally he caught sight of the lifeboat, it appeared upside down and above his head. He navigated by those sightings. He swam for fifteen minutes or more, past crewmen floating helplessly. At times he cried. He knew he was going to die, and he wondered what it would be like, if he would feel pain. The cold water had hurt him at first, but it no longer did. He had visions of his mother, his father, his sister, his brothers. He recited a Muslim prayer in preparation for the end. He said, "There is no god but God, and Muhammad is the last prophet of God." When he got to the lifeboat, he noticed that it was riding nose-high in the water because there were five men in it, including Castineiras and the dead galley boy, and they were all sitting at the stern. Uddin tried to crawl aboard, and was surprised to find that he lacked the strength. He hung onto a rope until he found a way to drape himself over the lifeboat's gunwale and roll in.
Later another Pakistani sailor arrived, and Uddin helped him aboard. They sat toward the bow for balance. The waves were relentless. There were now seven people in the lifeboat, and eighteen in the water, mostly out of sight. The Tarquin Dell was back in action, providing its limited lee shelter, and with an innovation: a heavy rope strung in a loop from bow to stern, to which the men in the water could cling, and the lifeboat could be attached. But the situation was grim. Uddin and Castineiras both saw dead bodies floating nearby. For the men still alive, the Tarquin Dell's sailors threw life rings into the water, and dangled ropes and a rope ladder over the side. After a while Infante Casas swam up, holding his life jacket under one arm. Castineiras thought that Infante Casas got into the lifeboat, and Uddin thought that he did not. What is certain is that Infante Casas grabbed a dangling rope with his powerful arm, and that a wave washed over him, and he was gone.
It seemed obvious by now that others were disappearing too. Uddin decided to take matters into his own hands. He slid out of the lifeboat, swam along the Tarquin Dell, and despite being slammed repeatedly against the hull, caught the rope ladder and began to climb. The climbing was slow. Uddin's leg was badly cut, and it was warm with blood. The ladder swung violently as the Tarquin Dell rolled, and waves continued to clutch at him, sapping what little of his strength remained. About halfway up the side of the ship, bruised and battered and still vulnerable to the ocean's surface, he simply could not move anymore. He did not pray or think of his family then; his mind was empty. He hung on. Vaguely, he felt someone grab his collar from above. It was a strong grip, and he fainted.
When he regained consciousness, a few minutes later, he was lying in a small room along with three other survivors—the only Kristal crewmen who ever actually found the sought-for safety of the Tarquin Dell's deck. All of them were blue with cold. Someone gave Uddin a bowl of soup. Someone bandaged his leg. The captain of the Tarquin Dell came and said that a helicopter was on the way. Soon afterward, Uddin heard the whacking of its blades.
The helicopter was a bulbous Sikorsky, with a rescue diver and a winch. It had come from La Coruña, an old port city on the Galician coast, a half-hour flight away. The pilot was a local star, a man universally known by his first name, Evaristo. He went after five men still loose and alive in the water, winching them up in a double harness, two at a time; then he swung over to the flooded lifeboat and picked up the survivors there, too. Castineiras was the second to last to leave. By then another helicopter was coming onto the scene. Evaristo flew his load of hypothermic survivors to the hospital in La Coruña. By the time he got there, one of them had gone into cardiac arrest. The sailor was rushed into the emergency room and revived. Evaristo headed immediately back to sea to find the dead and search for the missing. The second helicopter meanwhile had easily retrieved Captain Marin and the Kristal's chief mate from their life raft, and had rescued the eight men in the starboard lifeboat too. Uddin and the three others aboard the Tarquin Dell were the last to be plucked from the scene.
In business terms the damage control began within hours. As the crew recovered in La Coruña, at the hospital and at a hotel, the Kristal's managers sent a representative to the city, and employed guards to keep unauthorized visitors away—meaning mainly the press. They hired a crisis-management public-relations firm in London, issued a terse statement of regret, and endured a few days of national coverage in Spain before the news of the disaster faded away. The survivors were rapidly repatriated to the far points of the globe, and were paid their salaries to the end of their contracts, as the contracts required. The families of the dead were offered lump sums by the Kristal's insurance company, in London. To receive this money, the families first had to sign "quitclaims" promising not to pursue further action. Against the advice of the international seafarers' union, almost all of them signed. The amounts were kept private, and involved commitments to silence, but it is known that most were small, that the payouts varied according to nationality, and that the Spanish got the most, because before they signed the quitclaim they made a little fuss.
The Kristal broke entirely in two, and floated for several days until first the bow section sank, and then the stern. As for the human tally, eleven men had died, almost a third of the Kristal's crew. Only four of the bodies were ever retrieved. Among those who were never found was Infante Casas. It seemed poignant and strange that the Spaniard had sailed the world for years, only to die here, off his own Galician shores; when Castineiras left the hospital, it took him less than an hour to make the trip home from La Coruña. But perhaps the saddest loss of all was that of the one sailor who by measure of his performance should have survived—the young, level-headed Third Officer Romal. After he was swept from the lifeboat, he was never seen again.
The frustration is that a large body of regulations exists to keep such maritime disasters from happening. Most of the regulations are generated by the International Maritime Organization (IMO), a United Nations agency based in London, which since 1959 has issued a plethora of technical standards covering every aspect of the operation of large ships at sea. The Kristal was designed, built, and maintained to full IMO standards, and operated under the well-known maritime authority of a modern democratic state (Malta). It passed both scheduled and spot inspections on a regular basis. It was supervised and approved by the designated agencies, and its safety procedures were formally acknowledged to be in compliance with all the applicable standards. Its crew knew, of course, that the Kristal was an unsafe ship, rusting away beneath its paint, harried by its owners, and probably as a result handled recklessly. But when the ship was boarded by official inspectors whose role in principle should have been to intervene, the crew treated the visits as distractions that were mostly irrelevant to their lives. When I finally tracked him down, Naeem Uddin mentioned the crew's attitude toward inspections without any indication that the crew might have made a mistake, though he had suffered the consequences, and even two years after the accident remained visibly traumatized.
The point is, the ocean may look tight in print, much as many failing nations still do by formal description—but the entire structure built to regulate it is something of a fantasy floating free of the realities at sea. The IMO is a typically idealistic construct for bringing order to the world—a democratic assembly of 162 member nations, all of them determinedly equal, who work with the assistance of a technical staff and the consultations of accredited nongovernmental groups to establish regulatory packages known as conventions, which the individual member states are then free to adopt (or not) in their sovereign maritime laws. The enforcement of those laws is a separate question, and it is spotty, because the arrangement allows the IMO no enforcement powers of its own. Most of the individual states have neither the expertise nor the inclination to enforce their own official standards, and they rely instead on independent technical organizations known as "classification societies," which are not hired by the states but, rather, selected and paid for by each ship's owner. The fact that this is a conflict of interest is not allowed to intrude. The IMO has been influential nonetheless, and indeed has become the universal reference for life at sea. Thumbing through the international conventions, hefting the books of regulations, or browsing the logbooks and certificates required to be carried aboard a ship, one might easily conclude that thanks to good government in London, the world of shipping is completely under control. But from the point of view of increasingly disillusioned regulators, the documents that demonstrate compliance are so easy to manipulate that they can be used as a façade behind which groups or companies can do whatever they please.
During the 1990s, even as international regulations multiplied, disorder on the high seas grew dramatically. However, this was not necessarily obvious to officials. They continued to see the ocean in tidy governmental terms as a place subject to civilization, where navies projected national power, and merchant ships sailed however reluctantly under effective IMO controls. It was a view of the world still possible at the end of the twentieth century—an illusion of progress and community that was demolished twenty-one months later.
Since then in the United States many officials have come to regard the ocean with grave concern, believing that a full-blown maritime attack would make September 11 seem puny by comparison, that such an attack currently poses the most serious threat to national security, and that when the attack comes, it will involve the use of merchant ships. They may well be right. Ships can deliver a big punch, and their importance to world commerce practically ensures that in the reactions that follow, major self-inflicted damage will be done.
Out beyond the horizon there is evidence that al Qaeda and related groups are indeed nautically minded, and have been since well before September 11. On January 3, 2000, al Qaeda and some of its affiliates conspired to ram a fiberglass workboat heavily loaded with explosives against a U.S. destroyer named The Sullivans in the Yemeni port of Aden. The attack was aborted after the boat nearly sank under the weight of the explosives. The terrorists learned their lesson. Later that same year, in the same port, they loaded a boat properly and blew a forty-foot hole through the hull of another destroyer, the USS Cole. Seventeen sailors were killed, and thirty-nine were wounded. It was early October of 2000—September 11 minus eleven months. In response the U.S. Navy tightened its warships' defenses. Other than that the attack on the Cole had little effect. Again, the terrorists appear to have learned a lesson—possibly about the inefficiency of hitting purely military targets, glorious though such targets may be. Two years later another small boat darted out from the Yemeni shores, and it exploded against the Limburg, a French supertanker loaded with crude oil. The ship caught on fire and spilled oil, and one sailor was killed. This time the damage was magnified by increases in insurance costs for ships calling at Yemeni ports and a corresponding drop-off in traffic, as a result of which the Yemeni economy has suffered. True, if the goal was to hit at the West, hurting Yemen hardly constituted a major blow, but the sophistication of the choice to attack a civilian ship was noted with concern around the world, and it spread damage merely by raising the question of what would come next. A cruise ship full of Americans? A European ferry? A tanker in the Strait of Hormuz? A freighter off Gibraltar? Already the navies of the United States and its allies have their hands full with escort duties and patrols. And the ocean is a very big place. With deliberate preparation and the occasional well-placed attack, a few men with small boats can keep the navies churning for years.
But the real concern is not so much the vulnerability of merchant ships as it is their use by terrorist groups. Osama bin Laden is said to own or control up to twenty aging freighters—a fleet sometimes dubbed the "al Qaeda Navy." To skeptics who wonder why bin Laden would want to own so many of them, the explanation quite simply is that he and his associates are in the shipping business. Given his need for anonymity, this makes perfect sense—and indeed it reflects as much on the shipping industry as on al Qaeda that the connections remain murky. Such systematic lack of transparency is what worries U.S. officials when they contemplate the sea. The al Qaeda ships are believed to have carried cement and sesame seeds, among other legitimate cargoes. In 1998 one of them delivered the explosives to Africa that were used to bomb the U.S. embassies in Kenya and Tanzania. But immediately before and afterward it was an ordinary merchant ship, going about ordinary business. As a result, that ship has never been found. Nor have any of the others.
A measure of American frustration was an executive order signed by President Bush in July of 2002, expanding the U.S. Navy's authority to intercept merchant ships on the high seas. The target has always been larger than just the al Qaeda fleet of freighters: the government maintains a watch list of several hundred suspect ships, whose names are constantly being legally changed and painted over to avoid detection, and it recognizes that terrorists, with or without a crew's knowledge, may use almost any kind of ship, from a dhow to a supersized freighter. Therefore the search has been large, and enormously expensive. It has extended through much of the world's ocean and has been carried out by the navies of the United States and its allies. By rough calculation NATO forces so far have intercepted more than 16,000 ships, and they have boarded and searched about 200 of them. For all that, there have been only a few rather modest successes. For example, after an operation in July of 2002 that involved warships and airplanes from four NATO nations (not including the United States), four suspected al Qaeda operatives were found on a couple of freighters in the Gulf of Oman, and were transferred to a holding pen at the American base in Bagram, Afghanistan. The following month fifteen Pakistani suspects on another ship were captured by the Italians in the Mediterranean, after the ship's captain grew suspicious and turned them in. The ship had been renamed five times in the previous three years, most recently as the Sara. It was flagged in Tonga and owned by a Greek, who operated it through a company named Nova Spirit, of Romania and Delaware. American officials said that the company was involved in human smuggling—an allegation that the owner vigorously denied. According to the captain, the Pakistanis had joined the ship in Casablanca, at the owner's insistence. Though they had claimed to be seamen, and had carried seamen's documents, they demonstrated no knowledge of ships, and to a man grew seasick when the Sara sailed through a storm. The captain said that they threatened the crew. If so, as terrorists go they were inept. Because they were found with false passports, large amounts of cash, maps of Italian cities, and unspecified evidence linking them to purported al Qaeda operatives in Europe, they were charged with conspiracy to engage in terrorist acts. Pakistan refuted the charges, and claimed that Italian authorities had bungled the investigation. By this summer the Pakistanis' plight had drawn the attention of human-rights activists. But the men remained under lock and key.
Italy took a softer line in two other encounters. In February of 2002 eight suspected al Qaeda terrorists disembarked from a Nova Spirit ship in Trieste with false documents and ultimately disappeared. A more bizarre case had occurred several months earlier, in October of 2001, when port police in the southern city of Gioia Tauro found a forty-three-year-old Egyptian-born Canadian citizen named Amid Farid Rizk inside a Maersk Sealand container. Rizk is now known to some as "Container Bob." His box had been loaded in Port Said, Egypt, and was being transferred in Italy to a ship bound for Rotterdam, where it was scheduled to be transferred again, this time for the final destination of Halifax, Nova Scotia. It is said that Rizk was discovered when the Italian police heard him drilling additional ventilation holes. He was a man who apparently liked his comforts. When he emerged, he was clean-shaven, neatly dressed, and obviously well rested. The container was equipped with a bed, a toilet, a heater, a water supply, a cell phone, a satellite phone, and a laptop computer. Investigators also found cameras; a valid Canadian passport; maps and security passes for airports in Canada, Thailand, and Egypt; a Canadian aircraft-mechanic certificate; and an airline ticket from Montreal to Cairo, via Rome. The use of containers to gain entry to North America is a well-established trick, part of the vast volume of human smuggling that relies on the far vaster volume of ordinary trade to penetrate the borders. And though the customers willing to transport themselves this way often arrive in very poor shape (indeed, sometimes dead), Cadillac containers like Rizk's have been seen before. Still, Rizk never adequately explained his setup, or why as a Canadian citizen he had not simply flown. Upon his arrest he hired an attorney named Michele Filippo Italiano, whose services I can recommend. Italiano said that Rizk's decision to travel in a container was completely innocent: "He had fallen out with his brother-in-law in Cairo and feared he would be prevented from leaving Egypt." An Italian court released Rizk on bail in November of 2001, at which point he vanished, leaving no trace.
A more serious threat is posed by the inanimate cargo that containers may hold. The fear on everyone's mind is that a nuclear device, or some other weapon of mass destruction, will pass through a port with little chance of being discovered, and subsequently be ferried with dead-on precision to any target desired. An example of the damage a portside attack could cause is an explosion that occurred in Halifax harbor on December 6, 1917, after a French munitions ship collided with a Norwegian freighter. The French ship caught on fire, drifted to the city's waterfront, and blew up. Witnesses said that the sky erupted with a cubic mile of flame, and that for the blink of an eye the harbor bottom went dry; more than 1,630 buildings were completely destroyed, another 12,000 were damaged, and more than 1,900 people died.
Despite their expanded authority to run intercepts, there is very little that allied navies can do to police container ships. Aboard the transporting ships the containers are stacked tightly and high, and most are impossible to get at. Moreover, speed is the essence of the container business: the ships move fast and on schedule, and any act of interference that did not immediately produce results would raise an outcry not just among shipping companies but among manufacturers and businesses of many sorts in every corner of the world. Without absolutely certain intelligence—there is a specific device, in a specific box, on a specific ship—the navies simply can't get in the way. This leaves NATO, in its hunt for terrorists, probing through the murk among all the other kinds of ships that could carry equally dangerous cargoes. The idea is to keep the pressure on, officials say. They have begun to explain the lack of results as a measure of success.
The truth is that naval patrols hardly matter at all. It's not that they are a bad thing, or might not occasionally turn something up, but that they are national tools best applied against nations, and have little effect against ephemeral gangs on the open ocean. This may be difficult to grasp, because a warship coming over the horizon does instill fear, and the struggle against al Qaeda is too young to make the lack of deterrence clear. But there is longer-standing evidence that can be brought to bear. It is the growth and persistence of a modern form of extra-national piracy that plagues large swaths of the ocean, and has escaped every sea-based effort at control. On a global scale this sort of piracy is more a nuisance than a threat, but it is a significant phenomenon nonetheless, because it requires no base, and it mimics normal operations where even legitimate ships fly false flags and swap names. Though it is apolitical by nature, it is structurally very similar to the terrorism now faced by government forces.
The pirates involved are ambitious and well organized, and should be distinguished from the larger number of petty opportunists whose presence has always afflicted remote ports and coastlines. The new pirates have emerged on a postmodern ocean where identities have been mixed and blurred, and the rules of nationality have been subverted. Scornful of boundaries, they are organized into multi-ethnic gangs that communicate by satellite and cell phone, and are capable of cynically appraising competing jurisdictions and laws. They choose their targets patiently, and then assemble, strike, and dissipate. They have been known to carry heavy weapons, including shoulder-launched missiles, but they are not determined aggressors, and will back off from stiff resistance, regroup, and find another way. Usually they succeed with only guns and knives. Box cutters would probably serve them just as well. Their goal in general is to hijack entire ships: they kill or maroon the crews, sell the cargoes, and in the most elaborate schemes turn the hijacked vessels into "phantoms," which pose as legitimate ships, pick up new cargoes, and disappear.
Because of the scope of their ambitions, these gangs are responsible for the theft of much of the cargo stolen on the high seas, though they seem to perpetrate relatively few attacks. Given the murkiness of the world they inhabit, the numbers are difficult to calculate. Of 1,228 pirate attacks reported worldwide from 1998 through 2002, about a fourth were on ships under way, and of those about sixty-eight were major, involving gangs of ten pirates or more. It's safe to assume that some in the gangs were repeat offenders. Among them during the five years in question they hijacked perhaps twenty-five large ships. The violence was not evenly distributed throughout the world. Though piracy posed problems off the coasts of South America, Africa, and the Indian Subcontinent (and occurred in the midst of NATO's sea hunt for al Qaeda), roughly two thirds of the activity was concentrated in just one region—the area of the South China Sea, including the waters of Indonesia and the Philippines. The problem, in other words, would seem finite. Gazing at a map from the confines of land, one might think that with some sea and air patrols, and maybe the "expanded authority" to perform intercepts at sea, order could be imposed. But that authority already exists, and those patrols are being run, and the numbers have only wavered, and order has not come.
Paradoxically, the place in the region that ought to be the easiest to police is in fact the one most plagued by piracy. It is the Strait of Malacca, a narrow waterway roughly 550 miles long, flanked by tidy Singapore and Malaysia on one side, and chaotic Indonesia on the other. Because it provides a shortcut between the Pacific and Indian Oceans, as many as several hundred ships pass through it every day—most of them under great pressure to save time. Merchant crews understand the dangers there, and they try to post additional lookouts when sailing through. On some ships they even train to repel boarders, and to fight them with high-pressure fire hoses if they reach the deck. But crews are often shorthanded, and they may be too overworked to bother with training exercises of any kind beyond the minimal safety drills, and too tired to stand careful guard.
The latter appears to have been true on the Alondra Rainbow. It was a nearly new 370-foot general-cargo vessel owned by a one-ship company in Japan through a subsidiary in Panama, where it was registered. From bow to stern it was a trim and functional ship. The bottom was red, the sides dark blue, the cranes and derrick beige, the superstructure white. The funnel was painted in broad stripes—blue, white, red, white, and blue again. The stripes were an affectionate touch. The Alondra Rainbow was young and even jaunty.
In the fall of 1999 it was engaged in the tramp trade, picking up cargoes where it could, and working primarily between the Malay Archipelago and Japan. It was crewed by fifteen Filipinos working under the command of two Japanese officers—a sixty-eight-year-old captain named Ko Ikeno, and a chief engineer named Kenzo Ogawa, who was sixty-nine. Both of these officers were lifelong seamen. Captain Ikeno had graduated from the Tokyo University of Fisheries, and had gone to sea when he was twenty-five, in 1956. Eleven years later he had assumed his first command, and with the exception of four years spent on land, he had inhabited the ocean ever since, serving as the master of cargo ships and trading in various corners of the world. Ikeno was a more careful captain than Allen Marin, of the Kristal, but fundamentally he was a typical merchant master—not some distant figure with braid on his shoulder but a modestly paid working man in ordinary clothes, a technician whose thinking had been subtly elevated by the responsibilities that he bore. It is not clear whether Ikeno ever loved the ocean; few merchant mariners do for long. Later it certainly came to terrify him. But like others he had a family ashore, and he was a reliable, almost stolid man, who simply made his living this way.
On the morning of October 17, 1999, after an uneventful crossing of the Java Sea, the Alondra Rainbow arrived with empty holds at the outer anchorage of Kuala Tanjung, an equatorial port dominated by an aluminum smelter on the Indonesian island of Sumatra, west and north of Singapore, at roughly the midpoint of the Malacca Strait. Captain Ikeno posted a normal pirate watch through the night, and in the morning eased his ship into the port, to an assigned berth. Over the next five days the Alondra Rainbow took aboard a full load of 6,972 bundles of aluminum ingots, each bundle weighing about a metric ton, or 1,000 kilograms. The work was unhurried, as loadings go. It was supervised by the ship's chief mate, a Filipino with the musical name of Voltaire Lapore. The cargo had a value of about $10 million, which happened to be the value of the Alondra Rainbow as well. Captain Ikeno's job was to shepherd this $20 million package 3,300 miles north across the open ocean to Omutashi, Japan, on the southern island of Kyushu. Once free of the Malacca and Singapore Straits the route would take the ship through the waters between the Malay Peninsula and the island of Borneo, across the South China Sea past the Philippines, past Taiwan, and finally across the East China Sea. The trip would require about a week. In preparation Captain Ikeno had the ship fueled.
Only ten weeks remained in the twentieth century. As always, the air at Kuala Tanjung was hot and humid. Local chandlers came aboard with their supplies and paperwork, as did the port's hawkers, who scampered up the gangway and sold directly to the crew. The hawkers' goods were global things like garish radios and running shoes, many of them stolen from other ships. They haggled in broken English, the language of the sea. It was a typical port scene, too industrialized to seem exotic, but beneath its machinery and concrete, much wilder than it appeared to be. By late afternoon on October 22, the Alondra Rainbow was ready to sail. The sun set behind Sumatra at 6:06 P.M. Two hours later, after maneuvering to clear the dock, the ship got under way. By the time it cleared the outer anchorage and was headed down the Malacca Strait, the deep night had fallen. The crewmen were tired as usual after a stay in port, as much because of the disruption of their sleeping patterns as because of any work or drinking they might have done.
The bridge was darkened to allow the watch to see outside. Captain Ikeno stood duty there, along with the ship's third officer and a helmsman steering by hand. The steering was passive on such a calm night. Occasionally Captain Ikeno asked for a heading correction or a small turn. The Alondra Rainbow moved to the southeast at a moderate speed, barely trembling with the exertion. An almost full moon illuminated the waters from high overhead. The ocean's surface drowsed in the balmy air; it foamed with the ship's passage and rose into little waves in the wake, but shortly settled down again and slept. In the moonlight that wake would have been clearly visible to anyone looking back from outside on the bridge's wings, but the seamen's attention was focused necessarily on what lay ahead. There were islands around, dark masses, some sprinkled with lights. Among them moved ships, ferries, and coastal craft—obstacles that appeared as masthead lights, or as ghostly shapes, or not at all. Despite radar's appeal as an all-knowing eye, the smaller vessels would have been invisible to it, and even some of the larger ones might occasionally have been missed. As an experienced mariner, Captain Ikeno was aware of these dangers, of course. But eventually he felt he had the necessary space, and he accelerated the Alondra Rainbow to its full 13 knots. At 10:00 P.M. he ordered the helmsman to switch on the autopilot and set in an east-southeasterly heading of 113 degrees, outbound for the Singapore Strait and the ocean beyond. Having reminded the third officer to keep a careful lookout for pirates, he left the bridge for his quarters, one deck below. He intended to relax, draft a departure telex to the ship's owners, and take a bath. A few minutes later, with the moon now directly overhead, the Alondra Rainbow came under attack.
The assault was not a casually opportunistic act—yet another case of native fishermen suddenly striking at passing wealth—but, rather, the culmination of an elaborate plot. The operational phase appears to have started nearly three weeks earlier, with a meeting in a coffee shop at the port of Batam, Indonesia, just across the strait from Singapore. At least two of the future pirates were there—a local resident and ship's engineer named Burhan Nanda and a Sulawesian named Christianus Mintodo. Both men were middle-aged. Mintodo said he held a master's certificate, variably from Honduras or Belize. Both men were short and slight but physically tough, and undoubtedly they had spent hard years at sea. Mintodo in particular had a dangerous air, a quiet voice and restrained demeanor belied by a ruthlessness that was obvious in his eyes. It is presumed that he knew Nanda already, and that both men had been involved in piracy before. They were joined at the table by a recruiter for the current venture, an "employment agent" who went by Yan, or Yance, Makatengkeng, and who outlined the plan. Makatengkeng has since become a fugitive from justice, though at little risk of being found. He was serving as an agent for the real power, an anonymous figure known simply as "the Boss." This man is believed by investigators to be Chinese, though such distinctions mean little on the ocean today.
For the pirates in Batam the Boss was a disembodied voice on a throwaway phone. He telephoned Makateng-keng at the coffee shop and welcomed the new "officers" aboard. The conversation would probably have seemed legitimate to anyone listening in. The words were those of an honest employer, working through an honest agent to hire an honest crew: Christianus Mintodo was to be the captain of a ship, Burhan Nanda his chief engineer. The setup reflected normal arrangements on the high seas. All that was required was a slight shift of a word or two, or even just of implication, to unleash the mayhem that followed.
But intricate planning was involved, most of it logistical. Mintodo and Nanda flew to Jakarta, on the northern tip of Java, where they hired a port service boat to ferry them to the Sanho, an old freighter lying inconspicuously in the outer anchorage. The Sanho was a pirate ship, pure and simple. It was financed by the Boss or his syndicate and commanded by a man who called himself Marnes Zachawarus and is now another fugitive from justice. While lying off Jakarta the Sanho took on fuel and provisions. Over several days a crew of thirty-five pirates was assembled, including of course Mintodo and Nanda. Most of these men were Indonesian, but they included Chinese, Malaysians, Thais, and perhaps other nationalities. They were divided into groups according to skill and function. The hijacking team was made up of fifteen armed men equipped with a fast boat that probably was stowed somewhere aboard.
On October 16, after receiving a satellite call from Makatengkeng, the Sanho left Jakarta and headed upcoast for the port of Kuala Tanjung. It arrived there on the night of October 21, and lingered in the outer harbor. The next day word came from a port informant that the Alondra Rainbow would depart around sunset. The timing was convenient. There is a theory that one of the pirates may have gone aboard when the ship was berthed, perhaps by posing as a hawker, and that he hid himself away in order later to emerge and lower ropes to the others. But the hijacking team consisted of nimble men who would have had no trouble securing grapples and ropes on their own, and who were practiced as well at the art of shimmying barefoot up bamboo poles. It is unknown how they actually proceeded, though it seems likely that the Sanho put to sea first, that it was one of the ships the Alondra Rainbow passed by on the sleeping, moonlit ocean, that the pirates approached from behind in their small, fast boat, and that while the Alondra Rainbow plowed ahead under autopilot at 13 knots, they easily climbed onto its stern.
At 10:30 P.M. Captain Ikeno was at work at his desk one level below the bridge when he noticed thumping on the deck overhead, and simultaneously heard garbled shouts on the intercom. He rushed up the stairs and found that the bridge door was blocked from the inside. When he shoved at it hard enough to force a small opening, he saw pistols and knives, and wisely desisted. The pirates yanked the door open, pushed him against a wall, and held a knife to his throat. In the same thick English used to haggle for goods, they threatened to kill him if he resisted. One of them fired several rounds into the ceiling to make the message clear.
There was a sign on the bridge that read SAFETY FIRST in block letters. However, safety is always a relative condition. The Alondra Rainbow was proceeding unmanned and at full speed through some of the busiest waters in the world, but Captain Ikeno was occupied with more immediate concerns. He counted about ten pirates on the bridge, armed with knives, guns, and bolo swords. They wore ski masks and loose clothes, and were barefoot. From their language and build and what he could see of their skin, he thought they included both Malaysians and Indonesians. They had roped the hands of the third officer and the helmsman behind their backs, and they did the same now to him. Ikeno was afraid of their tempers, and he did not speak. One of the pirates took his wristwatch, and another took the ship's master key out of his pants pocket. They then forced him to guide them through the accommodation decks, where they pulled terrified sailors out of their cabins, bound and blindfolded them, and sent them to be held in the crew's messroom.
Captain Ikeno's fellow Japanese officer, the aging chief engineer, tried desperately to hold his cabin door closed from within, but he was quickly overpowered. The third engineer was on duty deep in the engine room, working in its cacophonous isolation, when suddenly the pirates appeared as if in pantomime, shoving the captain before them. They made the third engineer reduce the ship's speed, and then bound and blindfolded him, and shoved him up the stairways to the messroom. The entire crew of seventeen had now been captured. Captain Ikeno was led to his cabin and forced to open the ship's safe. The pirates grabbed the cash that was kept there—several thousand dollars, in U.S. and Japanese bills—and took the crew's papers and passports and the captain's second wristwatch. They also ransacked the other cabins for anything of value, which wasn't much. They took the captain to the messroom, blindfolded him like the others, and threatened to slaughter everyone if anyone rebelled.
Ikeno and his crew had every reason to believe the threat. Merely one year before, in September of 1998, a smaller Japanese-owned freighter named the Tenyu had gone missing soon after departing from the same port of Kuala Tanjung with a similar load of aluminum, and a crew of fifteen. Three months later the Tenyu was discovered under a changed name and flag in a Chinese port, but the cargo was missing, as was the original crew, all of whom are presumed to have been killed. The strangers found aboard the Tenyu were arrested by the Chinese under suspicion of piracy, but because they claimed to have joined the ship legitimately in Myanmar, and possessed used airline tickets to Rangoon along with valid Myanmar visas issued in Singapore, the Chinese authorities released them for lack of evidence. In the background was the understanding that they had not committed any crime in China. For Captain Ikeno and the crew sitting captive in the Alondra Rainbow, it was just as well not to know that at least one of the pirates on their ship had been among those released by the Chinese.
It is not clear whether the designated captain, Christianus Mintodo, had yet come aboard, or who exactly was on the bridge, but it seems likely that the Alondra Rainbow was again under control, and being steered by experienced hands. Was it midnight now? The captive crew sat in blindness on the messroom floor, each man in isolation, feeling the familiar vibrations of the ship in motion. Because there were guards in the room, they probably did not talk. Captain Ikeno tried to keep track of time. A couple of hours after being shoved into the room, he noticed a change in vibration, which he recognized as a reduction in speed, and he heard a pump start up. He then felt a sharp bump. Soon afterward the pirates began to take the men, still bound and blindfolded, one by one from the room.
They were led down the corridor, through a door, and out onto an aft deck, to the railing. The pirates then removed the captives' blindfolds. Ikeno found himself looking three feet down onto the deck of a small freighter that had come up alongside. There were many armed men aboard. In the moonlight Ikeno saw that the freighter was rusty and badly maintained, and that it was riding high, as if its holds were empty. It was probably the original pirate vessel, the Sanho, commanded by Marnes Zachawarus. Ikeno dubbed it "the dirty ship," a name that stuck. He and his crew were made to jump down onto its deck, after which they were led below to two separate rooms, where they were blindfolded again, and ordered to lie on dirty mattresses spread on the floor. The pirates warned them to be silent, and said that anyone who tried to stand or look outside would die. From the sound of things—the occasional bump, the clatter of equipment, the voices of men moving back and forth—the two ships lay together for another hour or more. But the night was still deep when they drew apart and went their separate ways.
For nearly a week Captain Ikeno and his crew lay bound and blindfolded in sweltering rooms as the dirty ship carried them northwest through the Malacca Strait and on into the vastness of the Andaman Sea. They were fed only twice, taken to the toilet, and given dirty drinking water from a can marked ESSO on the side. This last detail they learned from Voltaire Lapore, the chief mate, who saw it from beneath his blindfold. As the blindfolds naturally loosened, others learned to see as well. Ikeno's vision got to be so good that he could discern among the pirates, and was able to study the man he thought was the leader—about forty-five years old, five feet eight inches tall, muscular, potbellied, dark-skinned, and with the features of an Indian or a Pakistani. The pirates were going around unmasked, whether because they trusted the blindfolds or believed that the prisoners would not survive.
On the seventh night the engine stopped. The pirates came to the rooms, took the Alondra Rainbow's crew outside, and made them lie on the deck. The scene was similar to one that had occurred less than a year before, and that the crew must have been aware of: a bulk carrier named the Cheung Son, loaded with steel-mill slag, had been hijacked on the South China Sea by pirates dressed in Chinese customs uniforms, who had lined up the twenty-three crewmen and then systematically clubbed them to death before attaching heavy objects to their bodies and heaving them overboard. It would have been of little consolation to the Alondra Rainbow's crew, lying prone on the deck of a dirty ship in the middle of the Andaman Sea, that the killers had recently been arrested in China, and that a rare trial was about to begin. The men standing above them now were clearly not the sort to care.
It turned out, however, that the pirates had a different solution in mind. Rather than dirtying their hands with killings, they floated the Alondra Rainbow's inflatable life raft, which they had purloined at the start, and with disregard for their prisoners' ultimate survival, they forced the crew to crawl aboard. Captain Ikeno was last to go. The pirates cut the rope. The dirty ship steamed away, disappearing so thoroughly into the night that neither it nor the pirates aboard have yet been found.
The crew felt little relief at having been freed. They were now marooned in a crowded rubber raft, without effective means of propulsion, adrift on the open ocean. They had no radio or navigation gear, and they were completely lost, with no idea even of what ocean they were in. The raft came equipped with the barest provisions: a few cans of food, a supply of fresh water, a first-aid kit, two sponges, two safety knives with buoyant handles, two bailers, two paddles, ten signal flares, and a pamphlet of survival instructions, written in English. The instructions amounted to Don't get cold, don't get hot, try to stay out of the sun, and do not drink seawater.
There may also have been something about keeping up morale—but that was especially hard. For ten days the crew drifted. Ten ships passed within sight, and did not stop. All ten flares were fired off. The water rations grew precariously small. The crew caught a few fish, which they held up and squeezed over their mouths for the juice that dripped out. As the days went by, the men began to pray and cry. The mood grew so surly that Captain Ikeno feared that he and the chief engineer, as the only Japanese in the raft, might be attacked and even murdered. He formally ceded command—most critically of the water supply—to his Filipino chief mate, Voltaire Lapore.
On the tenth day adrift, around noon, a small commercial fishing boat came into view. The stranded crew took off their shirts and waved them in the air. The boat slowly approached. Several times it changed direction, as if the fishermen were uncertain whether to get involved. Eventually it drew to within shouting range and stopped—maintaining a wary distance. Pirates were known to have posed as stranded mariners to lure innocent vessels into traps. The men in the life raft could see that the boat flew the flag of Thailand. One of them shouted in English that they were fifteen Filipinos and two Japanese, that they were victims of pirates, and that if they were not rescued they would die. The fishermen might have understood a few key words. They remained suspicious and shouted back, demanding passports. It was an odd request, since pirates have passports too, sometimes in abundance, but this was not the moment for a debate. The immediate problem was of course that the crew's passports had been stolen. One man had an expired passport tucked away in his clothes, and he held it up. The fishermen were not convinced, but finally their skipper grudgingly allowed Captain Ikeno, alone, to climb aboard. Once on the fishing boat, Ikeno tried to explain what had happened, but he could not make himself understood. He wrote out his name and the Alondra Rainbow's, and waited while the skipper radioed the details to his company. The radio conversation was in Thai, and unintelligible to Ikeno. It clearly reassured the skipper, however, and he gave permission for the remaining crewmen to come aboard. The next day they arrived at the Thai resort island of Phuket, where amid all the beach hotels and sunburned vacationers they finally stepped ashore. It was November 9, 1999, eighteen days after the attack. The Filipinos flew to the Philippines, where, for want of better jobs, most if not all eventually hired on to other ships. Captain Ikeno and his chief engineer flew home to Tokyo, and both retired from the sea.
The Alondra Rainbow, however, was still going strong. After the hijacking, Christianus Mintodo and his pirate crew sailed it brazenly through the Singapore Strait and across the southern edge of the South China Sea to the Malaysian port of Miri, on the island of Borneo. While under way they painted the hull sides black (a one-day job), and rechristened the ship Global Venture—a particularly apt name, which they carefully inscribed on the bow, the stern, and the superstructure. They also painted over the funnel's stripes—the blue, white, and red now becoming a single somber black. In the sheltered waters off Miri another ship came alongside, and took on 3,000 metric tons of the aluminum ingots—nearly half of the Alondra Rainbow's $10 million treasure. The transfer must have required several days. The receiving ship was a freighter named the Bansan II. It sailed for Subic Bay, in the Philippines, where apparently it arrived renamed as the Victoria, and presented satisfactory import documents for the cargo. The Alondra Rainbow's aluminum was quickly sold for a small fortune. Attempts to recoup the loss by the insurance company bogged down in the Philippine courts. The local police mounted a criminal investigation of the Victoria, which went nowhere. There has been no prosecution of any kind.
Meanwhile, Christianus Mintodo on the Alondra Rainbow was suffering from a problem related to the sheer size of the heist—where to find a buyer for the 4,000 metric tons of industrial material that remained in the ship's holds. Little is known about the tactics that he used once the Alondra Rainbow left Miri—only that the name was changed again, to the Mega Rama, that the home port was shown on the stern as Belize, and that the ship steamed generally westward, either through the Strait of Malacca or by a more roundabout southern route, before finally gaining access to the Indian Ocean. One week after the hijacking, when the Alondra Rainbow became overdue in Japan, its owners had reported it missing. The meaning was obvious. From an office building in Kuala Lumpur a piracy-reporting center maintained by the international shipping industry sent out alerts and descriptions, along with notice of a $200,000 reward that was offered by the insurance company for information leading to the ship's capture. For several days a search was mounted by patrol ships and airplanes from several nations, including Japan. But the Alondra Rainbow had vanished.
That a ship can hide in plain sight would hardly come as a surprise to the U.S. Coast Guard, which for years has been locked in a fight against smugglers skilled at pulling disappearing acts, and has had to deal as well with the reverse side of the magic trick, which is the sudden emergence as if out of nowhere of ships that may pose a threat—either because they are decrepit and may spill something or because they are involved in crime. The Coast Guard is a peculiar organization, a militarized hybrid that is as much a shipping inspectorate as a maritime police force. It consists of 5,700 civilians and 43,000 people in uniform, some of them wishing for battle, but most of them not. As the only armed service required to reside outside the Pentagon, it has long been a bastard child, with a bastard child's complaints—lack of love, lack of funding—and it remains a little uncomfortable in its skin. But through difficult experience it is also very familiar with the interwoven disorders of the sea; and by chance of history now, with the United States facing this new form of oceanic threat, it is unexpectedly in a position unique among American forces, of being able at least to respond in relevant ways. As a result it has been shunted from the Department of Transportation to that of Homeland Security, given a bigger allowance, and assigned the lead role in protecting American shores. This may prove to be a thankless task, but the Coast Guard is basking in the implicit praise, and it has set diligently to work.
The challenge is daunting. The United States has 95,000 miles of coastline, and more than a hundred seaports capable of handling large ships. It is the most active sea-trading nation on earth, accounting for a large percentage of long-distance maritime traffic worldwide, and annually accommodating more than 60,000 port calls by oceangoing ships, the great majority of which are foreign-flagged and many of which are operated by fictitious offshore companies, whose real owners are difficult or impossible to identify. The owners are mostly ordinary businesspeople (and quite a few are American), but they could easily include terrorists as well, and they certainly do include smugglers of goods and drugs and people. Moreover, the ships are crewed by several hundred thousand nearly anonymous foreign sailors drawn on short contracts from a much larger pool. Many of them are Muslims, and almost all come from troubled parts of the world, where America is resented, corruption is rife, and authentic documentation can easily be bought. These sailors necessarily bypass all the standard screening procedures by immigration authorities, and arrive with their vessels in American ports. It is believed that in the past many jumped ship, though how many is unknown, because the captains had no reason to report their losses to authorities on the shore. Procedures have tightened somewhat now, but the United States remains utterly dependent on these crews, trust them or not. Their ships bring in six million containers a year, 3.7 million vehicles, 53 percent of the nation's oil, and mountains of other goods and materials too numerous to name; and they take away significant amounts as well. They carry more than three fourths of American foreign trade as measured by weight, and somewhat less than half as measured by value. Interrupt the flow with a terrorist attack, and the backup would instantly reach around the world, with devastating results. Institute heavy-handed inspections and other procedures to head off an attack, and the damage could be even worse.
The Coast Guard has no choice but to move gingerly. It has followed a logical path, starting with tightening the security of the largest ports by means of harbor patrols, cruise-ship escorts, civilian-based "harbor watches," better fences, and tighter gate and ship-access controls. The costs of the effort have been high, grossly estimated in the billions so far, and as the controls have expanded, ferrymen, tour-boat operators, and others have begun to object to the burden of expensive and inconvenient restrictions. Still, if safety has no price and is defined narrowly, the improvements have been real: ports, waterfront facilities, and ships in harbor are certainly better protected now against land-based or small-boat attacks. None of this, however, does much to address the more serious threat of a heavy maritime attack—a ship that delivers a weapon, for instance, or simply steams in and blows itself up. The desire for funding and power is typically difficult to differentiate from genuine patriotic concern, but the vulnerability is real, and Coast Guard officials make the valid point that by the time a ship pops over the horizon and pulls into port, little defense is possible. The problem is that popping over the horizon is what inbound ships just naturally do. The only solution is to push the horizon farther away—a Herculean task that Coast Guard members are now straining to perform. "Increasing the maritime domain awareness," they call it, borrowing unnecessarily from the Pentagon's pompous, self-indicting jargon. They have been aware of the maritime domain for years, and for better or worse they understand full well that as they push the horizon out into it, they are pushing into anarchy.
There is no obvious technological solution. With the exception of ten highly localized vessel-traffic services designed to prevent collisions in the major harbors, there is no U.S. coastal radar picket system, no maritime version of an early-warning system, for the good reason that it would be enormously expensive to build and maintain, and would not be able to look over the horizon anyway. An additional problem would be informational clutter. One of the high-ranking officers I spoke to at the Coast Guard's Washington, D.C., headquarters laughed at the idea, often suggested by landlubbers, that radar could provide a panacea. He said, "We've got thirty million boats out there." Referring to the radar's adjustable sensitivity, he said, "Can you imagine how we'd have to turn down the gain?" That brought up the subject of attacks by vessels smaller than 300 tons, the Coast Guard's minimum definition of a ship and currently the bottom limit for much of the security thinking. It was a possibility that left the poor man shaking his head at the complications; he said that the Coast Guard was aware of the problem, and would be turning to it as soon as it could. In any case, for the physical monitoring of coastal seas, alternatives other than radar are being pursued, including increased ship and air patrols, the use of surveillance satellites, and a hard-wired shipboard GPS-based transponder system. This last, however, the shipping industry is resisting, arguing that it will reveal proprietary information to competitors and (less plausibly) provide targeting coordinates for attacks by terrorists and rogue states. All these initiatives will require years to implement, and even in combination will leave loopholes big enough to steam a ship through. At best, the sort of information they can provide is crude—a ship by some name is approaching from some location out there on the ocean—and does little to answer the more important questions of who the owner is, who and what is aboard, and (the big one) how legitimate its intentions are. Transparency, in other words, will still be lacking.
The Coast Guard is also shoving at the horizon with a regulatory change: the requirement for four-day advance notice of arrival, where before only one day's notice was necessary. This notification, along with a crew list, a cargo description, and several other details, has to be sent to a new Coast Guard operation in West Virginia, known as the National Vessel Movement Center. For the Coast Guard, the term "movement" means merely the arrival or departure of a ship. But the center's name has ended up being an embarrassment, because to outsiders it conjures up visions of a high-technology war room providing an omniscient view of the ocean, and this in turn requires the Coast Guard to explain that such views are not possible, and if not, why not. Where would you even start? The National Vessel Movement Center is an office full of clerks. They receive about 600 notices a day, by phone, fax, and e-mail, and they enter the information into a consolidated database, which Coast Guard intelligence and operations people can then contemplate, trying to discern which ships seem somehow out of whack—one that's importing wheat from Indonesia, for instance, or carrying an oversized crew, or maybe just belonging to Nova Spirit and flying Tonga's flag. The idea is to intercept, board, and inspect those ships while they are still safely at sea. Nationwide this is being done on average about twice a day.
The Coast Guard, like the Navy, searches for bombs only on the basis of specific information, which does occasionally arrive, but so far has turned up nothing. For want of action, therefore, the emphasis is on the crews, and particularly those from certain Muslim countries, who are fingerprinted and photographed by immigration authorities upon arrival, and unless they have valid visas are restricted to the ships while in port. It is said that this is a temporary adjustment, until better crewmen's documents can be brought into play. There is unembarrassed talk in Washington of a future under control, in which sailors will undergo meaningful background checks, and will be supplied with unforgeable, biometrically verifiable IDs by honest, appropriately equipped, and cooperative governments. Panama, for instance, will vouch for the integrity of, say, an Indonesian deckhand working on a ship operated by a Cayman Island company on behalf of an anonymous Greek. This is a vision so disconnected from reality that it might raise questions about the sanity of the United States. Back in the real world, the new guard services in ports are provided by private security companies, and are paid for by the ships at the cost of thousands of dollars for a typical stay. The additional expense seems to be accelerating a global shift, already under way, from brown-skinned sailors toward the even cheaper Chinese. Domestically the new procedures have brought a presumed reduction in ship-jumping incidents, which, if it has not measurably headed off terrorist attack, has at least forced would-be immigrants to jump ship elsewhere—say, in Mexico—before joining the crowds of unauthorized visitors coming overland into the United States.
Meanwhile, the Customs Service, now also a part of the Department of Homeland Security, has imposed new reporting requirements on inbound freight, and has embarked with much fanfare on a container-security initiative, by which it is placing inspectors in twenty large ports overseas (soon it will extend the initiative to ports in several Muslim nations). Because the physical inspection of a container can take hours, only about two percent of the six million units headed to the United States each year are opened; but some can be scanned by x-ray machines or radiation detectors, and more can be looked over by experienced inspectors checking for paperwork anomalies. Still, the opportunities for something to slip in are innumerable. There is talk of equipping the containers with tamper-proof seals and intrusion-detection devices, neither of which would stop the loading of a bomb at the outset, or more than inconvenience a determined terrorist who wanted to insert such a weapon during a container's long voyage to port. I spoke to a Dutch maritime official very familiar with the U.S. effort in Rotterdam, who was sympathetic to the American plight but privately scoffed at the idea that the new inspections had any meaning at all. Speaking just of that one port, he said, "Look, if you want to send a bomb through, it's so simple! The chances of it being filtered out are almost nil!" He was not being critical so much as flatly descriptive. As a believer in good government, but long exposed to the chaos of the ocean, he seemed to have learned the hard lesson that government tools might simply not apply.
The Coast Guard struggles on with the tools that it has, as it must. Though its members tend to be alert, and very aware of the complexities that they face, as a collective they are confined by governmental frames of reference. One sign of their confinement is the effort that they expended in 2002 to create a new body of ship and port security regulations overseen by the very same institution that has proved to be incapable of controlling the situation at sea—the International Maritime Organization. As of July of 2004, every ship above 500 tons will have to designate a Ship Security Officer (SSO), who will work under a designated Company Security Officer (CSO) and be familiar with the new documents required to be carried aboard, including a Ship Security Plan (SSP), which is based on a Ship Security Assessment (SSA). The paperwork will be subject to the approval of each ship's flag state, which in most cases will rely as usual on the expert oversight (paid for by the shipowners) of the classification societies, which for these purposes are to be known as Recognized Security Organizations (RSOs). Another complicated set of rules and acronyms will apply to ports. The effect has been the instantaneous creation of a whole new industry, as tens of thousands of ships and mobile offshore drilling platforms struggle to get the paperwork done.
Close observers have been incredulous. Reflecting a widespread view, one of them said to me, "We're doing nothing but creating this pile of regulations. It's a small pile compared to other piles, but look what the flags of convenience have already done with those. Oh, on paper everything will be all right, but in reality it will not make any difference. And what is a flag of convenience, after all? It's an absolute nothing. In the worst cases it's just a commercial company running a registry. Money flows in and certificates flow out. I don't want to use words like 'cowardice' or 'overreaction' to describe what the United States has done—just 'ineffective.' Because you can get all the paperwork you want, no problem. And it will not help."
He was probably right. The only sure effect of the new regulations is that legitimate operators, who do not pose a threat, will comply. But it is likely that terrorists will comply as well, and that, like many shipowners today, they will evade detection not by ducking procedures and regulations but by using them to hide. This would be very easy to do. Paradoxically, when a ship approaching U.S. shores does not comply, it will be because it is a bumbler, and therefore almost by definition innocen
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Hitachi Zosen Corp
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Hitachi Zosen Corporation 7-89, Nanko-kita 1-chômeSuminoe-ku, Osaka [1] 559-8559Japan [2]Telephone: (06) 6569-0001Fax: (06) 6569-0002Web site: https://www.hitachizosen.co.jp [3] Public CompanyIncorporated: 1934 as Hitachi ShipbuildingEmployees: 10,403Sales: ¥439.1 billion ($3.29 billion) (2002)Stoc
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https://www.encyclopedia.com/social-sciences-and-law/economics-business-and-labor/businesses-and-occupations/hitachi-zosen-corp
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Hitachi Zosen Corporation
7-89, Nanko-kita 1-chôme
Suminoe-ku, Osaka 559-8559
Japan
Telephone: (06) 6569-0001
Fax: (06) 6569-0002
Web site: http://www.hitachizosen.co.jp
Public Company
Incorporated: 1934 as Hitachi Shipbuilding
Employees: 10,403
Sales: ¥439.1 billion ($3.29 billion) (2002)
Stock Exchanges: Tokyo Osaka Nagoya
Ticker Symbol: 7004
NAIC: 33312 Construction Machinery Manufacturing; 333298 All Other Industrial Machinery Manufacturing; 333999 All Other Miscellaneous General Purpose Machinery Manufacturing
Hitachi Zosen Corporation operates as one of Japan’s largest heavy industrial machinery firms. The company got its start as a shipbuilder during the 1880s in Japan. A devastating industry slump during the 1970s and 1980s forced Hitachi to diversify— its key business segments are now related to environmental equipment, energy, industrial, and precision machinery, electronics and information systems, steel construction, and marine and disaster prevention systems. In 2002, the company and NKK Corporation merged their shipbuilding businesses together and spun off the venture as Universal Shipbuilding Corp. During that year Hitachi Zosen created a new corporate brand image under the name Hitz. The firm plans to eventually adopt this as a corporate name once recognition is established.
Early History: 1880s-1920s
Hitachi Zosen’s predecessor, the Osaka Iron Works, was founded by British entrepreneur Edward H. Hunter on April 1, 1881. Hunter had come to Japan in 1865 and had worked in the Onohama Shipyard in Kobe before moving to Osaka. He built a modern shipyard at the junction of the Aji and Nakatsu rivers where his first vessel, the Hatsumaru, was completed in 1882. At the time Japan was in the midst of a 50-year transformation from a semi-feudal to an industrial nation initiated by the restored Meiji emperor to catch up with Western technology. The Osaka Iron Works, producing ships and other heavy equipment, was crucial to Japan’s modernization. Hunter said the company should “conceive and construct everything ourselves.” This philosophy has guided the Hitachi Zosen Corporation through much of its history.
The Osaka Iron Works’ first yard, a six-acre facility with a dock 72 meters long and 11.5 meters wide, could construct wooden and iron ships weighing up to 1,000 tons. The company also produced compound engines and boilers, irrigation pumps, bridges, and other equipment for the rapidly developing Japanese industrial sector there.
In 1900, Osaka Iron Works began operating a second yard, the Sakurajima works, at the mouth of the Aji River to build ships weighing over 1,000 tons. A passenger-cargo ship, the 1,568-gross-ton Taigi Maru, was the first ship launched from the new yard and the first ship weighing over 1,000 tons built by the company. In 1908, Osaka Iron Works launched the first tanker built in Japan; its 531-gross-ton Tora Maru joined the Standard Oil fleet.
Hunter married a Japanese woman and changed his name to Hanta. In 1915, his son and successor Ryutaro Hanta successfully completed a licensing agreement to use the Isherwood method to build ships. The technique, which originated in Great Britain, significantly reduced both costs and construction time.
As Japan’s industrial capacity developed, its shipping needs expanded. The Osaka Iron Works acquired other facilities to meet the demand, including the Innoshima Shipyard in 1911, the Bingo Dockyard in 1919, Harada Shipbuilding Works in 1920, and the Hikojima Dockyard in 1924.
The Osaka Iron Works also produced a number of notable engineering works outside of shipbuilding during the early decades of the 20th century. The company began providing equipment to the hydroelectric industry in 1924, when it received its first order for water gates for a dam. In 1926 the Otabashi Bridge, which is still in use, was built in Gifu Prefecture using a new cable erection method pioneered by the company.
The War Years
In the 1930s, militant nationalists who encouraged aggression in Asia increasingly influenced the government. Japan secretly began augmenting its navy in violation of treaties it held with Britain and the United States. In 1931, Japan invaded Manchuria, setting up a puppet regime called Manchukuo, and by 1937 Japan was at war with China. In 1941, Japan attacked the United States, precipitating U.S. entry into World War II.
Much of Japan’s military success came as a result of its powerful modern navy. A number of old merchant ships built by Osaka Iron Works, known as Hitachi Shipbuilding after 1934, were converted to naval use. While most of the large ships were built by Hitachi’s competitors like Mitsubishi, Ishi-kawajima, Kawasaki, Mitsui, and Harima, the company did produce smaller vessels designed for military use including minesweepers, large landing craft, and Maru-Yu series transport submarines. Hitachi also built at least one aircraft transport ship with a flight deck for the army, the Kumano Maru. The 465-foot vessel was launched at Innoshima in January 1945.
In 1943, Hitachi opened the Kanagawa works and acquired Mukaishima Shipyard. The company changed its name to Hitachi Zosen Corporation that year. After the war, the U.S. occupation forces reorganized defense-related industries. Despite serious bomb damage at its shipyards during the war, Hitachi began building fishing and coastal transport ships almost immediately.
Postwar Growth
While other industries received government assistance to rebuild in the 1950s, the shipbuilding industry was left on its own. Japanese shipbuilders like Hitachi had to be flexible to survive—management sometimes put high-level engineers to work on the assembly line to fill orders on time. The industry developed extremely efficient methods to compete with European shipyards, and Japanese rock-bottom prices and top quality increased foreign orders. By 1955, Japan was the greatest shipbuilding nation in the world, and Hitachi was one of the busiest shipbuilders in Japan. Political uncertainties in the Middle East after the Suez Canal was closed temporarily in 1956 forced oil producers to seek economical means of bypassing the canal. Japanese shipbuilders were ready to meet the demand for larger oil tankers.
Meanwhile, Hitachi also entered other areas. In 1957, the company built the world’s largest diesel engine with B&W Diesel of Denmark. In 1964, the company built its first full-scale turnkey plant, a chemical-fertilizer plant for the Gujarat State Fertilizer Company of India, in a record 33 months.
The Japanese shipbuilding boom continued into the 1960s. New technology allowed the construction of bigger ships. By 1966, Hitachi was capable of building ships weighing 250,000 tons, a feat unthinkable only a few years earlier. Technological developments revolutionized the shipbuilder’s methods. By the early 1970s, Hitachi designed huge 250,000-ton tankers entirely by computer. Ships assembled at the company’s Sakai Works used automated machinery to piece together various sections.
Hitachi opened several overseas offices during this period— in New York and London in 1956, Hong Kong in 1960, and Diisseldorf in 1961. With many of its orders for new ships and equipment coming from foreign countries, the Japanese shipbuilding industry was caught by surprise by the 16.9 percent revaluation of the yen in 1971. Prices for Japanese ships had gone up substantially in recent months, however, and the industry remained optimistic.
Hitachi Zosen acquired Maizuru Heavy Industries in 1971, and the Maizuru works became Hitachi’s principal naval vessel and equipment production site. A year later, Hitachi opened a branch office in Singapore. In 1973, Hitachi began production at its new Ariake works in Kyushu. The Ariake works had two docks, 630 meters and 360 meters, respectively, and was equipped with state-of-the-art shipbuilding machinery. The facility was capable of producing ships weighing up to 600,000 tons.
Problems Arise: 1970s
The oil crunch of 1973 to 1974 soon crimped Hitachi’s growth plans. Reduction in oil shipments eliminated demand for new supertankers and put many ships in mothballs. The glut in shipping capacity precipitated a depression in the industry that would last almost 15 years. Although the new Ariake works had enough large ships on order to keep it active through 1977, new supertanker orders dropped off and Hitachi had to realign its production capabilities. The Ariake works accepted orders to build oil rigs, oil storage tanks, and natural gas storage tanks, and in 1974 the Mukaishima works began specializing in steel structures like bridges, water gates, steel stacks, and pipes.
With about 50 percent of its turnover continuing to come from shipbuilding, Hitachi was hit hard by declining orders and canceled orders for supertankers as the 1970s went on. Further trouble came when rising material costs reduced the company’s profit margin. Hitachi had continued to enter into fixed-price contracts long after European shipbuilders had gone over to flexible contracts. The company recorded a 25 percent decrease in earnings despite a 28 percent increase in turnover in 1975. In 1979, the company lost almost ¥11 billion. The industry as a whole addressed declining profits by petitioning the Ministry of Transport (MOT) to subsidize scrapping of redundant facilities. The MOT authorized scrapping 35 percent of the industry’s capacity. In addition, the 39 largest Japanese shipbuilders formed a cartel to voluntarily limit production. Demand hovered under even this limit, and cartel members accepted orders at about ten percent below cost in 1980, an improvement over quotes 40 percent below cost that shipbuilders made to keep the docks from falling idle in preceding years.
Company Perspectives:
Our company will use its technology and sincerity to create value that will benefit society, thereby contributing to a rich future for mankind.
Hitachi continued to slim down its work force in the 1980s and to increase non-shipbuilding activities. In 1982, Hitachi’s plants and machinery and offshore structures groups accounted for more than half of the company’s turnover for the first time. The company also opened a branch office in Beijing that year.
In 1986, Hitachi Zosen purchased the Chicago-based Clearing Inc., a company it had licensing agreements with since 1955, for $64 million. Hitachi Clearing produced automotive stamping presses at its facility in Chicago.
Restructuring Begins: 1986
Hitachi Zosen undertook a major restructuring in 1986, organizing its units along product lines. At the same time, new pressures on Hitachi Zosen came from the lower prices developing nations offered on heavy equipment and ships. Manufacturers in Korea and Taiwan, paying their workers less, could drastically undercut Hitachi Zosen’s bids. The appreciation of the yen against the dollar also hindered growth.
The Japanese Ministry of Transport called for another 20 percent reduction in excess industry capacity in addition to the 35 percent cut of 1979, and after reporting a loss of ¥70 billion in 1986, Hitachi Zosen announced plans to eliminate more jobs over the next two years. By 1988, the company employed only 5,596 workers, down from 24,660 ten years earlier. The shipbuilding industry received governmental permission once again to organize a “depression cartel” to set production ceilings and force prices up.
In 1989, the shipbuilding industry finally began to show signs of a real recovery in demand. As a result of increased oil imports to industrialized countries and the gradual aging of the world’s oil tankers in general, orders for new ships increased 54 percent industry-wide, and Hitachi Zosen’s leaner shipyards were booked solid for two years. The company actually turned some orders away. Even better, analysts expected the demand to remain strong throughout the 1990s.
Historically more marine-dependent than its Japanese competitors, Hitachi Zosen Corporation increased its non-shipbuilding activities in the late 1980s, placing greater emphasis on lines such as steel structures, construction machinery, environmental protection facilities, nuclear power equipment, industrial machinery, prime movers, and plants. Management hoped that this diversity, combined with greater global demand for ships, would provide opportunities for growth in the 1990s.
Opportunities for Growth: 1990s and Beyond
Diversification, in fact, played a huge role in Hitachi’s strategy throughout the 1990s. During 1991, the company began to focus on four major business areas: production and transport systems; environmental protection; resources and energy; and infrastructure and information services. As the firm continued to cut its reliance on shipbuilding, profits began an upward climb. That year unconsolidated net profits grew by 98.5 percent over the previous year. In 1992, the company’s shipbuilding subsidiary in Singapore went public. It also sold Hitachi Zosen Clearing—the U.S. subsidiary it had purchased in the 1980s— due to faltering sales.
Hitachi’s profits continued to show promise, signaling that the firm’s strategy was paying off. As a November 1993 Nikkei Weekly article claimed, ‘ That Hitachi Zosen managed to stay afloat and prosper during the worst business conditions to hit Japan’s shipbuilders since the end of World War II is largely due to the decision to turn the company into an ‘all weather’ entity by diversifying.” Part of this diversification that bode particularly well for Hitachi was its involvement with household and industrial waste disposal. In 1996, the company opened a refuse incinerator in the eastern district of Saitama Prefecture and established Japan’s first super refuse-fired power generation facility. The firm also entered the electric power supply business.
Hitachi’s financial position began to falter during the late 1990s as management continued to revamp business operations. Unprofitable businesses were sold and the firm launched a series of job cuts. Hitachi’s boldest move, however, came in 2002 as it merged its shipbuilding operations with those of NKK Corp. The joint venture, Universal Shipbuilding Corp. operated as Japan’s second-largest shipbuilding concern and was spun off in October 2002.
The company also launched a new five-year management plan in April of that year. Entitled Hitz-Advance, the new initiative called for a major restructuring with a new focus on environmental systems, industrial and precision machinery, energy, electronics and information systems, and marine and disaster prevention. Hitz, a new corporate brand launched during 2002, was expected to eventually become the official corporate name of the company once it became more well known in Hitachi’s markets.
Key Dates:
1881:
Osaka Iron Works is founded by Edward H. Hunter.
1900:
The Sakurajima Works is established to build ships weighing over 1,000 tons.
1943:
The company adopts the Hitachi Zosen Corporation name.
1957:
Hitachi and B&W Diesel of Denmark build the world’s largest diesel engine.
1964:
The firm builds a full-scale turnkey plant for India’s Gujarat State Fertilizer Company.
1971:
Maizuru Heavy Industries is acquired.
1974:
An oil crisis forces the company to realign production capabilities.
1986:
The firm launches a major restructuring effort.
1991:
Diversification efforts begin in four major business areas.
2002:
Hitachi and NKK Corp. merge their shipbuilding operations together to form Universal Shipbuilding Corp.
This five-year plan pointed to the company’s ultimate goal—to transform from a heavy-industrial concern to a value-added integrated products and services firm. As Hitachi worked to realign its businesses, global economies remained weak and the company battled intense competition, fluctuating prices, and lackluster demand caused by a fall in capital spending. Nevertheless, management remained hopeful that its efforts would pay off in the years to come. Whether or not Hitachi Zosen would excel along its new path, however, remained to be seen.
Principal Subsidiaries
Hitachi Zosen Singapore Pte. Ltd.; Hitachi Zosen Services Sdn Bhd. (Malaysia); Hitachi Zosen Europe Ltd. (UK); Hitachi Zosen U.S.A. Ltd.; Hitachi Zosen Engineering U.S.A. Ltd.; Dalian Dali Steel Works Co. Ltd. (China); Zhenjiang Zhengmao Hitachi Zosen Machinery Co. Ltd. (China).
Principal Divisions
Environmental Systems; Industrial and Precision Machinery; Energy; Electronics and Information Systems; Marine and Disaster Prevention.
Principal Competitors
Chiyoda Corporation; Kawasaki Heavy Industries Ltd.; Mitsubishi Heavy Industries Ltd.
Further Reading
De Silva, Gary, “Hitachi Zosen to Go Ahead with Long-Awaited Public Share Offer,” Straits Times, September 19, 1992.
Furukawa, Tsukasa, “NKK, Hitachi Zosen to Become Shipmates in Shipbuilding Tie,” American Metal Market, February 27, 2001, p. 3.
“Hitachi Zosen Aims to Become 800 Bil. Yen Firm,” Japan Economic Newswire, December 25, 1990.
“Hitachi Zosen Cuts Costs, Raises Profits,” Nikkei Weekly, May 3,1993, p. 12.
“Hitachi Zosen to Move Away from Shipbuilding,” Japan Economic Journal, January 12, 1991.
“Hitachi Zosen Reaps Rewards of ‘All-Weather’ Restructuring,” Nikkei Weekly, November 8, 1993, p. 12.
Shimizu, Shogo, “Shipbuilder Swabs Up Profits by Burning Up Trash,” Nikkei Weekly, September 19, 1994, p. 10.
“Those Rich, Polluted, Soon-to-Be-Automated Japanese,” Economist, December 18, 1971.
Tanzer, Andrew, “The Japanese Do It Again,” Forbes, October 16, 1989.
—Thomas M. Tucker
—update: Christina M. Stansell
Hitachi Zosen Corporation
3-28, Nishikujo 5-chome
Konohana-ku, Osaka 550
Japan
(06) 466-7500
Fax: (06) 466-7572
Public Company
Incorporated: 1934 as Hitachi Shipbuilding
Employees: 7,473
Sales: ¥343.86 billion (US$2.39 billion)
Stock Exchanges: Tokyo Osaka Nagoya
The Hitachi Zosen Corporation is a global leader in engineering and constructing heavy equipment and ships. Its predecessor, the Osaka Iron Works, was founded by British entrepreneur Edward H. Hunter on April 1, 1881. Hunter had come to Japan in 1865 and had worked in the Onohama Shipyard in Kobe before moving to Osaka. He built a modern shipyard at the junction of the Aji and Nakatsu rivers where his first vessel, the Hatsumaru, was completed in 1882. At the time Japan was in the midst of a 50-year transformation from a semi-feudal to an industrial nation initiated by the restored Meiji emperor to catch up with Western technology. The Osaka Iron Works, producing ships and other heavy equipment, was crucial to Japan’s modernization. Hunter said the company should “conceive and construct everything ourselves.” This philosophy continues to guide the Hitachi Zosen Corporation.
The Osaka Iron Works’s first yard, a six-acre facility with a dock 72 meters long and 11.5 meters wide, could construct wooden and iron ships weighing up to 1,000 tons. The company also produced compound engines and boilers, irrigation pumps, bridges, and other equipment for the rapidly developing Japanese industrial sector there.
In 1900, Osaka Iron Works began operating a second yard, the Sakurajima works, at the mouth of the Aji River to build ships weighing over 1,000 tons. A passenger-cargo ship, the 1,568-gross-ton Taigi Maru, was the first ship launched from the new yard and the first ship weighing over 1,000 tons built by the company. In 1908, Osaka Iron Works launched the first tanker built in Japan; its 531-gross-ton Tora Maru joined the Standard Oil fleet.
Hunter married a Japanese woman and changed his name to Hanta. In 1915, his son and successor Ryutaro Hanta, successfully completed a licensing agreement to use the Isherwood method to build ships. The technique, which originated in Great Britain, significantly reduced both costs and construction time.
As Japan’s industrial capacity developed, its shipping needs expanded. The Osaka Iron Works acquired other facilities to meet the demand, including the Innoshima Shipyard in 1911, the Bingo Dockyard in 1919, Harada Shipbuilding Works in 1920, and the Hikojima Dockyard in 1924.
The Osaka Iron Works also produced a number of notable engineering works outside of shipbuilding during the early decades of the 20th century. The company began providing equipment to the hydroelectric industry in 1924, when it received its first order for water gates for a dam. In 1926 the Otabashi Bridge, which is still in use, was built in Gifu Prefecture using a new cable erection method pioneered by the company.
In the 1930s militant nationalists who encouraged aggression in Asia increasingly influenced the government. Japan secretly began augmenting its navy, in violation of treaties it held with Britain and the United States. In 1931 Japan invaded Manchuria, setting up a puppet regime called Manchukuo, and by 1937 Japan was at war with China. In 1941 Japan attacked the United States, precipitating U.S. entry into World War II.
Much of Japan’s military success came as a result of its powerful modern navy. A number of old merchant ships built by Osaka Iron Works, known as Hitachi Shipbuilding after 1934, were converted to naval use. While most of the large ships were built by Hitachi’s competitors like Mitsubishi, Ishikawajima, Kawasaki, Mitsui, and Harima, the company did produce smaller vessels designed for military use including minesweepers, large landing craft, and Maru-Yu series transport submarines. Hitachi also built at least one aircraft transport ship with a flight deck for the army, the Kumano Maru. The 465-foot vessel was launched at Innoshima in January 1945.
In 1943, Hitachi opened the Kanagawa works and acquired Mukaishima Shipyard. The company changed its name to Hitachi Shipbuilding and Engineering that year. After the war, the U.S. occupation forces reorganized defense-related industries. Despite serious bomb damage at its shipyards during the war, Hitachi began building fishing and coastal transport ships almost immediately.
While other industries received government assistance to rebuild in the 1950s, the shipbuilding industry was left on its own. Japanese shipbuilders like Hitachi had to be flexible to survive—management sometimes put high-level engineers to work on the assembly line to fill orders on time. The industry developed extremely efficient methods to compete with European shipyards, and Japanese rock-bottom prices and top quality increased foreign orders. By 1955, Japan was the greatest shipbuilding nation in the world, and Hitachi was one of the busiest shipbuilders in Japan. Political uncertainties in the Middle East after the Suez Canal was closed temporarily in 1956 forced oil producers to seek economical means of bypassing the canal. Japanese shipbuilders were ready to meet the demand for larger oil tankers.
Meanwhile, Hitachi Shipbuilding and Engineering also entered other areas. In 1957 the company built the world’s largest diesel engine with B&W Diesel of Denmark. In 1964 the company built its first full-scale turnkey plant, a chemical-fertilizer plant for the Gujarat State Fertilizer Company of India, in a record 33 months.
The Japanese shipbuilding boom continued into the 1960s. New technology allowed the construction of bigger ships. By 1966 Hitachi was capable of building ships weighing 250,000 tons, a feat unthinkable only a few years earlier. Technological developments revolutionized the shipbuilder’s methods. By the early 1970s Hitachi designed huge 250,000-ton tankers entirely by computer. Ships assembled at the company’s Sakai Works used automated machinery to piece together various sections.
Hitachi opened several overseas offices during this period—in New York and London in 1956, Hong Kong in 1960, and Düsseldorf in 1961. With many of its orders for new ships and equipment coming from foreign countries, the Japanese shipbuilding industry was caught by surprise by the 16.9% revaluation of the yen in 1971. Prices for Japanese ships had gone up substantially in recent months, however, and the industry remained optimistic.
Hitachi Shipbuilding and Engineering acquired Maizuru Heavy Industries in 1971, and the Maizuru works became Hitachi’s principal naval vessel and equipment production site. A year later, Hitachi opened a branch office in Singapore. In 1973 Hitachi began production at its new Ariake works in Kyushu. The Ariake works had two docks, 630 meters and 360 meters, respectively, and was equipped with state-of-the-art shipbuilding machinery. The facility was capable of producing ships weighing up to 600,000 tons.
The oil crunch of 1973 to 1974 soon crimped Hitachi’s growth plans. Reduction in oil shipments eliminated demand for new supertankers and put many ships in mothballs. The glut in shipping capacity precipitated a depression in the industry that would last almost 15 years. Although the new Ariake works had enough large ships on order to keep it active through 1977, new supertanker orders dropped off and Hitachi had to realign its production capabilities. The Ariake works accepted orders to build oil rigs, oil storage tanks, and natural gas storage tanks, and in 1974 the Mukaishima works began specializing in steel structures like bridges, water gates, steel stacks, and pipes.
With about 50% of its turnover continuing to come from shipbuilding, Hitachi was hit hard by declining orders and canceled orders for supertankers as the 1970s went on. Further trouble came when rising material costs reduced the company’s profit margin. Hitachi had continued to enter into fixed-price contracts long after European shipbuilders had gone over to flexible contracts. The company recorded a 25% decrease in earnings despite a 28% increase in turnover in 1975. In 1979 the company lost almost ¥11 billion. The industry as a whole addressed declining profits by petitioning the Ministry of Transport (MOT) to subsidize scrapping of redundant facilities. The MOT authorized scrapping 35% of the industry’s capacity. In addition, the 39 largest Japanese shipbuilders formed a cartel to voluntarily limit production. Demand hovered under even this limit, and cartel members accepted orders at about 10% below cost in 1980, an improvement over quotes 40% below cost that shipbuilders made to keep the docks from falling idle in preceding years.
Hitachi Shipbuilding and Engineering continued to slim down its work force in the 1980s and to increase nonship-building activities. In 1982 Hitachi’s plants and machinery and offshore structures groups accounted for more than half of the company’s turnover for the first time. The company changed its name in English to Hitachi Zosen Corporation that year and opened a branch office in Beijing.
In 1986, Hitachi Zosen purchased the Chicago-based Clearing Inc., a company it had licensing agreements with since 1955, for $64 million. Hitachi Clearing produces automotive stamping presses at its facility in Chicago.
Hitachi Zosen undertook a major restructuring in 1986, organizing its units along product lines. At the same time, new pressures on Hitachi Zosen came from the lower prices developing nations offered on heavy equipment and ships. Manufacturers in Korea and Taiwan, paying their workers less, could drastically undercut Hitachi Zosen’s bids. The appreciation of the yen against the dollar also hindered growth.
The Japanese Ministry of Transport called for another 20% reduction in excess industry capacity in addition to the 35% cut of 1979, and after reporting a loss of ¥70 billion in 1986, Hitachi Zosen announced plans to eliminate more jobs over the next two years. By 1988 the company employed only 5,596 workers, down from 24,660 ten years earlier. The shipbuilding industry received governmental permission once again to organize a “depression cartel” to set production ceilings and force prices up.
In 1989 the shipbuilding industry finally began to show signs of a real recovery in demand. As a result of increased oil imports to industrialized countries and the gradual aging of the world’s oil tankers in general, orders for new ships increased 54% industrywide, and Hitachi Zosen’s leaner shipyards were booked solid for two years. The company actually turned some orders away. Even better, analysts expected the demand to remain strong throughout the 1990s.
Historically more marine-dependent than its Japanese competitors, Hitachi Zosen Corporation increased its nonship-building activities in the late 1980s, placing greater emphasis on lines such as steel structures, construction machinery, environmental protection facilities, nuclear power equipment, industrial machinery, prime movers, and plants. This diversity, combined with greater global demand for ships, should provide opportunities for growth to the Hitachi Zosen Corporation.
Principal Subsidiaries
Hitachi Zosen Singapore (Pte.) Ltd.; Hitachi Zosen Engineering Singapore (Pte.) Ltd.; Hitachi Zosen Co. (HK) Ltd. (Hong Kong); Hitachi Zosen Clearing Inc. (U.S.A.); Hitachi Zosen International S.A. (U.K.); Hitachi Zosen U.S.A., Ltd.; P.T. Petrindo Hitachi Zosen (Indonesia); Hitachi Zosen Engineering & Construction Co., Ltd.; Hitachi Zosen Information Systems Co., Ltd.; Ataka Construction & Engineering Co., Ltd.; Toyo Umpanki Co., Ltd.; Hi-System Control Corp.; Naikai Shipbuilding & Engineering Co., Ltd.
Further Reading
“Those Rich, Polluted, Soon-to-be Automated Japanese,” The Economist, December 18, 1971; Tanzer, Andrew, “The Japanese Do It Again,” Forbes, October 16, 1989.
—Thomas M. Tucker
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Hitachi Zosen Altered Fuel and Emissions Test Data on Engines Over 25 Years
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Japan’s Hitachi Zosen is issuing an apology to its worldwide customers reporting that it discovered the marine business unit was altering test and em...
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The Maritime Executive
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https://maritime-executive.com/article/hitachi-zosen-altered-fuel-and-emissions-test-data-on-engines-over-25-years
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Japan’s Hitachi Zosen is issuing an apology to its worldwide customers reporting that it discovered the marine business unit was altering test and emissions data on engines during their shop tests to ensure they met customer requirements. While emphasizing that there are no safety issues, the company became the second major Japanese marine engine manufacturer to confirm that engineers had routinely altered data to ensure it met contract specifications.
Hitachi Zosen reports that it has discovered over 1,350 instances of data being overwritten during shop tests for engines both from its plants and involving engines from IMEX. It is saying its internal investigation shows the practice started in 1999 and involves 950 Hitachi Zosen engines, including 903 non-Japanese flag vessels and 47 Japanese-flagged vessels. In addition, 416 engines from IMEX are involved, including 395 supplied to non-Japanese vessels and 20 Japanese ships. The number of NOx emission verifications is reported to involve 28 engine types for Hitachi Zosen Marine Engine and 11 engine types for IMEX.
The practice came to light after another Japanese engine company, IHI Power Systems Company, confirmed that it was being investigated for alerting test data. The company’s facilities were raided by inspectors from Japan’s Ministry of Land, Infrastructure, Transport and Tourism in April to gather details of the fraud. IHI said it discovered the practice dated back to the 1980s at one of its plants and 2001 at a second facility.
The Ministry issued a reminder to engine manufacturers after the IHI case went public emphasizing the importance of complying with environmental and safety regulations. Hitachi says in its review after that it discovered “fuel consumption rate” data recorded in the “test results of shop trial” submitted to customers was being altered so that the recorded results reflected different values from the actual values from the test. NOx emission data was also being calculated at the same time and could have been impacted.
Blaming it on “lack of awareness regarding compliance,” Hitachi Zosen in its statement says, “Through the interviews to relevant personnel, it was confirmed that the data was altered at the time of shop trial test to keep the fuel consumption rate within the permissible range required in the customer’s specification and to reduce data variability.”
Currently, the company says it is verifying whether there have been violations of laws, regulations, or standards, related to the subject engines. The company said it “will promptly establish a special investigation committee composed of external experts and will thoroughly ascertain the facts and investigate the cause while also committing all efforts to prevent recurrence including a reassessment of our business operation structure and to restore trust.”
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https://www.linkedin.com/pulse/miracle-facilitiestop-5-giant-ships-history-world-bondarenko-ph-d-
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Miracle facilities:TOP- 5 giant ships in history of the shipbuilding in the world
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"Alexander Bondarenko, Ph.D"
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2018-01-07T15:50:02+00:00
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Hello everybody. We continue publications about miracle facilities.
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https://static.licdn.com/aero-v1/sc/h/al2o9zrvru7aqj8e1x2rzsrca
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https://www.linkedin.com/pulse/miracle-facilitiestop-5-giant-ships-history-world-bondarenko-ph-d-
|
Hello everybody. We continue publications about miracle facilities.
Today we introduce to you Top - 5 giant ships in history of the shipbuilding in the world.
Such giant ships include supertankers or an oil tankers, also known as a petroleum tankers, are a merchant ships designed for the bulk transport of oil. There are two basic types of oil tankers: crude tankers and product tankers. Crude tankers move large quantities of unrefined crude oil from its point of extraction to refineries.Oil tankers are often classified by their size as well as their occupation. The size classes range from inland or coastal tankers of a few thousand metric tons of deadweight (DWT) to the mammoth ultra large crude carriers (ULCCs) of 550,000 DWT. Tankers move approximately 2,000,000,000 metric tons (2.2×109 short tons) of oil every year. Second only to pipelines in terms of efficiency, the average cost of oil transport by tanker amounts to only two or three United States cents per 1 US gallon (3.8 L).
Below is the list of these supertankers:
Prelude FLNG
Prelude FLNG is the world's second floating liquefied natural gas platform as well as the largest offshore facility ever constructed. The Prelude was built by the Technip / Samsung Consortium (TSC) in South Korea for a joint venture between Royal Dutch Shell, KOGAS, and Inpex. It is 488 metres (1,601 ft) long, 74 metres (243 ft) wide, and made with more than 260,000 tonnes of steel. At full load, it will displace more than 600,000 tonnes. Launched: December 2013. Maiden voyage:July 2017.
2.Seawise Giant
Seawise Giant, later Happy Giant, Jahre Viking, Knock Nevis, Oppama, and finally Mont, was a ULCC supertanker that was the longest ship ever built. She possessed the greatest deadweight tonnage ever recorded. Fully loaded, her displacement was 657,019 tonnes (646,642 long tons; 724,239 short tons), the heaviest ship of any kind, and with a laden draft of 24.6 m (81 ft), she was incapable of navigating the English Channel, the Suez Canal or the Panama Canal. Overall, she is generally considered the largest ship ever built. She was sunk during the Iran–Iraq War, but was later salvaged and restored to service. It was last used as a floating storage and offloading unit (FSO) moored off the coast of Qatar in the Persian Gulf at the Al Shaheen Oil Field. The vessel was sold to Indian ship breakers, and renamed Mont for its final journey in December 2009.
3.Pierre Guillaumat
Pierre Guillaumat was a supertanker, built in 1977 by Chantiers de l'Atlantique at Saint-Nazaire for Compagnie Nationale de Navigation. Pierre Guillaumat, which was the third vessel of Batillus class supertankers (the other three, slightly smaller, were Batillus, Bellamya and Prairial), is distinguished as the biggest ship ever constructed (by gross tonnage, a value based roughly on internal volume, not mass). It was surpassed in length, deadweight tonnage(≈cargo mass), and displacement, only by Seawise Giant (later Jahre Viking, Happy Giant and Knock Nevis), which, though it was originally smaller when it was built in 1976, was subsequently lengthened and enlarged. Named after the French politician and founder of Elf Aquitaine oil industry, Pierre Guillaumat, the vessel was completed and put in service in 1977. Due to unprofitability, accentuated by huge dimensions of the ship, which placed restrictions on where she could be employed, the Pierre Guillaumat was put on hold at Fujairah anchorage since February 2, 1983, and later that year, bought by the Hyundai Corporation, and renamed Ulsan Master, she arrived at Ulsan, South Korea for demolition on October 19, 1983. Length overall was 414.23 m, beam 63.05 m, draft 28.603 m, deadweight tonnage 555,051, and gross tonnage 274,838. Propulsion was provided by two propellers each driven by two Stal-Laval steam turbines developing a total power of 65,000 Hp. The service speed was 16.7 knots, with fuel consumption of about 330 tonnes of heavy oil per day and fuel enough for 42 days. The cargo was carried in 40 tanks with a total volume of 677,300 m3. They were divided into central and lateral tanks, whose dimensions were designed to reduce considerably the risk of pollution caused by collision or grounding. Ahead of the international standards of the time, the wing tanks had a maximum unit volume not exceeding 17,000 m3, which was reduced to 9,000 m3 in the most vulnerable parts of ship.
4.Batillus
Batillus was a supertanker, built in 1976 by Chantiers de l'Atlantique at Saint-Nazaire for the French branch of Shell Oil. The first vessel of homonymous Batillus class supertankers. Batillus, together with her sister ships Bellamya, Pierre Guillaumat and Prairial, was one of the biggest ships in the world, surpassed in size only by Seawise Giant (later Jahre Viking, Happy Giantand Knock Nevis) built in 1976, and extended in 1981, although the four ships of the Batillus class had a larger gross tonnage. Length overall was 414.22 m, beam 63.01 m, draft 28.50 m, deadweight tonnage 553,662 t, and gross tonnage 273,550 GT. Propulsion was provided by two propellers each driven by two Stal-Laval steam turbines developing a single capacity of 32,500 hp (24,200 kW) per turbine. The service speed was 16.7 knots, with fuel consumption of about 330 tonnes of heavy oil per day and fuel enough for 42 days. The cargo was carried in 40 tanks with a total volume of 677,300 m3. They were divided into central and lateral tanks, whose dimensions were designed to considerably reduce the risk of pollution caused by collision or grounding. Ahead of the international standards of the time, the wing tanks had a maximum unit volume not exceeding 17,000 m3, which was reduced to 9,000 m3 in the most vulnerable parts of ship.
5.Esso Atlantic
The 508,731-dwt ultra large crude carrier (ULCC) supertanker Esso Atlantic, the largest ship built in Japan to date, was delivered to her owner, Esso Tankers, Inc. of Liberia, on August 11, 1977, at Hitachi Zosen's Ariake Shipyard.Besides being the largest ship ever built in Japan, she is also the third largest ship in the world behind a pair of 550,000-dwt ULCC sisterships built in France. Like the two French-built ships, she will be used primarily for service between the Middle East and Europe.The Esso Atlantic boasts impressive dimensions. For example, her length of approximately 1,384 feet makes her just about 33 feet shorter than the Empire State Building is tall. Her crude oil capacity of 611,200 cubic meters could meet Japan's oil needs for one-half day. Even her propeller is large-as high as a three story building.The approximate measurements and main particulars of the Esso Atlantic are as follows: length overall, 1,334 feet; length between perpendiculars, 1,280 feet; molded breadth, 233 feet; molded depth 102 feet; designed full-load molded draft, 82 feet; deadweight tonnage, 508,731, and gross tonnage, 234,626.8. The main engine is a Hitachi UC-450-type steam turbine (one set) with a continuous maximum output of 45,000 hp at 80 rpm producing a trial speed (maximum) of 16.051 knots. The ship carries ABS classification and is registered under the Liberian flag.
and finally there is the video:
Special opinion:
It is a fantastic! Perfectly, great, amazing!
Well, did you like it? Please, leave your comment or like, or share, or following me.
Alexander Bondarenko,Ph.D.
Key words: #miracle, #facilities, #top, #TOP5, #giant, #ships, #history, #shipbuilding, #world, #PreludeFLNG, #SeawiseGiant, #PierreGuillaumat, #Batillus, #EssoAtlantic
The disclaimer: If its not already obvious that I dont own anything in this photos and videos and the part of the text as they belong to their rightful owners.
Note: Some of the material is from Wikipedia.
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Esso Rochester Breaks in Half
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Source : Report from Quebec Chronicle Saturday December 2nd 1950 on the rescue of Crew.
Standaard;Built in 1943 at the Sun Shipyard Chester, Pennsylvania as Yard No. 213 . She was delivered on 29th January 1943 and had taken 141 days to build. Her sister ships were Esso Richmond, Esso Buffalo and Esso Columbia. All were built for the Panama Transportation Company and under the American flag for war service.
They were of 18604 d.w.t. with a length oa of 547, bp was 521; beam was 70 and the loaded Summer draft 304. Powered by a steam turbine of 9020 shp, steam was from two watertube boilers and speed was 15.5 knots
The Esso Rochester spent over 2 1/2 years in war service in both the Atlantic and Pacific
Following the war the Esso Rochester was re-flagged to Panama and manned and managed by Esso Petroleum Company London.
During a ballast voyage from Montreal to Aruba late afternoon of 30th November 1950 Esso Rochester broke in half in the Gulf of St Lawrence 45.29 N-65.50 W (off Anticosti Island). All except the chief officer, helmsman and lookout were aft in the messroom having their evening meal when the failure occurred.
The forward section was recovered by a tug but sank whilst under tow. The aft section was salvaged and subsequently fitted with rebuilt bow at Newport News in April 1951.
The Esso Rochester remained in service until 1966 when she was scrapped at Onomichi.
A U.S. Coast Guard Marine Board of Investigation in 1952 stated these war-built ships were prone to splitting in two in cold weather and they were then "belted" with steel straps or riveted sheer strakes. Two T-2s, SS Pendleton and SS Fort Mercer, had also split in two off Cape Cod within hours of each other. Technical investigations into the problems first suggested the reason for the tankers to split in two was due to poor welding techniques. Later, it was concluded the steel used in the war time construction had a too high sulphur content, and that this turned the steel brittle at lower temperatures. The Esso Rochester was one of the last ships to sail from Montreal before the seasonal closure of the river due to ice.
Newspaper article form the Quebec Chronicle Saturday December 2nd.
Newspaper article form the Quebec Chronicle Saturday December 2nd.
The Maruba under Captain J.P. Michaud of Trois Pistoles, Quebec, immediately answered Esso Rochesters distress signal and reached the stricken vessel about two hours later.
When the Esso Rochesters decks became awash the order was given by Capt. Palmer-Felgate to Abandon ship. The crew piled into two lifeboats and headed for the Maruba which had been standing by for two hours in heavy seas. One seaman, Michael Pirie of London, was struck in the eye by a pole supporting a lifeboat cover while he attempted to clear the lifeboat. He sported a slightly bruised eye when he arrived in Quebec. The transfer to Maruba was made slightly after midnight Thursday morning. Only accident in the transfer from the Esso Rochester to the Maruba occurred when Thomas Irving, 24, second cook from Newcastle, fell overboard. As he attempted to climb aboard Maruba by ropes, his legs, half frozen from immersion in water in the bottom of the lifeboat, lost their grip and he fell back into the boat.
The second time he attempted to climb he fell overboard and was pulled back on board by some of his shipmates.
The rescue operation was conducted by Boatswain Armaud Samson of Quebec who headed 10 of the Marubas 23 crew. The Maruba dumped some 2.000 barrels of oil in the sea in an attempt to calm the heavy seas and circled the stricken ship twice.
Extract from the deposition made by the Master before a Notary Public in New York 4th December 1950
On October 29 1950 I joined Esso Rochester at Jacksonville, Florida where she had just completed an annual drydocking period. Since then I have made trips from Jacksonville to Aruba, where machinery repairs were effected, from aruba to Amuay Bay where a cargo was loaded and carried to Montreal, Canada, arriving in Montreal on nthe evening of November 24 1950. During my period of command of the vessel I found her to be satisfactory and seaworthy in every way and to handle under all circumstances in a normal fashion.
After discharging at Montreal the vessel received orders to proceed to Aruba with a cargo of fresh water, the orders being to load to winter marks plus allowance for fresh water. Before loading all tanks of the vessel were butterworthed, this operation commencing at approximately 12.30pm November 26 and being completed at approximately 5.30pm November 27th. I wish to state at this time that all times referred to in this affidavit are considered to be my best estimates, inasmuch as no contemporaneous records kept aboard Esso Rochester were saved when the vessl was abandoned. All times given are present recollections, arrived at in reconstructing the succession of events.
After butterworthing was completed, ballasting commenced at approximately 8.00pm on the 27th, with tanks 2 center, 4 center, 6 center and 8 wings being loaded with fresh water at dockside, using three of the vessels pumps. Approximately 7.00am November 28th the vessel sailed from Montreal, and while underway making approximately 70rpm ballasting proceeded with 2 stripper pumps being used to load No.6 tank and the main starboard pump being used to load 3, 5 and 7 center tanks. This was completed during the course of the morning, and the vessel eventually came to anchor at 11.30pm November 28th. While at anchor all vessels pumps were put into operation for the continuous ballasting, at which time 3 wing tank, 8 center and 4 and 5 wing tanks were fully loaded and No. 1 center tank was loaded to the amount of approximately 80 tons for the purpose of setting the vessel at even trim. After ballasting was completed the vessels draft was noted at 30 ft. 6inches, all even, and reading is equal to 29ft. 9 inches winter draft, plus 81/4 inches for fresh water, plus ¾ inches for river navigation.
After ballasting was completed vessel hove anchor and proceeded underway at approximately 3.30pm. At approximately 9.15pm November 28th pilots were changed and the vessel proceeded underway without event, eventuall dropped the pilot at Father Point at approximately 7.45am. November 29th. After dropping the pilot the vessels speed was gradually increased until she was making 90rpm. Thereafter everything continued aboard without event until approximately 4.05pm., while I was in my room a sea hit her forward. I thereupon called the bridge and ordered speed reduced to 85rpm, the reason being that having had 3 years T2 experience I have generally found that reducing 5 revolutions in a seaway assists the vessel to carry on the same speed but with less effect on the vessel. At this time the wind was from the east Force 5, swells were moderate, seas short and vessel shipping spray.
Thereafter the vessel proceeded without incident until at approximately 5.35pm while I was in the messroom aft having tea, I heard a loud crack. I immediately left the messroom and made my way forward to the bridge. While walking forward on the flying bridge (catwalk) I noticed the vessel was riding so low forward so that in walking forward I was walking what may be described as downhill. I would judge the catwalk was 10 to 15 degrees down by the head. During this period of time the alarm bells were rung by the Chief Officer. I made my way to the navigation bridge, where I spoke to the watch officer, who was at a complete loss as to what had happened. I immediately went to the port wing of the bridge. After being there for a few seconds I noticed a large gray painted mass approaching the port wing of the bridge. I did not wait to ascertain what it was; returned to the wheelhouse and ordered everybody aft. I then went to the wireless operator in the radioroom and told Sparks to send an SOS; he replied it was impossible, that the aerials were down. I then ordered him aft as I wished to have everybody aft with me, as the 2 after boats were the only ones we could use. Soon thereafter all hands were mustered aft and the 2 boats swung out on their davits ready for immediate lowering. The radio operator attempted to send an SOS using the lifeboat emergency equipment. We know that an SOS was sent, as to whether it was received we do not know other than we did not receive an acknowledgement.
All hands stood by awaiting developments, and when conditions did not visibly change by approximately 7.10pm the chief mate, chief engineer and myself made our way forward to the bridge to ascertain if possible what had happened, and also to make an attempt on the part of the radio operator to again use the main radio equipment in sending an SOS. Inasmuch as it was dark at the time, all that could be seen was that the vessel had parted forward of the bridge, and no part forward of the bridge could be seen. The mate reported to me that he thought that he saw a movement under the water that looked like the shape of a ship. While forward the radioman kept the original equipment in operation, using the di-pole aerial, and sent another SOS, which was soon acknowledged from the ss Marimba of the Ellerman-Wilson Line, who reported that she was approximately 50 miles from our position which was at that time approximately 49.26 North, 65.48 West, or approximately 15 miles north of Riviere a Calude light on the north shore of the Gaspe Peninsula. The Marimba relayed this call to Fame Point, who in turn relayed a general alarm to all ships in that area. This alarm was picked up by the mv Maruba who informed Fame Point that she was approximately 10 miles from that position. Fame Point then ordered the Maruba to come to our assistance and Marimba to carry on her passage. At about 6.00pm the vessels engines were put astern at 20 25 rpm, this being done to try to relieve the pressure upon the bulkheads as much as possible. In my opinion the operation was successful. Fortunately the wind and sea kept her upright and head into the wind and sea. We continued to stand by and the only apparent visual change being that the vessel was settling further by the head. During this time at intervals we fired distress rockets.
At approximately 8.30 pm the Maruba hove in sight on the port bow. We fired our last two rockets. Soon the Maruba came alongside within hailing distance and inquired as to our intentions to abandon the vessel. I informed them that we were going to stand by the ship, and asked them to stand by us. They agreed. The Maruba then commenced circling Esso Rochester, discharging oil onto the water which greatly assisted. At approximately 9.30pm. the Maruba called us with his lamp and told me that a tug from Quebec was on its way to our assistance and that the Maruba would stand by us until its arrival, or until the swell stopped.
At 10.30 I noticed that the vessels pitching motion was replaced by a gyrating motion. At 10.45 I conferred with the chief officer and chief engineer, and it was agreed that the expedient thing to do now was to abandon the vessel which was completed by 11.10pm, with 22 men including myself in the starboard lifeboat, and the remaining 21 members of the crew in the port lifeboat under the command of the chief officer. I was the last to leave. Both of the boats are oar powered. The vessels engines were stopped before abandoning but all lights were left burning. I noticed that when we left the ship that the aft fling bridge was at an angle of about 35 to 40 degrees, the forward end being the lower. At the time of abandoning Maruba was about 5 miles distant, she steamed towards the two lifeboats. Thereafter the chief officers boat was brought alongside Maruba at about 12.45 and all occupants boarded her, the boat was cast adrift at about 1.30am. After the chief officers boat was cast adrift I brought my boat alongside about 15 minutes later and we all boarded Maruba; this was accomplished by about 2.00am, at which time my boat was also cast adrift. Maruba then proceeded towards Quebec. Whilst on board Maruba the chief officer reported that the crew were uninjured except for the 2nd cook who had his leg jammed between the boat and the ship while he was getting aboard. At my request, in a message to Imperial Oil, on arrival in Quebec the whole crew was examined by doctors, all were pronounced fit except the 2nd cook and myself with a minor injury to a finger on my left hand.
Footnotes;
Captain Palmer-Felgate regretted for many years that he gave the order to abandon Esso Rochester, particularly in view of the fact that the after section remained afloat and was salvaged. At the time of giving the order he believed that the after section would sink. Some years later he sailed with members of the crew who told that they were extremely relieved when the order was given as they had for some time been expecting the ship to sink at any moment.
Although Esso were generally regarded as among the better employers at the time, it was a reflection of how seamen were not highly regarded, that the first question asked of the Captain by the Company was not how are the crew, but Do you have the ships papers and accounts with you. He apparently replied Yes, but more importantly I have 43 men with me. (At the time the ratings contract of employment was with the ship officers were mainly employed by the Company- all accounts of wages, tax, National Insurance etc were calculated and kept on the ship).
The crew were all repatriated to the UK as DBS (Distressed British Seamen) travelling back on various British vessels. The Captain sailed back in First class accommodation on the Queen Mary but regretted that his wardrobe was not up to the normal standard of a First class passenger !
Source : The Lewiston Daily Sun - Dec 2, 1950
ESSO ROCHESTER CREW ARRIVES IN QUEBEC
Ship Wrecked by Hwy Gales; All In Good Condition
QUEBEC, Dec. 1-AP-Tired and bedraggled, 43 crew members of the Esso Rochester, wrecked off Anticosti Island Wednesday night by heavy gales, arrived here today aboard the Montreal-owned tanker Maruba.
The British crew abandoned ship without taking time to save personal possessions. All said they were in "good condition."
Skipper of the wrecked United States Esso Rochester is Captain J. H. Palmer-Falgate of Fresh Water Bay, Isle of Wight.
George Hewitt. bosun of the Esso Rochester, 50-year-old veteran of 27 years at sea, described the wrecking of the American ship in a raging gale that sent waves 15 to 20 feet high smashing against the vessel.
He said the ship was finally smashed by two heavy waves from each side.
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Shipfax: Classic Tankers
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The last bastion of classic three island tankers was the United States. Thanks to the Jones Act, only US built, owned and crewed ships are a...
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To leave the United States again, here are some more three islanders:
From the last post, B.A. Peerless (later Gulf Canada) had a fleet mate that ran from Venezuela to Montreal or Portland, ME with crude oil. B.A. Canada was built in 1953 by Uraga Dock in Yokosuka, Japan, 13,173 grt, 20, 949 dwt. According to one reader, when the ships met on the St.Lawrence, there was great saluting, both with whistles and flags, and it was a major event aboard both ships.
Almost the same size as its Canadian counterpart, B.A. Canada flew the Liberian flag except for a brief spell late in 1969 when it went to the British flag, then was sold to Liberian Oceanways Corp and went back under the Liberian flag, but with the very Greek sounding name Dimitrios D.M.
The old B/A logo is still visible on the bow, the hull is still grey, but the name has been plated over.
On August 30, 1975 it was stranded in the Panama Canal (details are sparse on what happened) on a voyage from Tampico to Manzanillo, MX. Damage was apparently fairly serious, because it was laid up in Jacksonville October 14, 1976, then on February 24, 1976 it was sold to ship breakers in Panama City, FL, where it was broken up starting March 10, 1976.
Meanwhile, the USSR was turning out similar looking, but smaller tankers. The Liepaya class of 7.949 grt, 11,890 dwt, built from 1959 and 1960, were used as military suppliers, but also accompanied the USSR fishing fleet off eastern Canada, both for fueling and to supply fresh water for processing. The latter they picked up in Halifax, and Essentuki was a typical member of the class.
Seen here at pier 20 after loading water, the ship had several un-tanker-like characteristics, including deadlights in the forecastle, guard rails along the deck, a rather sleek hull shape and some extra communications equipment. Built in 1959 by the Admiralty Shipyard in Leningrad, it was reportedly broken up in 1991.
Rava Russkaya, built in 1960 by the Kherson shipyard, for the Latvian Steamship Co may have had less warlike characteristics. (However, in the background is Atlantic Cinderella. Its fleet mate Atlantic Conveyor was lost in the Falklands War.) Rava measured 7,652 grt, 11,770 dwt, and was deleted in 1991 after several years as a barge. It was also supplying fresh water to the Eastern Bloc fishing fleet when this photo was taken.
FINALE
When Fiona Jane arrived in Halifax in early 1977 she was a sad looking sight. Once the pride of Ampol Petroleum Ltd of the UK, she was built as Leslie J. Thompson by Cockerill-Ougree in Hoboken, Belgium. When built in 1959 she was considered to be quite a large ship at 16,206 grt, 24,600 dwt.
In 1970 she became the Fiona Jane under the Liberian flag and was sadly neglected by Nacional Neptunea SA. She had obviously suffered a funnel fire, but had never been repainted, and in fact she was only months away from the breakers. She arrived in Pusan July 25, 1977.
By the look of her she had ample quarters for officers (including a wireless operator) in the bridge structure, and large quarters aft for the large engine room crew. Perhaps not the epitome of the island bridge tanker, she was certainly typical of a type that will be seen no more. Present day handy size product tankers now have twice the carrying capacity and operate with one third the crew, all accommodated aft over a diesel engine. That's progress.
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Biggest Ships
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Think of a big ship and for many the only name that springs to mind is the Titanic. There's no denying this is one of the most famous ships in history and unfortunately it met with an untimely end on its first journey. There have been a number of giant ships, most of which many will never have heard of. So, we thought we'd gather together a few of the biggest ships ever built, some of which have been scrapped and some are still in service. We've decided to list them according to their overall length, dead weight tonnage and gross tonnage. Our list includes some record holders, former record holders and larger vessels that are no longer in use.
T1 Class Supertanker
Ever wondered how crude oil gets transported around the world? The T1 class supertanker Oceania is one of the best looking ships every built and it's used for transferring crude oil. The Oceania is one of the largest double-hulled supertankers in the world and the biggest in terms of dead weight tonnage and gross tonnage. It has a speed capacity of between 16 to 18 knots and is laden with technology. Dead weight is around 440,000 tones and it's 380 metres long.
CMA CGM Alexander von Humboldt
This is an Explorer class container ship built for CMA CGM and it was the world's largest containership until delivery of the Maersk Triple E Class. It is 396 metres in length with a dead weight tonnage of 187,624 tonnes.
Emma Maersk
This is currently the second biggest ship still in service. When this ship was launched in 2006 it was the largest container ship ever built. And the first container ship in the E-class of eight owned by the AP Moller-Caersk Group. By 2010, Emma Maersk and her seven sister ships were some of the longest container ships ever constructed. It can carry around 11,000 twenty-foot equivalent units and is 397.71 metres long. This vessel is used to carry different goods from country to country.
Esso Atlantic
This vessel was basically an oil tanker and was disposed of as scrap in Pakistan, 15 years ago in 2002. it was one of the most popular names in the history of big ships and served admirably with 35 years of straight service. It was 406.57 metres long and had a dead weight of 516,891 tons.
Pierre Guillaumat
This is the third biggest ship ever built and was names after the French politician and founder of Elf Aquitaine oil industry, Pierre Guillaumat. It was a supertanker and was built in 1977 by Chantiers de l'Atlantique at Saint Nazair. It was only in service for 6 years before it became nothing more than scrap metal. It was scrapped because of declining demands and unprofitability. The usefulness of this vessel was limited due to her gigantic size. She couldn't pass through the Panama or Suez canals. There were few ports she could enter and was therefore moored on offshore rigs and oil terminals. Her dead weight tonnage was almost 555,000 tones and she could get up to about 16 knots of speed. Her length was almost 414.22 metres.
Seawise Giant
This super ocean going vessel was known by a number of different names and was a ULCC supertanker. She was also known as Mont, Oppama, Knock Nevis, Jahre Viking and Happy Giant. It became the longest and largest ship by dead weight after lengthening. Also called the Queen of oceans and rivers she was built in 1979 by Sumitomo Heavy Industries Ltd in Japan. She became damaged by an air force attack during the Iran-Iraq War and was considered completely lost. The wreckage, however, was salvaged and repairs and she was put back into service. She was eventually sold to Indian ship breakers and underwent her final journey in December 2009. She was then intentionally beached in India for demolition.
Prelude FLNG
This vessel can claim the title of the biggest ship of the world ever built. Its hull is longer than the Empire State Building is tall and she was launched in South Korea in December 2013. She measures 488 metres long and 74 metres wide. The hull belongs to Shell's Prelude floating liquified natural gas facility, the largest floating facility ever built. Used in its construction was more than 260,000 tonnes of steel. When operating it would weigh more than 600,000 tonnes. Five times the weight of the largest aircraft carrier.
Oasis class
These are worthy of a place in our list as they are a class of Royal Caribbean International cruise ships that are the world's largest passenger ships. The ships are Oasis of the Seas, Allure of the Seas, Harmony of the Seas, and MS Symphony of the Seas, which is due for completion in 2018. Symphony is the largest of the four. The Oasis-class vessels are equipped to carry more than 5,400 passengers and feature a split structure. There is the 5-deck high 'Central Park' and 'Boardwalk' outdoor areas running down the middle of the ship. These areas feature lush tropical gardens, upscale restaurants, a working carousel and shops.
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[LET’S KNOW] Top 10 Biggest Ships Ever Built in History
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2017-03-25T00:00:00
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Which ship is the largest ship of the world? The very first name which comes to our minds is the Titanic. Undoubtedly Titanic was one of the most famous ships which met with quite a memorable trouble on its first journey. There are many other giant ships of which most of us are not aware.…
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en
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https://secure.gravatar.com/blavatar/6f7d1b33854ff25e32346c4edb04adcd8335415957b7edbae421ec2000aabf85?s=32
|
Naijartist
|
https://naijartist.wordpress.com/2017/03/25/lets-know-top-10-biggest-ships-ever-built-in-history/
|
Which ship is the largest ship of the world? The very first name which comes to our minds is the Titanic. Undoubtedly Titanic was one of the most famous ships which met with quite a memorable trouble on its first journey. There are many other giant ships of which most of us are not aware. Here we have brought a list of top 10 biggest ships ever built in history. Some of them are scrapped and some are in active service.
The world’s biggest ships are listed according to their overall length, deadweight tonnage and gross tonnage. The list includes the current record-holders, either as individual ships or ship classes, of each major ship type as well as some former record-holders and larger vessels that have been scrapped.
10. TI Class Supertanker
TI class supertanker Oceania is one of the most attractive ships ever built with massive capacity transferring crude oil. They are the four largest double-hulled supertankers in the world. They are also the largest ships in the world currently. The Maersk Triple E class container ships are longer, but the TI Class are still the biggest in terms of deadweight tonnage and gross tonnage.
The deadweight tonnage of TI Oceania is around 440,000 tones along with the speed capacity of speed between 16 to 18 knots. TI Oceaniais a master piece ship highly laden with technology to hurdle all the obstacles which might occur during the journeys. The length of TI Oceania is 380 m (1,247 ft).
9. Berge Emperor
The Berge Emperor was a large oil tanker built in the year 1975 in Japan by Mitsui and was one of the largest oil tankers of all time. It was launched on 30 August 1975. The ship weighed 211,360 tons and had a length of 381.82 meters. The ship was owned by Bergesen d.y. & Co. but in the year 1985 it was sold to Maastow BV. and the ship’s name was changed to “Emperor”. The ship was scrapped at Kaohsiung on the 30th of March 1986.
8. CMA CGM Alexander von Humboldt
Named after Alexander von Humboldt, CMA CGM Alexander von Humboldt is an Explorer class container ship built for CMA CGM. It was the world’s largest containership until the delivery of the Maersk Triple E Class. The length of the massive big ship is 396 m (1,299 ft). The deadweight tonnage of CMA CGM Alexander von Humboldt is almost 187,624 tones.
7. Emma Maersk
In the list of top 10 biggest ships of the world, Emma Maerskis currently the second biggest ship which is still in service. It is the first container ship in the E-class of eight owned by the A. P. Moller-Maersk Group. When she was launched in 2006, Emma Mærsk was the largest container ship ever built. As of 2010, she and her seven sister ships are among the longest container ships constructed. It’s a Container ship which carries different goods from country to country. It is able to carry around 11,000 twenty-foot equivalent units (TEU) or 14,770 TEU depending on definition. The length of the massive big ship is 397.71 m (1,305 ft).
6. Maersk Mc–Kinney Møller
Maersk Mc-Kinney Moller is the lead ship of Maersk’s Triple E class of container vessels. She has the largest cargo capacity in TEU of any ship yet constructed, and is the longest ship in service worldwide as of 2013. She was constructed for Maersk by Daewoo Shipbuilding & Marine Engineering (DSME) of South Korea, and entered service in July 2013.
Along with her sister ships, Maersk Mc-Kinney Moller is the world’s largest and most efficient operational container ship as of 2013, totalling 399 metres (1,309 ft) in length and with a cargo capacity of 18,270 TEU containers. She has a maximum speed of 23 knots.
5. Esso Atlantic
Esso Atlantic is one of the most popular name in the history of the big ships. This huge ship, 406.57 m (1,333.9 ft) long has an incredible deadweight capacity of 516,891 tons. Esso Atlantic has served the world with its consistent services level of straight 35 years. There’s no need to say that it used to be the best ship of its time. Esso Atlantic was an oil tanker basically and was disposed off as scrap on 2002 in Pakistan.
4. Batillus
Batillus was a supertanker, built in 1976 by Chantiers de l’Atlantique at Saint-Nazaire for the French branch of Shell Oil. The first vessel of homonymous Batillus class supertankers. Batillus, together with her sister ships Bellamya, Pierre Guillaumat and Prairial, was one of the biggest ships in the world, surpassed in size only by Seawise Giant built in 1976, and extended in 1981, although the four ships of the Batillus class had a larger gross tonnage.
With the deadweight capacity of almost 554,000 tones and the speed 16 to 17 knots and length of 414.22 m (1,359 feet), Batillus was the 4th biggest ship. She made her last journey on December 28, 1985, from Vestnes to Kaoshiung (Taiwan).
3. Pierre Guillaumat
It was the third biggest ship ever built in the history of world. Named after the French politician and founder of Elf Aquitaine oil industry, Pierre Guillaumat was a supertanker, built in 1977 by Chantiers de l’Atlantique at Saint-Nazaire for Compagnie Nationale de Navigation.
It served the world for only 6 years before it was disposed of as scrap because of the huge unprofitability and declining demands. Because of her gigantic proportions the usability of the Pierre Guillaumat was very limited. She couldn’t pass through either the Panama or Suez canals. Because of her draft, she could enter a minimal number of ports in the world, and was therefore moored on offshore rigs, and oil terminals like Antifer and after off-loading to reduce her draft, at Europoort. The deadweight tonnage of Pierre Guillaumat was almost 555,000 tones with near about 16 knots of speed. The length of Pierre Guillaumat was almost 414.22 m (1,360 feet).
2. Seawise Giant
Mont, previously known as Oppama, Knock Nevis, Jahre Viking, Happy Giant and Seawise Giant, was a ULCC supertanker. Mont became the longest and largest ship by deadweight tonnage after lengthening. Seawise Giant was also called the Queen of oceans and rivers. It was built in 1979 by Sumitomo Heavy Industries,Ltd. at their shipyard in Japan. During the Iran-Iraq War it was damaged by an air force attack. It was sank and was considered completely lost. However the wreckage was salvaged and repaired. After the repairs she was back in service as Happy Giant.
The vessel was sold to Indian ship breakers, and renamed Mont for her final journey in December 2009. After that, it was intentionally beached in India for demolition. Along with the title of being the biggest ship of the world at that time, it also holds the title of being the biggest Oil tanker type ship ever built.
1. Prelude FLNG
Prelude is the biggest ship of the world ever built till present. A hull longer than the Empire State Building is tall, was launched in South Korea in December 2013. Measuring 488 m (1,601 ft) long and 74 m (243 ft) wide, the hull belongs to Shell’s Prelude floating liquefied natural gas (FLNG) facility, which is the largest floating facility ever built. More than 260,000 tonnes of steel is used in its construction. In operation, it would weigh more than 600,000 tonnes; more than five times the weight of the largest aircraft carrier.
SOURCE : WODERSLIST
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https://www.shipsnostalgia.com/media/esso-atlantic.257808/
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ESSO ATLANTIC
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[
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[
"Fairfield"
] |
2011-10-11T08:37:54-04:00
|
One of their really big ones in recent years.
|
en
|
https://images.platforum.cloud/icons/shipsnostalgia_comx32.ico
|
Ships Nostalgia
|
https://www.shipsnostalgia.com/media/esso-atlantic.257808/
|
Esso Atlantic and sister ship Esso Pacific at 508.3 KDWT were the largest vessels ever built for Exxon entering service in 1977. This was to be short lived as the oil crisis and freight rates in the early 1980's forced Exxon to lay-up these vessels in Aalesund, Norway, where they remained for several years. Many other oil majors did likewise with their huge fleets of U/VLCC's. When re-activated in the mid 1980's both vessels were sold to Hellespont. I was fortunate to be C/O on the Esso Cardiff in 1977 when we carried-out 3 lighterings from the Esso Atlantic in Lyme Bay on her first voyage to Europe. An interesting huge vessel which made VLCC's appear small? I've got some photos of her somewher, will have to dig them out as they clearly show the size of pipelines and manifolf valves.
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https://www.yumpu.com/en/document/view/48352321/reference-list-shipbuilding-since-1990-valve-remote-control-
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en
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Reference list, Shipbuilding since 1990 VALVE REMOTE CONTROL ...
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Reference list, Shipbuilding since 1990 VALVE REMOTE CONTROL ...
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en
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yumpu.com
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https://www.yumpu.com/en/document/view/48352321/reference-list-shipbuilding-since-1990-valve-remote-control-
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Attention! Your ePaper is waiting for publication!
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https://www.freytworld.com/news/did-you-know-the-world-s-shipping-industry-is-home-to-some-of-the-longest-vessels-ever-built/
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en
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Did you know? The world's shipping industry is home to some of the longest vessels ever built!
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[
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] | null |
[
"May Llave"
] |
2024-01-26T10:21:13+00:00
|
As the fourth quarter approaches, the freight forwarding industry faces
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en
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Freyt World
|
https://www.freytworld.com/news/did-you-know-the-world-s-shipping-industry-is-home-to-some-of-the-longest-vessels-ever-built/
|
It is truly remarkable that some of the biggest manufactured vehicles are ships. These enormous vessels can stretch over a quarter mile in length and stand hundreds of feet tall. While the normal ship length is under 500 feet, record-breaking ships test the limits of marine design. Building such massive ships is an achievement in planning, engineering, and teamwork.
The world’s largest ships currently in use are transport container ships approximately 400 meters (1312.34 ft) long and 60 meters wide. To put things into perspective, these mega-ships are considerably longer than famous landmarks like the Eiffel Tower or Empire State Building when laid end-to-end. The tallest ships rise higher above the water than the Niagara Falls. Undoubtedly, these giants of the seas represent the height of our ability to construct functional floating structures.
One important limitation on the size of a vessel is the size of the canals they must pass through during voyages (SF Fig. 8.6). Several major canals allow ships to pass between distant ocean basins. The Panama Canal connects the Atlantic and Pacific Ocean basins by cutting through a narrow strip of land in Panama. Before the Panama Canal was completed in 1914, ships traveling between Atlantic and Pacific Ocean basins needed to sail around the southern tip of South America. Similarly, the Suez Canal links the Mediterranean Sea and Red Sea. The Saint Lawrence Seaway links Montreal, Canada, to Lake Superior. The largest modern ships cannot pass through the Panama Canal. Only ships less than 295 meters (967.85 ft) in length and 32 meters in width can fit through the tightest parts of the canal.
Here are just some of the longest ships that have ever been in operation.
Mærsk McKinney Møller
The Mærsk McKinney Møller, at 400 meters (1312.34 ft) long, is among the world's longest ships. It is the first in Maersk's Triple E class, the company's most energy-efficient ships. The Triple E class is owned by A.P. Moller-Maersk and operated by Maersk Line. The Mærsk McKinney Møller is 59 meters wide and 73 meters high, with a cargo capacity of 18,000 twenty-foot equivalent units and a maximum cargo weight of 165,000 metric tons. Launched in February 2013 and christened in June 2013, up to 20 ships in this series have been ordered.
Emma Maersk
Another example of such a colossal ship is the Emma Maersk, measuring 396.85 meters (1302 ft) in length and 59.13 meters in width. The ship boasts impressive features to match its massive size. With a capacity of 15,000 TEU (20 ft equivalent unit) containers, it stands among the largest cargo carriers globally. To handle such an enormous cargo load, the ship is equipped with a Wärtsilä-Sulzer 14RTFLEX96-C diesel engine that generates 97,000 horsepower. This is the largest marine diesel engine ever constructed. When fully loaded, the Emma Maersk displaces 165,000 tons of water, equivalent to the weight of 300 blue whales. Surprisingly, this gigantic ship only requires a crew of 13, plus 5 supercargo workers to oversee cargo operations. Advanced automation makes this minimal crew possible.
Seawise Giant
The Seawise Giant, also known as the Jahre Viking, held the record for the longest ship in the world for over two decades. This massive supertanker measured an astounding 1,504 feet (458.42 m) in length and 226 feet (68.89 m) in width. When it was originally built in 1979 by Sumitomo Heavy Industries Ltd, it had a record-breaking capacity of 564,763 deadweight tonnage (DWT).
At the time, the Seawise Giant was the largest ship ever constructed. It served as an ultra-large crude carrier (ULCC), transporting oil between the Middle East and Europe. The enormous size allowed it to carry over 3 million barrels of crude oil in a single voyage.
The Seawise Giant held on to the record of the world's longest ship for over two decades between 1979 to 2004, until being surpassed by the Emma Maersk. After serving as an FSO, the historic vessel was sold for scrap in 2009, bringing an end to its reign as the largest ship on the oceans.
Prelude FLNG
The Prelude FLNG facility, operated by Shell, is one of the longest ship in service at 1,601 feet (487.98 m) in length. As a floating liquefied natural gas platform, it is also the largest offshore facility ever constructed.
The Prelude FLNG, built in South Korea, has an annual LNG production capacity of 3.6 million tons and can produce 5.3 million tons of liquids. It has been operating off the coast of Australia since 2017, with the aim of monetizing previously stranded natural gas resources.
TI Class supertankers
The TI Class supertankers, constructed in 2002 and 2003, are the largest double-hull oil tankers ever built. These vessels, measuring 1,247 feet (380.09 m) in length and with a deadweight tonnage of 441,893 long tons, carried up to 3.2 million barrels of oil each.
However, due to their massive size and the low demand for oil at the time, the TI Class supertankers were uneconomical to operate. This led to the scrapping of three out of the four vessels that were originally built. Their great size brought efficiencies in principle, but the weak economics in the oil shipping market at the time meant they could not be profitable, despite their record-breaking dimensions.
While briefly holding the record for size, the unsuccessful TI Class experiment showed that giant ships still need favorable market conditions to be practical. Their construction represents an ambitious push for economies of scale that exceeded practical demand. The event highlights the difficult balance in building mega-ships - they can enable great efficiencies but require the economics and infrastructure to match their scale.
CSCL Globe
The CSCL Globe, operated by China Shipping Container Lines, measures at 1,312 feet (399.9 m) in length. Launched in 2014, it was the first ship to exceed 400 meters (1312.34 ft) in length. With a carrying capacity of 19,100 TEU, the CSCL Globe is one of the largest container ships in terms of capacity. Its size and efficiency allow it to transport export goods from China to Europe in a single trip, providing a faster and more efficient route for China's export industry. The CSCL Globe's massive size gives it economies of scale, allowing each container to be shipped at a lower cost than on smaller vessels. This has supported China Shipping Container Lines' competitive advantage in the Asia-Europe container route.
Barzan LNG Carrier
One of the longest ships currently in operation is the Barzan LNG Carrier, a Qatari-owned LNG carrier measuring 1,215 feet (370.33 m) in length and 213 feet (64.92 m) in width. With a cargo capacity of 266,000 cubic meters, the Barzan specializes in transporting liquefied natural gas from Qatar's North Field to global markets.
Equipped with a reliquefaction system, the Barzan maximizes the amount of LNG that can be transported while reducing methane emissions. Its massive size allows it to achieve economies of scale and efficiently deliver large quantities of LNG around the world in a single trip. The Barzan exemplifies how LNG carriers have grown to unprecedented lengths in order to meet the rising global demand for natural gas.
Esso Atlantic
The Esso Atlantic, built in 1977, held the record as one of the longest ships in the world at 1,371 feet (417.88 m) in length. It served as an ultra large crude carrier for Exxon, transporting oil between the Middle East and Europe. As one of the largest ships sailing the seas, the Esso Atlantic garnered significant attention. During its time, it represented the cutting edge in shipbuilding and maritime engineering.
However, despite its massive size and capacity, the Esso Atlantic eventually became uneconomical to operate. With its operating costs high compared to newer vessels, the Esso Atlantic was taken out of service by Exxon in 1998. After over two decades as one of the longest ships ever built, the Esso Atlantic was eventually dismantled at a shipbreaking yard in India.
Pierre Guillaumat
The Pierre Guillaumat, which sailed from 1979 to 2003, held the record for the world's longest ship for over two decades. During this time, it transported crude oil between the Middle East and European ports. Measuring 1,320 feet (402.34 m) in length, the Pierre Guillaumat could carry a whopping 553,611 tons of cargo on each voyage across the seas.
Despite being such a mammoth of a vessel, the ship required a surprisingly small crew of just 44 for normal operations due to a high degree of automation on board.
After 24 years of service spanning from 1979 to 2003, the Pierre Guillaumat was scrapped. Advances in shipbuilding meant newer tankers were more efficient, and the ship had become too costly to run. The grand ship was eventually dismantled in India in 2003, closing the chapter on the world's longest ship for over two decades.
The world's biggest ships demonstrate incredible engineering and innovation in shipping. From container ships to oil tankers and LNG carriers, shipbuilders continue to push the boundaries of size and capacity. What could ship sizes reach next? Some expect container ships could eventually exceed 518.16m (1700 ft) long and 25,000 TEU capacity. LNG carriers and oil tankers will likely grow too. Shipping economics and port restrictions will determine how big ships can realistically become. One thing is certain - naval architects and marine engineers will keep innovating to build the largest ships the world has ever seen.
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Hampton Roads Naval Museum: USS Santee: The Fleet Oiler that Became an Aircraft Carrier
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[
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[
"Laura Orr"
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The artifact, history, and event blog for the United States Navy's Hampton Roads Naval Museum. Located in Norfolk, Virginia.
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https://hamptonroadsnavalmuseum.blogspot.com/favicon.ico
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https://hamptonroadsnavalmuseum.blogspot.com/2022/09/uss-santee-fleet-oiler-that-became.html
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USS Santee (AO 29) underway in Hampton Roads, Norfolk, Virginia, 99 days prior to entering Norfolk Naval Shipyard (NNSY) to be converted to aircraft carrier (NNSY)Flight deck of USS Santee showing SBD-3 Dauntlesses and Wildcats with Torch markings near the fuselage stars (NHHC)Map of objective area, Safi, Morocco (History of the U.S. Navy in WWII, Samuel Eliot Morison)LCDR John Thomas Blackburn being returned to USS Santee in a coaling bag by highline on November 11, 1942, after spending 64 hours in the ocean after a crash (NHHC)
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https://military-history.fandom.com/wiki/MV_C.O._Stillman
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en
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MV C.O. Stillman
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2024-08-14T13:00:00+00:00
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MV C.O. Stillman was an oil tanker that was built by a German shipyard in 1928 for a Canadian-based shipping company. A Panamanian subsidiary of Esso bought her at the end of 1936 and she was sunk by a German submarine in the Caribbean in 1942. C.O. Stillman is notable for having been the...
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en
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/skins-ucp/mw139/common/favicon.ico
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Military Wiki
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https://military-history.fandom.com/wiki/MV_C.O._Stillman
|
MV C.O. Stillman was an oil tanker that was built by a German shipyard in 1928 for a Canadian-based shipping company. A Panamanian subsidiary of Esso bought her at the end of 1936 and she was sunk by a German submarine in the Caribbean in 1942.
C.O. Stillman is notable for having been the World's largest oil tanker:[2] a record that she held throughout her 14-year career.
International Petroleum Co[]
Bremer Vulkan of Bremen-Vegesack in northern Germany built C.O. Stillman, completing her in February 1928.[2] Her layout was conventional for her era, having separate midships and aft accommodation blocks, her bridge being on the midships block and her single funnel rising from her after block.[4]
She was named after James Stillman, who was chairman of National City Bank and invested with partners including William Rockefeller of Standard Oil.[1] She was built for the International Petroleum Company of Toronto, which owned her for her first eight years.[2]
Panama Transport Co[]
On 31 December 1936 International Oil sold C.O. Stillman to Panama Transport Co,[2] which was a subsidiary of Standard Oil of New Jersey. She underwent repairs at Rotterdam and then on 24 March 1937 her new owner transferred her registration from Britain to the Panamanian flag of convenience.[2]
C.O. Stillman had a German crew Until 20 August 1939, when it was replaced with a US crew.[2] When the Second World War broke out at the beginning of September 1939 C.O. Stillman was loading oil in Aruba, which she delivered to Quebec on 21 December.[2] On 30 October she sailed from Cartagena, Colombia with a cargo of oil bound Le Havre, France.[2] En route she docked at Newport News, Virginia for repairs.[2] On 4 November the Neutrality Act of 1939 became US law and on 9 November C.O. Stillman's US crew was replaced with a Danish one.[2] She sailed to Halifax, Nova Scotia, joined an eastbound transatlantic convoy and reached Le Harvre on 22 December.[2]
C.O. Stillman then recrossed the North Atlantic and switched to carrying oil from Aruba to New York and fresh water on her return voyages to Aruba.[2] From 12 August 1940 she had a US crew again,[2] and after the United States declaration of war upon Japan on 8 December 1941 her complement was supplemented with eight United States Navy Armed Guards.
Sinking[]
At approximately 6 a.m. on 4 June 1942 C.O. Stillman sailed from Aruba, unescorted but in company with another Standard Oil tanker, SS L.J. Drake.[5] As well as her 47 crew and eight guards, C.O. Stillman was carrying three workaway crewmen from other tankers.[2]
Stillman made 9.5 knots (17.6 km/h) but L.J. Drake made only 9 knots (17 km/h) and fell behind.[5] C.O. Stillman was blacked out in accordance with wartime orders and at dusk the two ships lost visual contact.[5] On 5 June the Type IXC German submarine U-68 hit L.J. Drake with three torpedoes, sinking her with all hands in only 45 seconds.[6] At 1900 hrs C.O. Stillman received coded messages warning her that enemy submarines were in the area, so at 2000 hrs she altered course to 95 degrees.[5]
At about 2115 hrs C.O. Stillman was about 41 nautical miles (76 km) southwest of Isla de Mona[5] between Puerto Rico and the Dominican Republic when U-68[7] hit her with a torpedo on the ship's starboard side abaft her midships accommodation block.[5] Third Officer Joseph Winters sounded the general alarm and the Master, Daniel Larsen, telegraphed the engine room to stop engines.[5] The explosion destroyed the No. 1 lifeboat amidships and started a fire that rendered the ship impossible to manoeuvre, made the escape ladders abaft the bridge unusable and made it impossible to approach the No. 2 lifeboat.[5] The crew released the starboard forward life raft but it drifted too close to the fire to be used.[5] They released the port forward life raft but it fouled and became stuck.[5] However, the crew at the after accommodation block managed to launch the No. 3 and No. 4 lifeboats and a liferaft.[5]
The three workaways and a US Navy coxswain were trapped in the midships accommodation block but managed to escape by using an axe to break a louvre covering a porthole.[5] The personnel trapped amidships eventually found an opening through the fire, through which they escaped to the after accommodation block.[5] At about 2135 hrs First Officer Harry Bansen and Captain Larsen were trying to launch the work-boat when U-68[7] hit the ship with a second torpedo, again on the starboard side but further aft.[5] It exploded between the engine room and the crossbunker tank, showering the crew with bunker oil.[5]
The ship now sank more rapidly. Men jumped overboard or slid down ropes into the sea, while Captain Larsen remained until the water rose knee deep on the main deck until he had seen that everyone on deck had got clear.[5] C.O. Stillman settled by the stern, her bow rose vertically and she sank within two or three minutes of the second torpedo hitting her.[8]
Survival and rescue[]
The survivors were distributed between two lifeboats and two life rafts, all separated from each other.[8] Three men had been lost: Second assistant engineer Laurence Finn, pumpman George Wickline and able seaman John Lane.[9]
There were 17 survivors aboard the No. 3 boat and 13 aboard the No. 4 boat.[8] The next morning both boats set sail for the Dominican Republic.[8] No. 3, whose most senior occupant was the Chief engineer, Fred Lewis, landed at Boca de Yuma,[8] which is almost at the easternmost tip of Hispaniola. No. 4, whose most senior occupant was the First assistant engineer, Laurence Moore,[8] landed at La Romana,[9] which is on the south coast slightly further west.
Larsen's raft contained 20 survivors.[8] They sighted an empty raft, paddled to it and redistributed themselves between the two rafts, then lashed the two together for the night.[8] At dawn on 6 June they sighted two more rafts: an empty one nearby and one further away with five survivors.[8] They paddled to the empty raft and lashed the three rafts together,[8] but the raft with the five survivors was too far to reach. The rafts then drifted throughout 6 June and into the morning of 7 June.[8] A United States Army aircraft sighted the three linked rafts at about 1100 hrs and returned in the late afternoon to guide United States Coast Guard 83-foot patrol boat 83310 (formerly CG 460) from San Juan, Puerto Rico, which reached the rafts just before dusk.[8] The five survivors in the fourth raft had used up their distress flares during the day and were unable to signal their position, but the patrol boat searched for and eventually found them and their raft at about 2100 hrs.[8] The patrol boat had now rescued 25 survivors, which it then landed at Ponce, Puerto Rico at 0500 hrs on 8 June.[8]
Five of the survivors who sailed to the Dominican Republic were US Navy Armed Guards.[9] The 25 who were civilian crew were repatriated on a Pan American World Airways flight from Cuidad Trujillo to Miami.[9] The 25 survivors rescued by the US Coast Guard sailed home from Puerto Rico on the Clyde-Mallory Lines passenger ship[7] SS Seminole, which landed them at Tampa, Florida on 26 June.[8]
Notes[]
References[]
Esso (1946). Ships of the Esso Fleet in World War II. Standard Oil Company of New Jersey. pp. 261–264. http://www.armed-guard.com/cstill.html.
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http://oceania.pbworks.com/Japanese-shipyards
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Japanese shipyards
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http://oceania.pbworks.com/w/page/8465277/Japanese%20shipyards
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If you are citizen of an European Union member nation, you may not use this service unless you are at least 16 years old.
You already know Dokkio is an AI-powered assistant to organize & manage your digital files & messages. Very soon, Dokkio will support Outlook as well as One Drive. Check it out today!
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1857
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https://engineerine.com/biggest-ships-in-the-world/
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en
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Top 15 Biggest Ships Ever Built In The World 2023
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2022-10-31T20:10:53+00:00
|
The largest ships in the world include oil tankers, freight carriers, and cruise liners. These enormous machines are engineering feats that are responsible for moving a large fraction of the world's products and people. Seeing
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en
|
Engineerine
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https://engineerine.com/biggest-ships-in-the-world/
|
The largest ships in the world include oil tankers, freight carriers, and cruise liners. These enormous machines are engineering feats that are responsible for moving a large fraction of the world’s products and people.
Seeing one of these supertankers up close for the first time is an eye-opening experience, revealing the incredible manufacturing and design processes that went into its creation.
Here, we’ll take a look at the 15 largest ships in the world and talk about what makes them so impressive. There is a chance it’s a cruise ship, oil tanker, or cargo ship.
Let’s first determine how huge these ships really are. Normally, we don’t work with measurements this big. It’s challenging to comprehend these enormous sums. So let’s utilize a sizing chart to help us comprehend better. The graphic below shows the largest ship in the world next to some of the world’s most well-known landmarks to give you some perspective on its sheer scale.
Many of us have experienced the thrill of standing at the foot of the Eiffel Tower in Paris or the Empire State Building in New York and staring up in wonder. The “wow factor” is the same when visualizing the grand size of the world’s largest ship.
Check out the image below-
The image above compares the size of the largest ship in the world with popular monuments like Empire State Building, Eiffel Tower, Great Pyramids, etc. You can clearly see that the ship surpasses the height of the Eiffel Tower, Empire State as well as Petronas Towers.
But before moving ahead with ships, let’s see how many types of ships there are.
Types of Ships
There are various types of ships serving different purposes. Mainly classified into the following types:
1. Container Ships
2. Bulk Carrier
3. Tanker Ships
4. Cruise Ships
5. Naval Ships
6. Ultra Large Crude Carrier
7. Special Purpose Ships
The 15 largest ships in the world are highlighted here. The article ranks all the ships and classes of ships based on their overall length, irrespective of their type and category.
Overall length – This is the maximum length of the vessel measured between the extreme points.
With each, a number of useful metrics are supplied. Explore metrics like a beam, capacity, passenger, decks, draught, year of construction, cost, and many others.
The Quantum Class Ships (348 m)
As they are the smallest ships on this list, we will start with Quantum Class ships. The Quantum Class cruise ships from Royal Caribbean are among the fleet’s newest and most advanced vessels. They are jam-packed with popular activities, offer a variety of eating options, and have the technology installed all around the ships.
The Quantum Class of Royal Caribbean cruise ships was created to advance with its cutting-edge design and onboard activities. “RipCord by iFLY,” a skydiving simulator housed in a recirculating indoor recreational vertical wind tunnel, is a brand-new feature on the Quantum class. The “North Star” observation tower, which is situated at the forward end of the top deck, is another addition to the Quantum class.
Royal Caribbean has five Quantum Class cruise ships –
The Quantum of the Seas
The Anthem of the Seas
The Ovation of the Seas
The Spectrum of the Seas
The Odyssey of the Seas
Specification
The Oasis Class Ships (360-362 m)
Five cruise ships from Royal Caribbean International belong to the Oasis class. Oasis of the Seas and Allure of the Seas, the first two ships in the class, were delivered by STX Europe Turku Shipyard in Finland in 2009 and 2010, respectively. The STX France-built Harmony of the Seas, the third ship in the Oasis class, was delivered in 2016, while Symphony of the Seas, the fourth ship, was finished in March 2018. The fifth Oasis-class ship, Wonder of the Seas, entered service in March 2022.
Every Oasis Class cruise ship offers experiences for every type of traveller, whether you’re looking forward to an exhilarating escape with a group that spans multiple generations or a sun-drenched lovers’ retreat boosted by world-class dining and electrifying nightlife.
The Oasis-class ships are now the largest and longest passenger ships in the world, surpassing the older Freedom-class vessels. Oasis of the Seas is around 70,000 tonnes heavier and 8.5 m (28 ft) broader, with a gross tonnage of 225,282. Over 5,400 to 6780 passengers can board a ship of the Oasis class.
Specification
Valemax Ships (360-362 m)
The Brazilian mining corporation Vale S.A. owns or charters a fleet of very large ore carriers (VLOC) called Valemax ships to transport iron ore from Brazil to ports in Europe and Asia.
The ships are capable of between 380,000 and 400,000 tonnes deadweight, and they conform to the Chinamax standard for ship dimensions, which sets limits on draught and beam. When comparing deadweight tonnes or overall length, Valemax ships are the longest bulk carriers ever built and among the longest ships of any kind still in operation.
Vale Brasil, the first Valemax ship, was delivered in 2011. Originally, it was anticipated that all 35 of the first series’ ships would enter service by 2013; however, the final ship did not arrive until September 2016.
Specification
TI Class Ships (380 m)
The supertanker ships in the TI class, where “TI” stands for the Very Large Crude Carriers (VLCC) tanker pool operator Tankers International, are the TI Africa, TI Asia, TI Europe, and TI Oceania. The ULCCs (ultra-large crude carriers) in this class was the first to be constructed in 25 years.
All four oil tankers were built by Daewoo Shipbuilding & Marine Engineering in Okpo, South Korea, for the shipping business Hellespont Group, and they all went into service between March 2002 and April 2003. The initial names of the vessels were Hellespont Tara, Hellespont Alhambra, Hellespont Fairfax, and Hellespont Metropolis.
Specification
Berge Emperor (381.82 m)
Mitsui constructed the supertanker Berge Emperor in Japan in 1975. She was among the world’s longest ships at 391.83 m (1,285.5 ft). She was introduced on August 30, 1975.
Bergesen d.y. & Co. owned the ship, which was later sold to Maastow BV and given the new name Emperor. On March 30, 1986, the ship was destroyed at Kaohsiung, Taiwan.
This ship is made up of two vessels, the Berge Emperor and Berge Empress, with a combined length of 381.82 m.
Specification
Nai Superba and Nai Genova (381.92 m)
The Ultra Large Crude Carriers (ULCC) Nai Superba and Nai Genova were introduced in 1978. At the Eriksbergs Mekaniska Verkstads AB shipyard in Goteborg, Sweden, they were created. They were some of the final ships constructed there until it was shut down in 1979 as a result of financial difficulties that had started when Japanese shipyards started to exercise some sort of dominance within the sector.
The steam-powered Nai Superba and Nai Genova had a length of 381.81 m (1250 ft), a deadweight tonnage of 409,400, and a gross tonnage of 188,947 GT. Their beam was slightly less than 63.4 m (208 feet).
They carried chemicals to ports all over the world, despite their initial reputation as oil tankers. They were offered for sale numerous times between 1985 and 1997 despite their adaptability. In 2000 (for Nai Genova) and 2001, the tragic decision to scrap them was decided following three more years of economic hardship (for Nai Superba).
Specification
Pioneering Spirit (382 m)
The Allseas Group’s catamaran crane vessel Pioneering Spirit was built for the single-lift installation and removal of substantial oil and gas platforms as well as the installation of record-weight pipelines. The 382 m (1,253 ft) long and 124-m (407 ft) broad ship is the largest ship by gross tonnage and, as of 2022, the largest floating sheerleg.
It cost €2.6 billion to construct in 2013 in South Korea by Daewoo Shipbuilding & Marine Engineering. It started operating offshore in August 2016.
Specification
Ever G- Class Ships (399.96 m)
11 container ships in the Evergreen G class were created by Imabari Shipbuilding in Japan for Evergreen Marine. These vessels can theoretically carry up to 20,124 to 20,388 twenty-foot equivalent units (TEU).
All 11 of the ships are leased by Evergreen Time from Shoei Kisen Kaisha, an Imabari Shipbuilding leasing company. The Ever Golden, a ship with a 20,338 TEU capacity, was delivered on March 30, 2018.
11 ships, in particular: Ever Golden, Ever Gifted, Ever Glory, Ever Globe, Ever Goods, Ever Given, Ever Grade, Ever Genius, Always Kind, Always Govern, Always Greet
Specification
MSC Class Ships (400 m)
Gianluigi Aponte created the worldwide shipping company Mediterranean Shipping Company SA (MSC) in Italy in 1970; its head office has been in Switzerland since 1978. The business is active in all significant ports across the world.
In 2022, MSC is operating 570 container ships with a 3,920,784 twenty-foot equivalent unit intake capacity (TEU). Also, its MSC Cruises section specializes in vacation cruises.
Many of the container ships on this list are of the MSC class. These ships are of the same size and construction. MSC Diana, MSC Ingy, MSC Sloane, MSC Mirjam, MSC Rifaya, and MSC Leanne are a few notable examples.
Specification
MOL Triumph ships (400 m)
Six container ships in the Triumph class are currently being used by the Japanese shipping business Ocean Network Express (ONE). The ships may theoretically carry up to 20,182 TEU.
Mitsui O.S.K. Lines (MOL) placed the order for the ships in 2015. Samsung Heavy Industries in South Korea constructed four ships. The remaining two are chartered from Shoei Kisen Kaisha and were constructed in Japan by Imabari Shipbuilding.
The MOL Triumph, MOL Trust, MOL Tribute, and MOL Tradition are the class’s principalships.
Specification
Barzan Ships (400 m)
Barzan is an ultra-large container ship. It is the first of a set of six 18,800 TEU container ships that the United Arab Shipping Company has built in South Korea (UASC). It was one of the world’s largest cargo ships as of 2015. It emits much fewer carbon emissions than container ships of the Maersk Triple E class, claims the maker.
Some major names are – Al Muraykh, Al Nefud, Al Zubara, Al Dahna, and Tihama.
Specification
Ever A- class Ships (400 m)
Ever G class was discussed above, and now it’s time for A class. 13 container ships in the Evergreen A class are being constructed for Evergreen Marine. The largest ships are the biggest container ships in the world, with a maximum theoretical capacity of about 23,992 TEU. Samsung Heavy Industries is constructing six ships in South Korea. China State Shipbuilding Corporation (CSSC) will construct a further seven at two shipyards in China.
The Ever Ace, which transported 21,710 TEU of containers from Yantian to Europe, holds the record as of 2022 for the most containers loaded aboard a single ship.
Specification
Esso Atlantic-class supertankers (406.57 m)
The two ships of the Esso Atlantic class, Esso Atlantic and Esso Pacific, were two of just seven vessels in maritime history to exceed 500,000 tonnes deadweight.
The ships could not pass through the English Channel, Suez Canal, or Panama Canal when fully loaded due to their 25.3 m (83 ft) fully laden draught when at sea.
Specification
Batillus Class Ships (414.22 m)
Four ships of this type were constructed between 1976 and 1979 in France, where the Batillus-class supertankers were a class of supertanker ships built in the late 1970s. After less than ten years of the oil transport operation, three of the ships were scrapped, and the fourth was scrapped in 2003.
All four tankers were constructed at Saint Nazaire, France’s Chantiers de l’Atlantique shipyards, in the Bassin C dock.
The four ships in the Batillus-class were only surpassed by the supertanker Sea-wise Giant in terms of length overall or deadweight tonnage while being the largest ships ever built by gross tonnage up until Pioneering Spirit.
Ships in this class are –
Batillus, built in 1976, was scrapped in 1986.
Bellamya, built in 1976, was scrapped in 1986.
Pierre Guillaume was built in 1977 and scrapped in 1983.
Prairial, built in 1979, was scrapped in 2003.
Specification
Sea-wise Giant (458.45 m)
The longest self-propelled ship in history, the Seawise Giant was a ULCC supertanker constructed by Sumitomo Heavy Industries in Yokosuka, Kanagawa, Japan, between 1974 and 1979. She possessed the highest recorded deadweight tonnage. Her displacement at full load was 657,019 tonnes.
With a weighted draw of 24.6 m (81 ft), she was the heaviest self-propelled ship of any kind and was unable to pass through the English Channel, the Suez Canal, or the Panama Canal. She is typically regarded as the largest self-propelled vessel ever constructed. The Floating Liquified Natural Gas installation Shell Prelude (FLNG), a monohull barge designed 488 m long and 600,000 tonnes displacement, surpassed her overall length by 30 m (98.4 ft) in 2013. Ljungström turbines were used to power the Seawise Giant’s engines.
Numerous names, including Oppama, Happy Giant, Jahre Viking, Knock Nevis, and Mont, are emblazoned on the oil ship.
During the Iran-Iraq War in 1988, she was sunk but was eventually rescued and put back into service. In 2004, the ship was modified to become a floating storage and offloading unit (FSO), and it is currently moored at the Al Shaheen Oil Field in the Persian Gulf, off the coast of Qatar.
Specification
Results
So these are the top 15 ships and classes of ships on our list. We can also compare them with each other on various parameters.
Top 3 ships with the highest Gross tonnage
Gross tonnage is a nonlinear measure of a ship’s overall internal volume. It should be confused with measures of mass or weight, such as deadweight tonnage or displacement.
Pioneering Spirit currently holds the first position in this segment, having the highest gross tonnage among all the ships on this list. It is a crane vessel with 403,342 GT.
The second position is held by Batillus class of ships. Four ships belonging to this class have the following measure of gross tonnage –
Bellamya – 275,276 GT
Batillus – 275,268 GT
Pierre Guillaumat and Prairial – 274,838 GT
The third position is held by the largest ship that existed ( by length), Sea-wise Giant, with a gross tonnage of 260,941 GT.
Top 3 ships in terms of Beam
Beam – The overall width of the ship measured at the widest point of the nominal waterline.
In this section also, Pioneering Spirit maintains the lead with a beam of 124 m (406.82 ft), the widest ship in the world.
Second place is held by Esso Atlantic-class supertankers with a beam of 71 m (232.9 ft).
Sea-wise Giant, on the other hand, held the same position as above – Third place with a beam of 68.6 m (225 ft).
With this, we wrap up our list of the world’s biggest ships by the length that ever existed or are existing on this planet.
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Maritime Reporter Magazine November 1983, 66 page
|
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CONTAINER SHIPS REFERENCE in the engineering of new-generation container ships, Hitachi zosen brings efficiency, safety and economy to the forefront.
|
https://magazines.marinelink.com/Magazines/MaritimeReporter/198311/page/68
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CONTAINER SHIPS REFERENCE in the engineering of new-generation container ships,
Hitachi zosen brings efficiency, safety and economy to the forefront.
Hitachi Zosen's world famous, proven shipbuilding technology is now being applied to build a new generation of container ships that not only offers a greater load-carrying capacity, but improved labour efficiency, safety and economy as well.
Recently completed and delivered to the owners in Japan, the ultra-efficient 36,375 gross ton container ship "SHIN-BEISHU
MARU" (1,680 TEU, about 14 tons/container) typifies how Hitachi Zosen is always working to meet the growing demand for efficient shipping.
The "SHIN-BEISHU MARU" features a hull, engine and auxiliary equipment specifically designed to carry containers economically and efficiently.
The hull is designed for economical navigation at high speed — a bulbous bow enables greater speed with a minimum increase in main engine horsepower, and a bulged stern reduces hull vibration.
The machinery section is equipped to enable unattended operation of the engine room around the clock. Only 18 crew members are needed to run the ship efficiently.
And, for super-rationalized operation at the bridge, the control section is equipped with satellite navigation equipment, automatic steering equipment and a maritime satellite communications system. "SHIN-BEISHU MARU" is a prime example of how Hitachi Zosen's innovative technology carries the efficiency of new-generation container ships ever higher. Our technology can also build a new-generation container ship having the high performance you require.
Now more than ever, it's Hitachi Zosen for container ships that will meet your shipping needs at present, and far into the future.
For more information, contact Hitachi Zosen or the overseas representative nearest you.
Hitachi Zosen will be participating in the SNAME (2nd International Maritime
Exposition). Our booth numbers will be 227 and 229.
We build industries
The name of Hitachi Shipbuilding & Engineering Co., Ltd. was changed to Hitachi Zosen Corporation on July 1st, 1982. Hitachi Zosen
HITACHI ZOSEN CORPORATION
HITACHI ZOSEN INTERNATIONAL, S.A.: London: Winchester House. 77 London Wall, London, EC2N 1BQ, England Phone: 01-628-3891/8 Telex: 887873/884009 Greece: 98-B Filonos Street, Piraeus. Greece Phone: 452-7548/9 Telex: 212943
HITACHI ZOSEN U.S.A. LTD.: New York: 345 Park Avenue, New York, N.Y. 10154 U.S.A. Phone: 212-355-5650 Telex: 232036A, 232036B, 12 6582,710 581 6099 Houston: Suite 3080, Two Allen Center, 1200 Smith Street, Houston, Texas 77002 U.S.A. Phone: 713-658-0136/8 Telex: 6868224, 203134, 775038
HITACHI ZOSEN CORPORATION: 1-1-1 Hitotsubashi, Chiyoda-ku, Tokyo. Japan Phone: 213-6611 Telex: J22363. J24490 OVERSEAS OFFICES 4 SUBSIDIARIES: Oslo: Raadhusgaten 4, Oslo 1, Norway Phone: 2-4112 75Telex: 76934 Diisseldorf: Grat
Adolf Strasse 24, Diisseldorf, West Germany Phone 0211 (DUES) 133011- 4 Telex. 8587231 Beijing: Rm. No 6046, Bei|ing Hotel, Dong Chang An Jie. Bei|ing, China Phone: 55-8331, 55-2231 EXT 6046 Telex: 22519 Hitachi Zosen Engineering Singapore (Re.) Ltd.:
UOB Building, 325 Boon Lay Place, Jurong, Singapore 2262 Phone 264 1344 Telex: RS21999 Hitachi Zosen Company (HK) Limited: Rm. 1007-1009, Tak Shmg House, 20 Des Voeux Road, Central, Hong Kong Phone: 5-223350, 5-220597 or 5-246237 Telex: 73648
Hitachi Zosen Industria Pesada Limitada: Rua Mexico 90, Grupo 510, Rio de Janeiro RJ. Brasil Phone: 240-9098, 240 9047 Telex. 2122904 72 Write 271 on Reader Service Card Maritime Reporter/Engineering News
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https://oilandgasfacts.wordpress.com/2014/11/08/the-top-10-largest-oil-tankers-ever-built/
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The Top 10 Largest Oil Tankers Ever Built
|
http://norskeskip.no/Berge%20Empress-01.jpg-for-web-large.jpg
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http://norskeskip.no/Berge%20Empress-01.jpg-for-web-large.jpg
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10. Berge Empress DWT: 423.745 Length: 381.82 m / 1,252.7 ft Builder: the Mitsui Group, Japan Years in Service: 1976-2004 9. Berge Emperor DWT: 423.745 Length: 381.82 m / 1,252.7 ft Builder: the Mitsui Group, Japan Years in Service: 1976-1986 8. The TI Class (TI Africa, TI Asia, TI Europe, and TI Oceania) DWT: 441,893 Length: 380 m / 1,247 ft Builder: Daewoo Shipbuilding & Marine…
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https://s1.wp.com/i/favicon.ico
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Oil and Gas Facts
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https://oilandgasfacts.wordpress.com/2014/11/08/the-top-10-largest-oil-tankers-ever-built/
|
10. Berge Empress
DWT: 423.745
Length: 381.82 m / 1,252.7 ft
Builder: the Mitsui Group, Japan
Years in Service: 1976-2004
9. Berge Emperor
DWT: 423.745
Length: 381.82 m / 1,252.7 ft
Builder: the Mitsui Group, Japan
Years in Service: 1976-1986
8. The TI Class (TI Africa, TI Asia, TI Europe, and TI Oceania)
DWT: 441,893
Length: 380 m / 1,247 ft
Builder: Daewoo Shipbuilding & Marine Engineering, Okpo-dong, South Korea
Years in Service: In Service
7. Esso Pacific
DWT: 516,421
Length: 406.57 m / 1,333.9 ft
Builder: Hitachi Zosen Corporation, Japan
Years in Service: 1977-2002
6. Esso Atlantic
DWT: 516,891
Length: 406.57 m / 1,333.9 ft
Builder: Hitachi Zosen Corporation, Japan
Years in Service: 1977-2002
5. Bellamya
DWT: 553,662
Length: 414.22 m / 1,359.0 ft
Builder: Chantiers de l’Atlantique at Saint-Nazaire, France
Years in Service: 1976-1986
4. Batillus
DWT: 553,662
Length: 414.22 m / 1,359.0 ft
Builder: Chantiers de l’Atlantique at Saint-Nazaire, France
Years in Service: 1976-1985
3. Prairial
DWT: 555,046
Length: 414.22 m / 1,359.0 ft
Builder: Chantiers de l’Atlantique at Saint-Nazaire, France
Years in Service: 1979-2003
2. Pierre Guillaumat
DWT: 555,051
Length: 414.23 m / 1,359.0 ft
Builder: Chantiers de l’Atlantique at Saint-Nazaire, France
Years in Service: 1977-1983
1. The Seawise Giant
DWT: 564,650
Length: 458.46 m /1,504.1 ft
Builder: Sumitomo Heavy Industries, Ltd., Japan
Years in Service: 1979-2009
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https://guides.loc.gov/ship-registers/lists/international
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Ships and Ship Registers: Sources of Information
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https://guides.loc.gov/ld.php?screenshot=iejbdj.png&size=facebook&cb=1724726608
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https://guides.loc.gov/ld.php?screenshot=iejbdj.png&size=facebook&cb=1724726608
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While the primary focus of this guide is on individual ships and their specifications (such as dimensions, weight, and tonnage), ship registers are also useful for genealogical research, as well as the study of the shipping industry and its history.
|
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https://guides.loc.gov/ship-registers/lists/international
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Lijst van de schepen varende onder Nederlandse vlag, thuisbehorende in Nederland
Call Number: HE565.N4 L5
Holdings: 1870-1971 incomplete
This is a ship register for the Netherlands and its colonies including Suriname and Curaçao. The name and coverage changes a bit over time, but the data is consistent. It is organized by country/place then alphabetical by ship name. Information on individual ships includes: type, dimensions, port, and signal letters.
Lloyd's Loading List
Call Number: HE568.L6
Holdings: May 1951-November 1981
Sailings information presented by port.
The Royal Museums - Greenwich have created a helpful guide to various Lloyds publications External that may be helpful for those using the List and looking to expand their research. The List has been published in 1734 and is a newspaper covering shipping movements, casualties and news items. Chief among this is the Voyage Record Cards (1927–1975) and the Voyage Record (1946-).
Lloyd's Register of British and Foreign Shipping
Call Number: HE565.A3 L77
Holdings: 1886-1889
Written in French and English. Includes separate listings of steamers and sailing vessels listed alphabetically by vessel. Information for both sections differs. For sailing vessels information give includes: number, rig, late name, dimensions, when and where built, builder name, date of metalling, owners/managers, port of registry. For steamers information given is official numbers, late name, material, rigs, number of decks, port of registry, tonnage, dimensions, when and where built, builder name, number of bulkheads, engine information including builder, owners/managers. There are other lists including signal letters alphabetically by country, list of name change, index of vessels having compound name, list of steamers by nationality (with net tonnage grouping), list of ship owners/managers, alphabetical list of shipbuilder in Great Britain with ships they built still in operation, and war ship of the world by country.
Lloyd's Register of Shipping
Call Number: HE565.A3 L7
Appendix
Also known as "Register of Ships." There are a number of issues from the early 20th century and before available via the Hathi Trust External
Information is presented in alphabetical order by ship and includes: official numbers, call sign, registered owner, manager, launched as name, gross/net tonnage, deadweight current class societies, service/machinery/strength class notation, shipbuilder, modification information, place/year built, yard number, various length/breadth/depth numbers, ship type/cargo facilities, hatch/machinery/engine information, etc. This is a good title to look at if one is looking to track the changes made to a vessel. The Appendix volume ceased in with the issue for 1982-83. This title has changed publishers over time and there are two names that are associated with it - Fairplay and IHS (see electronic sources list – Ships in class and Lloyd Register of Ships Online). Current edition in the Business Reference Collection.
Mercantile Navy List
Call Number: HE565.G7 M5
Holdings: 1916-1976
Related title names are "General Register" and "Record Office of Shipping and Seamen and Board of Trade. Commercial Code of Signals, for use of all Nations. Supplement." This title comes in two parts. Part 1 is steam and sailing ships part two is motor ships. Information in both is much the same and includes two lists within each title: list one includes official number, name/description, port/year of registry, when/where built, registered tonnage, and owners.
Merchant Ships
Call Number: HE565.A3 M4
Holdings: 1936-1963
This title covers the British Empire. There is an index of funnels and flags (companies). Also included are photographs of British ship and descriptive information by company. During the war years it include illustration of the front, underside, and side view of Japanese, German, and Italian aircraft. There were also illustrations of private liners as well as U.S. Navy ships with their names included.
Norway. Departementet for handel, sjøfart, industri, håndverk og fiskeri
Call Number: HE565.N8 A3
Holdings: 1870-1974
Title continued under the name "Norges Skibsliste." Title is organized into two sections. The first is basic information signal letters and ship name. The second has more complete information and is alphabetical by ship name. Information includes: name, owner information, class, official numbers, tonnage, when built, home port, and type.
Norway. Sjøfartsdirektoratet
Call Number: E565.N8 A317
Holdings: 1976-1989
Title is in English and Norwegian. Title is organized into two sections. The first is basic information signal letters and ship name. The second has more complete information and is alphabetical by ship name. Information includes: name, owner information, class, official numbers, tonnage, when built, home port, and type.
Rejestr / Polski Rejestr Statków
Call Number: E565.P7 A3
Holdings: 1960-2008/09
The format of this changed with the 1982 edition though the information seems to be the same. There are a number of sections. The first is alphabetical by ship and includes: official number, name, ton and dimensions, class information, refrigeration and machinery information, port of register, owner name, hull information (when/where built, which shipyard, type of construction, passengers, holds, containers, grain/bale, derricks, cranes, winches, hatches), machinery information (engine, boilers, and generators). Another section is just additional information about ships filled with refrigeration and is also alphabetical by name. Information includes: name, refrigeration information, class, compressor information, cargo chambers, etc. There is also a list of ship by owner.
Register / Germanischer Lloyd.
Call Number: HE565 .A3 G6
Holdings: 1907-2004
Continues "Germanisher Lloyd. Internationales Register" (before 1952). In English and in German. It includes seagoing and inland vessels listed alphabetically by name. Data includes: Call sign, register number, radio, nautical and radio equipment information; name (and former name), owner port of registry, flag, classification, classification of machinery plant and refrigeration, completion month/year, hold capacity, kind of service tanks, contents, number of hatchways, lifting devices (number, type), power information includes engine information (type and manufacturing data), boiler information (type and manufacturing data).
Register of Japanese Vessels
Call Number: HE565.J3 A3
Published in 1949 this is a 4 volume (there is a single volume that is A-Z as well) set organized in alphabetical order. There is one page per ship and includes official number, name, port of registry, owners, tonnage, dimensions, where/when built, launch date, superstructure, alterations information, engines and boilers information, etc.
Registro Italiano Navale
Call Number: HE565.J3 R42
Holdings: 1929-1951 incomplete, 1965, 1967, 1969, 1970
It is also referred to as Libro Registro and is in Italian and English. Vessels listed alphabetically by name and data. Includes: ship numbers, class, surveys, bull builders with when/where, number of decks, date of last improvement/repair, propelling machinery (builder, when/where of engines), boiler information (builder, when/where), free board.
Shipping and Mercantile Gazette and Lloyd's List
Call Number: HE561.L62
Holdings: 1856-Feb. 1916.
Daily reports of shipping movements. Outward/homeward vessels (Great Britain perspective), customs entries, loading and dock directories, as well as news on Maritime Dispositions and Official Enquiries. There is a Steamship Index section lists information by ship. Now off-site so turn around for this title is 2 days.
Signal letters of United Kingdom and Commonwealth ships for the use of ships at sea and signal stations
Call Number: HE565.G7 A3
Holdings: 1872-1968
Related title name is "General Register and Record Office of Shipping and Seamen. British Code List for the Use of Ships at Sea and for Signal Stations." Comes in 2 parts. Part one is by signal letters part 2 is alphabetical by vessel name (only includes signal letter and name). Part one covers: Royal Navy, Royal Australian Navy, Royal Canadian Navy, Royal Ceylon Navy, Ghana Navy, Indian Navy, Royal Malaysian navy, Royal New Zealand Navy, Nigerian Navy, Pakistan Navy, ships from East Africa, ships from the UK government that were not military.
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https://www.dredgepoint.org/dredging-database/shipyards/keppel-hitachi-zosen-ltd-khz
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en
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Keppel Hitachi Zosen Ltd. (KHZ) - Shipyard
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[
"https://dredgepoint.b-cdn.net/dredging-database/sites/default/files/imagecache/company_logo_detail/images_shipyard/keppel_offshore_marine.gif"
] |
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[
""
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Shipyard for dredging equipment Location: Singapore, Singapore. In 2002 Keppel FELS and Keppel Hitachi Zosen integrates to form Keppel Offshore & M
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https://www.dredgepoint.org/dredging-database/shipyards/keppel-hitachi-zosen-ltd-khz
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We found no companies that are part of this company.
Did we make an error? Please let us know through the Feedback form on the left or the Contact Form.
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https://www.alamy.com/stock-photo/swan-hunter-shipyard.html
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en
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res stock photography and images
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[
"https://s.alamy.com/logos/1.68.0/alamy.svg",
"https://s.alamy.com/logos/1.68.0/alamy-black.svg",
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"https://s.alamy.com/assets/latest/footer/google-pay.svg"
] |
[] |
[] |
[
""
] | null |
[
"Alamy Limited"
] | null |
Find the perfect swan hunter shipyard stock photo, image, vector, illustration or 360 image. Available for both RF and RM licensing.
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en
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Alamy
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https://www.alamy.com/stock-photo/swan-hunter-shipyard.html
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Alamy and its logo are trademarks of Alamy Ltd. and are registered in certain countries. Copyright © 27/08/2024 Alamy Ltd. All rights reserved.
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https://www.theshipyardblog.com/supertankers-when-giants-crossed-the-seas/
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en
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Supertankers – Back When Giants Crossed the Seas
|
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[
""
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[
"The Shipyard"
] |
2022-03-28T08:25:56+00:00
|
Though ultimately a short-lived trend, supertankers were the result of long-term economic, political, and technological developments.
|
en
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The Shipyard
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https://www.theshipyardblog.com/supertankers-when-giants-crossed-the-seas/
|
Oil was among the cornerstones of the 20th century and continues to be a prevalent energy source so far in the 21st. Glorified by some and demonized by others, this liquid fossil-fuel has defined global political and technological processes for more than a hundred years. And despite decreasing popularity, few things symbolize the golden days of crude oil better than the supertanker. Though ultimately a short-lived trend, supertankers were the result of long-term economic, political, and technological developments.
From Floating Barrel to Oil Tanker
Early designs were plagued by inherent instability due to the free surface effect, with the oil sloshing to the sides of the hold in the same direction as the rolling of the ship. This neutralized the righting effect of displaced water outside the hull, changing the center of gravity enough to capsize the vessel. In 1883, British engineer Henry Swan tried sectioning the cargo holds of the Nobel tankers Blesk, Lumen, and Lux – a principle so effective it still defines modern tankers. Swan then used his concept to design what many consider the first purpose-built oil tanker, the Glückauf (1886). In addition to divided holds, she had a direct filling system, horizontal bulkheads, and a ballast system to replace oil with seawater when unloaded.
The second development to expedite the birth of supertankers was longitudinal framing, in which the heavy transverse frames are reinforced by light longitudinal members. Despite the existence of longitudinally framed ships in the late 19th century (most notably, Brunel’s Great Eastern), the process only became economical through Joseph Isherwood’s 1906 patent, allowing for much longer cargo vessels, without compromising structural integrity. The successful 1908 prototype Paul Paix encouraged shipbuilders and owners to adopt the technology and produce longer and safer oil carriers.
The third design milestone came about in the 1950s, with shipbuilders moving away from the “three-island” profile (forecastle, midship, and poop deckhouse) to produce the streamlined tanker we know today. The new concept moved the navigation-bridge and crew quarters to the aft, which not only improved the practicality of the ship’s layout but made construction and operation much cheaper.
The Suez Bottleneck
As it turned out, design problems were easier to resolve than infrastructure challenges, the most important of which was the Suez Canal. When an oil tanker first sailed through it in 1892 (Shell’s Murex), draft was not yet an issue, but as longitudinal framing quadrupled the size of the average tanker, the Canal’s 8-meter depth threatened to turn into a bottleneck.
WWII: The Great Accelerator
As with many modern technologies, the Second World War’s monstrous scale was the decisive trigger for the development of supertankers. The T-2 class of turbo-electric oil tankers was a pioneer not only for its all-welded hull, but also for being entirely made of standard components. This unlocked the potential of mass-production, leading to the completion of 533 tankers in the last five years of the war.
Early T-2s suffered from structural weaknesses, like the SS Schenectady, which broke in two while still in dry dock. Ambiguous naval studies lay the blame on electric welding (then still a novel technology), but engineers soon proved that the problem resulted from the brittleness of the notch-sensitive steel used at the time. Mild steel contains mineral impurities, forming areas of high stress concentration that lead to cracks. The problem was effectively solved with the use of crack arrestors (or rip-stop doublers), a method still used in multiple sectors today.
The Supertanker Boom: Rebuilding a World
Raising the world from the ashes of war led to explosive economic growth in the following three decades. To fuel the boom, companies had to ship staggering quantities of oil from the Middle East to the gluttonous markets of Europe and North America. And while a general undersupply of cargo capacity was beginning to show in the early 50s, one unexpected event made supertankers an urgent necessity overnight.
In 1954, a staunch Arab nationalist took the reins in Egypt, a nation fed up with a turbulent history of colonial rule. As part of his assertive anti-Western approach, Gamal Abdel Nasser nationalized the Suez Canal on 26 July 1956, infuriating Britain and France. In response, Israel invaded the Egyptian Sinai Peninsula, followed close by French and British paratrooper-attacks. During the hostilities, Nasser ordered the sinking of 40 ships in the Canal, leading to a six-month blockade of all maritime traffic. This crisis was only a foretaste of the coming disaster – in retaliation to the Six-Days War in 1967, Egypt closed Suez again for the next eight years. The only alternative was the 5,000-miles longer route around the Cape of Good Hope.
But from these challenges rose a big opportunity – longer journeys called for more and larger tankers, prompting companies to expand their fleets. The title of “supertanker” was first given to the 45,000 dwt Tina Onassis, built for the Greek magnate in 1953 by the Howaldtswerke (formerly Vulkan) in Hamburg. The following year, Onassis one-upped himself with the 47,000 dwt Al-Malik Saud Al-Awal, and so the trend continued, with tonnage rising exponentially over the next twenty years. In 1958, Daniel Ludwig first crossed the 100,000-dwt mark with the Universe Apollo – a huge achievement at the time, but negligible only a few years later.
The 1960s also gave rise to Japanese shipbuilders, whose streamlined manufacturing processes achieved lower costs and shorter construction times. And so, with Far-Eastern shipyards on the scene and Western economies in an oil-fueled frenzy, the age of behemoths had arrived. In 1966, the Idemitsu shipyards built the first Very Large Crude Carrier (VLCC) – the 209,413 dwt Idemitsu Maru. Only two years later, Ishikawajima-Harima Heavy Industries in Yokohama delivered the first Ultra Large Crude Carrier (ULCC), the Universe Ireland with deadweight tonnage of 331,825 dwt.
The trend peaked in the late 1970s, giving birth to giants like Nai Genova (409,000 dwt), Esso Atlantic (508,000 dwt), the four Batillus-class tankers (555,000 dwt), and the unsurpassed Seawise Giant (657,000 dwt). The latter was renamed several times – Happy Giant, Jahre Viking, Knock Nevis, Mont – and was famously sunk during the Iran-Iraq War in 1988. With nearly 500 m in length, she was the longest ship ever built and remains the largest oil tanker in history. To accommodate these and many other leviathans, several of the world’s major ports, including Rotterdam and Genova, underwent enhancements in depth and handling capacity. Some companies even discussed the construction of a million-ton tanker, but the boom was beginning to subside, and the Seawise Giant’s record remained untouched.
The Bubble Bursts
The 1970s began badly for the oil industry, with Western companies losing much of their bargaining power, leading to complete nationalization of the oil sector throughout the Arab world. The 1973 Yom Kippur War with Israel led to further dissatisfaction in the Middle East, culminating with OAPEC’s notorious oil embargo. The 1973 oil crisis triggered petroleum companies to diversify their operations globally. One result of this effort was the discovery of new oilfields in the North Sea, Alaska, Canada, and Mexico – all located relatively close to major consumers and able to deliver via pipelines or smaller fleets. This not only reduced overall demand for shipping but also highlighted the limitations of supertankers.
New market realities required flexibility, and when smaller and cheaper ships returned to the scene, the overtonnage crisis was impossible to hide. By 1984, nearly 20% of the world’s tankers were redundant, while many of the active vessels were employed in unprofitable activities. With freight rates at bottom levels, many operators went bankrupt, while others reduced the share of VLCC’s and ULCC’s in their fleets. Under such unfavorable conditions, oil companies relinquished their shipping activities to charter operators, who could neither afford nor had much use for supertankers. A golden age was coming to an end.
An Uncertain Future
Today’s oil industry is as volatile as ever, with unpredictable changes happening on a regular basis. And while supertankers are still the backbone of long-distance transoceanic trade, companies are more conservative in their investments. The world has changed since the 1970s, with new economic powerhouses emerging over the years – South Korea, Brazil, Mexico, India, Southeast Asia, and China – shaping new priorities for shipbuilders and operators. With the focus shifting from economy of scale to safety and environmental sustainability, developments like double hulls and energy efficiency have been far more important than size. And as the world slowly moves away from fossil fuels, it is unlikely that we see another Seawise Giant in the future.
The Shipyard
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http://www.usmm.org/tankers.html
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Tankers Built in U.S. During World War II
|
[
"http://www.usmm.org/images/skeletondeck.gif"
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[] |
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[
"tanker",
"Merchant Marine",
"American",
"Maritime",
"World War II",
"Normandy invasion",
"WW2",
"African Americans",
"history",
"Armed Guard",
"Vietnam",
"Liberty ship",
"Victory",
"freighter",
"submarines",
"convoys",
"casualty",
"Revolutionary War",
"shipmate search",
"memorials",
"medals",
"seamen",
"Sheepshead",
"cargo",
"history",
"Murmansk",
"mines",
"Anzio",
"privateer",
"sealift",
"military",
"Prisoner",
"POW",
"torpedo",
"wolfpack",
"tanker",
"Mulzac",
"Atlantic",
"Pacific",
"u-boat",
"nazi",
"japanese",
"blockships",
"operation mulberry",
"museum",
"seaman",
"Gallups",
"Avalon",
"Catalina",
"Hoffman",
"Petersburg"
] | null |
[] | null |
American Merchant Marine, tanker, merchant marine, casualties during World War II, Revolutionary War, Vietnam, U.S. Maritime Service training, Naval
Armed Guard, Information for veteran mariners, African American seamen
| null |
A. C. Rubel, Custom-built
Abatan, T2-SE-A2, AO 92
Abiqua T2-SE-A1
Ackia T2-SE-A1
Aekay, Launched as, T2-A; Completed as Neches AO 47 USN
Agawam, T1-MT-M1 Patapsco class AOG 6
Albert E. Watts, Custom built
Allagash, T3-S2-A1 Ashtabula class, completed as AO 97 USN
Allatoona, T2-SE-A1
Amacuro, Custom-built Lake Maracaibo type
America Sun, Custom-built
Amiens, T2-SE-A1
Ammonusuc, T1-M-A2, AOG 23
Amtank, T3-S-BZ1
Anacostia, T2-SE-A2, completed as AO 94 USN; Laid down as Mission Alamo
Androscoggin, T1-M-A2, renamed Sheepscot AOG 24
Antelope Hills, T2-SE-A1
Apache Canyon, T2-SE-A1
Appomattox, T2-SE-A1
Archers Hope, T2-SE-A1
Arickaree, T2-SE-A1
Ash Hollow, T2-SE-A1
Ashtabula, T3-S2-A1 Ashtabula class, completed as AO 51 USN
Atlantic Coast, Custom-built
Atlantic Mariner, T2-SE-A1
Atlantic Ranger, T2-SE-A1
Atlantic Refiner, T2-SE-A1
Atlantic States, Custom-built
Atlantic Sun, Custom-built
Atlantic Trader, T2-SE-A1
Aucilla, T3-S2-A1 Ashtabula class completed as AO 56 USN
Autossee, T2-SE-A1
Averysboro, T2-SE-A1
Avoca, T1-M-BT1
Baldwin Hills, T2-SE-A1
Ball's Bluff, T2-SE-A1
Bandelier, T2-SE-A1
Barren Hill, T2-SE-A1
Battle Mountain, T2-SE-A1
Battle Rock, T2-SE-A1
Beacon Rock, T2-SE-A1
Bear Paw, T2-SE-A1
Beaver Dam, T2-SE-A1
Beecher Island, T2-SE-A1
Belridge Hills, T2-SE-A1
Bemis Heights, T2-SE-A1
Bennington, T2-SE-A1
Bent's Fort, T2-SE-A1
Benton Field, T1-M-A2
Big Bend T2-SE-A1
Birch Coulie T2-SE-A1
Black Hills T2-SE-A1
Black Jack, T2-SE-A1
Black River T2-SE-A1
Blackstocks Ford, T2-SE-A1
Blackwater, T2-SE-A1
Bladensburg, T2-SE-A1
Bloody Marsh, T2-SE-A1
Blue Licks, T2-SE-A1
Boonesborough, T2-SE-A1
Boundbrook, T2-SE-A1
Bradford Island, T2-SE-A1
Brandy Station, T2-SE-A1
Brandywine (I), completed as Esso Washington, T2-SE-A1
Brandywine (II), T3-M-AZ1
Briar Creek, T2-SE-A1
Brookfield, T2-SE-A1
Bryce Canyon, T2-SE-A1
Buena Vista Hills T2-SE-A1
Buena Vista, T2-SE-A1
Buffalo Wallow, T2-SE-A1
Bulkcrude, T3-S-BF1 Ludwig ship
Bulkero, T3-S-BF1 Ludwig ship
Bulkfuel, T3-S-BF1 Ludwig ship
Bulklube, T3-S-BF1 Ludwig ship
Bulkoil, Custom-built
Bull Run, T2-SE-A1
Bunker Hill, T2-SE-A1
Bushy Run, T2-SE-A1
Cabusto T2-SE-A1
Cacapon, T3-S2-A1 Ashtabula class, completed as AO 52 USN
Cache, launched as Stillwater, USN AO 67, T2-SE-A1
Caddo (I), T2, Merrimmack AO 37 USN
Caddo (II), T2-SE-A1
Cahaba, T2-SE-A2
Cahawba T2-SE-A1
Calamus, T1-M-A2, AOG 25
Caliente, T3-S2-A1 Ashtabula class, completed as AO 53 USN
Callabee, T2-SE-A1
Caloosahatchee, T3-S2-A1 Ashtabula class, completed as AO 98 USN
Calusa (I), T2, completed as Winooski AO 38 USN
Calusa (II), launched as Trenton T2-SE-A1
Camas Meadows, T2-SE-A1
Camp Charlotte, T2-SE-A1
Camp Defiance T2-SE-A1
Camp Namanu, T2-SE-A1
Caney, T2-SE-A2
Canisteo, T3-S2-A1 Ashtabula class, completed as AO 99 USN
Cannon Beach, T2-SE-A1
Cantigny, T2-SE-A1
Canyon Creek, T2-SE-A1
Capitol Reef, T2-SE-A1
Caribbean, T2-SE-A1
Caripito, Custom-built Lake Maracaibo type
Carlantic, Custom-built
Carlsbad, T2-SE-A1
Carnifax Ferry, T2-SE-A1
Casa Grande, T2-SE-A1
Castle Pinckney, T2-SE-A1
Castle's Woods, T2-SE-A1
Catawba Ford, T2-SE-A1
Catawba, T2, completed as Neosho (II) AO 48, USN
Catham, T2-SE-A1
Cayuse, T2-SE-A1
Cedar Breaks, T2-SE-A1
Cedar Creek, T2-SE-A1, AO 138
Cedar Mills, T2-SE-A1
Cedar Mountain, T2-SE-A1
Celilo, T2-SE-A1
Cerro Gordo, T2-SE-A1
Chaco Canyon, T2-SE-A1
Chadd's Ford, T2-SE-A1
Chalmette, T2-SE-A1
Champion's Hill, T2-SE-A1
Champoeg, T2-SE-A1
Chancellorsville, T2-SE-A1
Chantilly, T2-SE-A1
Chapultepec, T2-SE-A1
Charles S. Jones, Custom-built
Charlestown, T2-SE-A1
Chateau-Thierry, T2-SE-A1
Chatterton Hill, T2-SE-A1
Chehalis, T1-MT-M1 Patapsco class AOG 48 USN
Chemawa, T2-SE-A1
Chemung, T3-S2-A1, laid down as Esso Annapolis (I), AO 30 USN
Chenango, T3-S2-A1, AO 31 USN; built as Esso New Orleans (I); CVE 28
Chepachet, T2-SE-A1, USN AO 78, launched as Eutaw Springs
Cherry Valley T2-SE-A1
Chesapeake Capes, T2-SE-A1
Chestatee, T1-MT-M1 Patapsco class AOG48
Chewaucan, T1-MT-M1 Patapsco class AOG 50 USN
Chicaca, T2-SE-A1
Chickamauga, T2-SE-A1
Chikaskia, T3-S2-A1 Ashtabula class, completed as AO 54 USN
Chipola, T3-S2-A1 Ashtabula class, completed as AO 63 USN
Chisholm Trail, T2-SE-A1
Chiwaukum, T1-M-A2, AOG 26 USN
Chiwawa, T3-S-A1 launched as Samoset (I), AO 68
Choctaw Trail, T2-SE-A1
Chrysler's Field, T2-SE-A1
Chukawan, T3-S2-A1 Ashtabula class, completed as AO 100 USN
Churubusco, T2-SE-A1
Cimarron, T3-S2-A1, AO 22 USN, Cimarron Class
Citadel, T3-S-A1 completed as Niobrara AO 72 USN
Clarke's Wharf, T2-SE-A1
Clearwater, T1-M-A1
Coalinga Hills, T2-SE-A1
Cobble Hill, T2-SE-A1
Cohocton, T2-SE-A3, AO 101
Colina (I) completed as Kankakee AO 39, USN, T2
Colina (II), launched as Guilford, T2-SE-A1
Colorado, Custom built
Conastoga (I), T2, completed as Lackawanna AO 40 USN
Conastoga (II) laid down as, launched as Kings Mountain, completed as Millicoma USN AO 73, T2-SE-A1
Conastoga (III), launched as Hobkirk's Hill (I), T2-SE-A1
Concho, laid down as T2-SE-A3, completed as Mission Santa Ana (II) AO 102, T2-SE-A
Conecuh, laid down as T2-SE-A3, completed as Mission Los Angeles (II) AO 103, T2-SE-A2
Conemaugh, T1-M-A2, AOG 63 USN
Conroe, T1-M-BT1
Contocook, laid down as T2-SE-A3, completed as Mission San Francisco (II), T2-SE-A2
Contreras, T2-SE-A1
Coquille, T2-SE-A1
Corinth, T2-SE-A1
Cornell, T3-S-A1
Corsicana (I), T2, Kennebec AO 36 USN, Kennebec class
Corsicana (II) completed as Pecos USN AO 65, T2-SE-A1
Corvallis, T2-SE-A1
Cossatot USN AO 77, launched as Fort Necessity, T2-SE-A1
Cotton Valley, T1-M-A2
Cottonwood Creek, T2-SE-A1
Coulee Dam, T2-SE-A1
Council Crest, T2-SE-A1
Council Grove, T2-SE-A1
Cowanesque USN AO 79, launched as Fort Duquesne, T2-SE-A1
Cowpens, completed as Saranac USN AO 74, T2-SE-A1
Coxcomb Hill, T2-SE-A1
Coyote Hills, T2-SE-A1
Crater Lake, T2-SE-A1
Cromwell, T1-M-A1
Cross Keys, T2-SE-A1
Crow Wing, T2-SE-A1
Crown Point, T2-SE-A1
Darst Creek
Dartmouth, T3-S-A1, laid down as Esso Portland (I)
Delaware, Custom built
Diamond Island, T2-SE-A1
Dobytown, T2-SE-A1
Dolomite, Custom built, completed as Petroheat
Dominguez Hills, T2-SE-A1
Donbass, Custom built
Donner Lake, T2-SE-A1
Drapers Meadows, T2-SE-A1
Drewry's Bluff, T2-SE-A1
Duquesne, T3-S-A1
E. H. Blum, Custom-built
E. J. Henry, Custom-built
E. W. Sinclair, Custom built
Edge Hill, T2-SE-A1
Egg Harbor, T2-SE-A1
El Caney, T2-SE-A1
El Morro, T2-SE-A1
Elk Basin, T2-SE-A1
Elk Hills, T2-SE-A1
Elkhorn, T1-MT-M1 Patapsco class AOG 7 USN
Ellkay, Launched as, T2-A; Completed as Monongahela AO 42 USN
Elokomin, T3-S2-A1 Ashtabula class, completed as AO 55 USN
Elwood Hills, T2-SE-A1
Emmkay, launched as; T2-A, completed as Patuxent AO 44 USN
Enoree, T3-S-A1 launched as Sachem (I) AO 69 USN
Eola, T1-M-BT1
Escalante, T3-S-A1 launched as Shabonee (I) AO 70
Escambia, T2-SE-A2, AO 80 USN
Escatawpa, T1-M-A2, AOG 27
Esso Albany (I), T3-S2-A1, launched as; Completed as Sabine AO 25 USN
Esso Albany (II), Custom built
Esso Annapolis (I), T3-S2-A1; Chemung AO 30 USN
Esso Annapolis (II), Custom built
Esso Augusta, Custom built
Esso Buffalo, Custom built
Esso Camden, T2-SE-A1
Esso Columbia (I), T3-S2-A1, completed as Salamonie AO 26 USN
Esso Columbia (II), Custom built
Esso Concord, Custom built
Esso Gettysburg, T2-SE-A1 launched as Gettysburg
Esso Harrisburg, Custom built
Esso Hartford, , Custom built
Esso Little Rock, Custom built
Esso Manhattan, launched as Princeton, T2-SE-A1
Esso Memphis, T2-SE-A1
Esso Montpeller, Custom built
Esso Nashville, Custom built
Esso New Haven, T2-SE-A1
Esso New Orleans (I), T3-S2-A1; Chenango AO 31 USN; CVE 28
Esso New Orleans (II), Custom built
Esso Norfolk, launched as Vincennes, T2-SE-A1
Esso Paterson, launched as Germantown, T2-SE-A1
Esso Philadelphia, Custom built
Esso Pittsburgh, Custom built
Esso Portland (I) T3-S-A1 completed as Dartmouth
Esso Portland (II), T2-SE-A1
Esso Raleigh (I), T3-S2-A1; Guadelope AO 32 USN
Esso Raleigh (II), Custom built
Esso Richmond (I), T3-S2-A1, Kaskaskia AO 27 USN
Esso Richmond (II), Custom built
Esso Roanoke, T2-SE-A1
Esso Rochester, Custom built
Esso Scranton, T2-SE-A1
Esso Springfield, T2-SE-A1
Esso Trenton (I), T3-S2-A1; Sangamon AO 28 USN; CVE 26 USN
Esso Trenton (II), Custom built
Esso Utica, T2-SE-A1
Esso Washington, launched as Brandywine (I), T2-SE-A1
Esso Williamsburg, Custom built
Esso Wilmington, launched as Fort Stanwick, T2-SE-A1
Eutaw Springs, completed as Chepachet USN AO 78, T2-SE-A1
Evans Creek, T2-SE-A1
Fairfax, T2-SE-A1
Fallen Timbers, T2-SE-A1
Fisher's Hill, T2-SE-A1
Five Forks, T2-SE-A1
Flagship Sinco, Custom built
Forbes Road, T2-SE-A1
Fort Bridger, T2-SE-A1
Fort Caspar, T2-SE-A1
Fort Charlotte, T2-SE-A1
Fort Cheswell, T2-SE-A1
Fort Christina, T2-SE-A1
Fort Clatsop, T2-SE-A1
Fort Cornwallis, T2-SE-A1
Fort Cumberland, T2-SE-A1
Fort Dearborn, T2-SE-A1
Fort Donelson, T2-SE-A1
Fort Duquesne, completed as Cowanesque USN AO 79, T2-SE-A1
Fort Erie, T2-SE-A1
Fort Fetterman, T2-SE-A1
Fort Frederica, T2-SE-A1
Fort George, T2-SE-A1
Fort Henry, T2-SE-A1
Fort Hoskins, T2-SE-A1
Fort Jupiter, T2-SE-A1
Fort Lane, T2-SE-A1
Fort Laramie, T2-SE-A1
Fort Lee, T2-SE-A1
Fort Massiac, T2-SE-A1
Fort Matanzas, T2-SE-A1
Fort McHenry, T2-SE-A1
Fort Meigs, T2-SE-A1
Fort Mercer, T2-SE-A2
Fort Mifflin, T2-SE-A2
Fort Mims, T2-SE-A1
Fort Moultrie, T2-SE-A1
Fort Necessity, completed as Cossatot USN AO 77, T2-SE-A1
Fort Niagara, T2-SE-A1
Fort Pitt, T2-SE-A1
Fort Raleigh, T2-SE-A1
Fort Ridgely, T2-SE-A1
Fort Robinson, T2-SE-A1
Fort Schuyler, T2-SE-A1
Fort Stanwick, completed as Esso Wilmington, T2-SE-A1
Fort Stanwix, T2-SE-A1
Fort Stephenson, T2-SE-A1
Fort Stevens, T2-SE-A1
Fort Sumter, T2-SE-A1
Fort Washington, T2-SE-A1
Fort William, T2-SE-A1
Fort Winnebago, T2-SE-A1
Fort Wood, T2-SE-A1
Four Lakes, T2-SE-A1
Fredericksburg, T2-SE-A1
French Creek, T2-SE-A1
Frenchtown, T2-SE-A1
Front Royal, T2-SE-A1
Fruitvale Hills, T2-SE-A1
Fullerton Hills, T2-SE-A1
Gaines Mill, T2-SE-A1
Genesee, T1-MT-M1 Patapsco class AOG 8 USN
Georgia, Custom built
Germantown, completed as Esso Paterson, T2-SE-A1
Gervais, T2-SE-A1
Gettysburg completed as Esso Gettysburg, T2-SE-A1
Glacier Park, T2-SE-A1
Glen Pool, T1-M-A1
Glenn's Ferry, T2-SE-A1
Glorieta, T2-SE-A1
Gold Creek, T2-SE-A1
Golden Hill, T2-SE-A1
Golden Meadow, T1-M-A1
Government Camp, T2-SE-A1
Grand Mesa, T2-SE-A1
Grand River, T2-SE-A1
Grand Teton, T2-SE-A1
Grande Ronde, T2-SE-A1
Grants Pass, T2-SE-A1
Grays Harbor, T2-SE-A1
Great Meadows, T2-SE-A1
Groveton, T2-SE-A1
Guadelupe, T3-S2-A1, AO 32 USN; built as Esso Raleigh (I)
Gualala, T1-M-A2, AOG 28
Guarico, Custom-built Lake Maracaibo type
Guilford, completed as Colina (II), T2-SE-A1
Guiria, Custom-built Lake Maracaibo type
Gulf Caribbean, Custom-built
Gulf Maracaibo, Custom-built
Gulfamerica, Custom-built
Gulfport, Custom-built
Gurney E. Newlin, Custom built
H. D. Collier, T2-SE-A2
Hadley, T2-SE-A1
Halls of Montezuma, T2-SE-A1
Hammerfest, T2-SE-A1
Hampton Roads, Custom built
Hanging Rock, T2-SE-A1
Harlem Heights, completed as USN AO 49 Suamico, T2-SE-A1
Harpers Ferry, T2-SE-A1
Hat Creek, T2-SE-A1
Hegra, T2-SE-A1
Heron's Bridge, T2-SE-A1
Heyser, T1-M-A2
Hiwassee, T1-M-A2, AOG 29
Hobkirk's Hill (I), completed as Conastoga (III), T2-SE-A1
Hobkirk's Hill (II), T2-SE-A1
Homestead, T2-SE-A1
Honey Hill, T2-SE-A1
Honningsvaag, T2-SE-A1
Hood River, T2-SE-A1
Horseshoe, T2-SE-A1
Hovenweep, T2-SE-A1
Hubbardton, T2-SE-A1
Huntingdon Hills, T2-SE-A1
Idaho Falls, T2-SE-A1
Indiana, Custom built
Inglewood Hills, T2-SE-A1
J. H. MacGaregill, T2-SE-A2
J. H. Tuttle, Custom built
J. L. Hanna, T2-SE-A1
Jack Carnes, Custom built
Jacksonville, T2-SE-A1
Jalapa, T2-SE-A1
James Island, T2-SE-A1
Jennings, T1-M-A1
John D. Gill, Custom-built
Jordan Valley, T2-SE-A1
Jorkay, T2-A, completed as USN Tappahanock AO 43 USN
Joshua Tree, T2-SE-A1
Julesburg, T2-SE-A1
Kalamazoo, T1-M-A2, AOG 30
Kalkay, T2-A, lauched as; Completed as Mattaponi AO 41 USN , Mattaponi class
Kanawha, T1-M-A2, AOG 31
Kankakee, T2, AO 39 USN; Launched as Colina (I)
Kaposia, T2-SE-A1
Karsten Wang, T2-SE-A1
Kaskaskia, T3-S2-A1, AO 27 USN, built as Esso Richmond (I)
Kathio, T2-SE-A1
Kenesaw Mountain, T2-SE-A1
Kennebago, T2-SE-A2, AO 81 USN
Kennebec, T2, AO 36 USN; Completed as Corsicana (I), Kennebec class
Kentucky, Custom built
KenyonT3-S-A1
Kern Hills, T2-SE-A1
Kernstown, T2-SE-A1
Kettle Creek, T2-SE-A1
Kettleman Hills, T2-SE-A1
Kiamichi, T1-M-BT1, AOG 73, Not aquired
Kings Canyon, T2-SE-A1
Kings Mountain, launched as, laid down as Conastoga (II), completed as Millicoma USN AO 73, T2-SE-A1
Kishwaukee, T1-MT-M1 Patapsco class AOG 9 USN
Kittanning, T2-SE-A1
Klamath Falls, T2-SE-A1
Klaskanine, T1-M-A2, AOG 62 USN
Klickitat, T1-M-BT1, AOG 64
L. P. St. Clair, Custom built
La Brea Hills, T2-SE-A1
La Mesa, T2-SE-A1
Lackawanna, T2, AO 40 USN; Launched as Conastoga (I)
Lackawapan, T2-SE-A2, AO 82 USN
Lake Champlain, T2-SE-A1
Lake Charles, T3-S2-A1
Lake Erie, T2-SE-A1
Lake George, T2-SE-A1
Laurel Hill, T2-SE-A1
Little Big Horn, T2-SE-A1
Little Butte, T2-SE-A1
Logan's Fort, T2-SE-A1
Loma Novia
Lone Jack, T2-SE-A1
Lookout Mountain, T2-SE-A1
Lost Hills, T2-SE-A1
Louden, T1-M-BT1
Louisburg completed as Schuykill USN AO 76, T2-SE-A1
Luling, T1-M-A2
Lundy's Lane, T2-SE-A1
Lyon's Creek, T2-SE-A1
M. E. Lombardi, Custom built
Malvern Hill, T2-SE-A1
Manassas, T2-SE-A1
Manatee, T3-S2-A1 Ashtabula class, completed as AO 58 USN
Mannington, T1-M-A1
Manokin, T1-M-A2, Completed as AOG 60 USN; laid down as Rodessa
Maquoketa, T1-MT-M1 Patapsco class AOG 51 USN
Mara, Custom-built Lake Maracaibo type
Marias, T3-S2-A1 Ashtabula class, completed as AO 57 USN
Maricopa, T3-S2-A1
Marin Hills, T2-SE-A1
Markay (I), T3-S2-A1, Suwanee AO 33 USN; CVE 27 USN
Markay (II), Custom-built
Marne, T2-SE-A1
Marquette, T3-S-A1 completed as Neshanic AO 71 USN
Mascoma, T2-SE-A2, AO 83 USN
Mattabesset, T1-MT-M1 Patapsco class AOG 52 USN
Mattaponi, T2-A, Completed as AO 41 USN; Launched as Kalkay, Mattaponi class
Mauvilla, T2-SE-A1
McClellan Creek, T2-SE-A1
McDowell, T2-SE-A1
McKittrick Hills, T2-SE-A1
Meacham, T2-SE-A1
Mechanicsville, T2-SE-A1
Merrimmack, T2, AO 37 USN , built as Caddo (I)
Mesa Verde, T2-SE-A1
Meuse-Argonne, T2-SE-A1
Mexia, T1-M-BT1
Michigamme, T1-M-BT1, AOG 65
Midway Hills, T2-SE-A1
Mill Spring, T2-SE-A1
Millicoma USN AO 73, completed as; Laid down as Conastoga (II), launched as Kings Mountain, T2-SE-A1
Mispillion, T3-S2-A3, AO 105 USN, Mispillion Class
Mission Alamo, T2-SE-A2, laid down as; Completed as Anacostia AO 94 USN
Mission Buenaventura, T2-SE-A2, AO 111 USN
Mission Capistrano, T2-SE-A2, AO 112 USN
Mission Carmel, T2-SE-A2, AO 113 USN
Mission De Pala, T2-SE-A2, AO 114 USN
Mission Dolores, T2-SE-A2, AO 115 USN
Mission Loreto, T2-SE-A2, AO 116 USN
Mission Los Angeles (I), T2-SE-A2, laid down as; Completed as Caney AO 95 USN
Mission Los Angeles (II) AO 103, T2-SE-A2; laid down as Conecuh, T2-SE-A3; AO 116 USN
Mission Purisima, T2-SE-A2, AO 118 USN
Mission San Antonio, T2-SE-A2, AO 119 USN
Mission San Carlos, T2-SE-A2, AO 120 USN
Mission San Diego, T2-SE-A2, AO 121 USN
Mission San Fernando, T2-SE-A2, AO 122 USN
Mission San Francisco (I), T2-SE-A2, laid down as; Completed as Tamalpais AO 96 USN
Mission San Francisco (II) AO 104, T2-SE-A2, laid down as Contocook, T2-SE-A3
Mission San Gabriel, T2-SE-A2, AO 124 USN
Mission San Jose, T2-SE-A2, AO 125 USN
Mission San Juan, T2-SE-A2, AO 126 USN
Mission San Lorenzo, T2-SE-A2
Mission San Luis Obispo , T2-SE-A2, AO 127 USN
Mission San Luis Rey, T2-SE-A2, AO 128 USN
Mission San Miguel, T2-SE-A2, AO 129 USN
Mission San Rafael, T2-SE-A2, AO 130 USN
Mission San Xavier, T2-SE-A2
Mission Santa Ana (I), T2-SE-A Laid down as; Completed as Soubarissen AO 93 USN
Mission Santa Ana (II) AO 102, T2-SE-A; laid down as Concho, T2-SE-A3; AO 137 USN
Mission Santa Barbara , T2-SE-A2, AO 131 USN
Mission Santa Clara, T2-SE-A2, AO 132 USN
Mission Santa Cruz, T2-SE-A2, AO 133 USN
Mission Santa Maria, T2-SE-A2
Mission Santa Ynez, T2-SE-A2, AO 134 USN
Mission Solano, T2-SE-A2, AO 135 USN
Mission Soledad, T2-SE-A2, AO 136 USN
Missionary Ridge, T2-SE-A1
Mississinewa, T3-S2-A1 Ashtabula class, completed as AO 59 USN
Mobile Bay, T2-SE-A1
Mobilfuel, Custom built
Mobilight, Custom built
Mobiloil, Custom built
Mobilube, Custom built
Moccasin Gap, T2-SE-A1
Modoc Point, T2-SE-A1
Molino del Rey, T2-SE-A1
Monmouth T2-SE-A1
Monocacy, T2-SE-A1
Monongahela, T2-A, Completed as AO 42 USN; Launched as Ellkay
Montana, Custom built
Montebello Hills, T2-SE-A1
Montezuma Castle, T2-SE-A1
Moor's Fields, T2-SE-A1
Muir Woods, T2-SE-A1, AO 139 USN
Multnomah, T2-SE-A1
Murfreesboro T2-SE-A1
Musgrove Mills, T2-SE-A1
Namakagon, T1-MT-M1 Patapsco class AOG 53 USN
Nantahala, T3-S2-A1 Ashtabula class, completed as AO 60 USN
Nanticoke, T1-M-BT1, AOG 66
Narraguagas, T1-M-A2, AOG 32
Nashbulk, T3-S-BZ1
Natchaug, T1-MT-M1 Patapsco class AOG 54 USN
Navasota, T2-S2-A3, AO 106 USN
Neches, T2-A, completed as, AO 47 USN; Launched as Aekay
Nehalem, T2-SE-A1
Nemasket, T1-MT-M1 Patapsco class AOG 10 USN
Neosho (I), T3-S2-A1, AO 23 USN
Neosho (II) T2, AO 48, USN; Launched as Catawba
Neshanic, T3-S-A1 launched as Marquette AO 71 USN
Nespelen, T1-MT-M1 Patapsco class AOG 55 USN
New Echota, T2-SE-A1
New Hope, T2-SE-A1
New London, T2-SE-A1
New Market, T2-SE-A1
Newberg, T2-SE-A1
Newhall Hills, T2-SE-A1
Newtown, completed as Saugatuck USN AO 75, T2-SE-A1
Nickajack Trail, T2-SE-A1
Ninety-Six, T2-SE-A1
Niobrara, T3-S-A1 launched as Citadel AO 72 USN
Nodaway, T1-M-BT1, AOG 67, Not aquired
Nordahl Grieg, T2-SE-A1
North Point, T2-SE-A1
Northfield, T2-SE-A1
Noxubee, T1-MT-M1 Patapsco class AOG 56 USN
Occidental, T3-S-A1
Ochlockonee, T1-M-A2, AOG 33
Oconee, T1-M-A2, AOG 34
Ocklahawa, T2-SE-A2, AO 84 USN
Oconee, T1-M-A2
Ogeechee, T1-M-A2, AOG 35
Ohio, Custom built
Oklahoma, Custom built
Old Ocean, T1-M-A2, laid down as; Completed as Sakonnet AOG 61 USN
Ontonagon, T1-M-A2, AOG 36
Opequon, T2-SE-A1
Orchard Knob, T2-SE-A1
Oregon Trail, T2-SE-A1
Owyhee, T2-SE-A1
Palo Alto, T2-SE-A1
Palo Duro, T2-SE-A1
Paloma Hills, T2-SE-A1
Pamanset, T2-SE-A2, AO 85 USN
Pan-Massachusetts, Custom built
Pan-Pennsylvania (I) completed as Petrofuel, Custom built
Pan-Pennsylvania (II)
Pan-Rhode Island, Custom built
Paoli, T2-SE-A1
Pasig, T2-SE-A2, AO 91 USN
Passumpsic, T3-S2-A3, AO 107 USN
Patapsco, T1-MT-M1 Patapsco class AOG 1 USN
Patrick J. Hurley, Custom built
Patuxent, T2-A, completed as AO 44 USN; launched as Emmkay
Paul M. Gregg, Custom built
Paulus Hook, T2-SE-A1
Pawcatuck, T2-S2-A3, AO 108 USN
Pawnee Rock, T2-SE-A1
Pecatonica, T1-MT-M1 Patapsco class AOG 57 USN
Peconic, T1-M-BT1, AOG 68
Pecos, T2-SE-A1 USN AO 65, launched as Corsicana (II)
Pendleton, T2-SE-A1
Pequot Hill, T2-SE-A1
Perote, T2-SE-A1
Perryville, T2-SE-A1
Petaluma, T1-M-BT1, AOG 69, Not aquired
Petersburg, T2-SE-A1
Petrofuel, launched as Pan-Pennsylvania (I), Custom built
Petroheat, Custom built launched as Dolomite
Phantom Hill, T2-SE-A1
Phoenix, T3-S-BF1
Pilot Butte, T2-SE-A1
Pine Bluff, T2-SE-A1
Pine Ridge, T2-SE-A1
Pinnacles, T2-SE-A1
Pinnebog, T1-MT-M1 Patapsco class AOG 58 USN
Pioneer Valley, T2-SE-A1, AO 140 USN
Pipe Spring, T2-SE-A1
Piqua, T2-SE-A1
Piscataqua, T1-M-BT1, AOG 70, Not aquired
Pit River, T2-SE-A1
Placedo, T1-M-BT2
Platt Park, T2-SE-A1
Platte, T3-S2-A1, AO 24 USN
Platte Bridge, T2-SE-A1
Plattsburg, T2-SE-A1
Pocket Canyon, T2-SE-A1
Point Pleasant, T2-SE-A1
Ponaganset, T2-SE-A2, AO 86 USN
Ponchatoula, T1-M-A2, AOG 38
Pondera
Port Republic, T2-SE-A1
Port Royal, T2-SE-A1
Potrero Hills, T2-SE-A1
Powder River, T2-SE-A1
Prairie Grove, T2-SE-A1
Princeton, completed as Esso Manhattan, T2-SE-A1
Pueblo, T2-SE-A1
Puente Hills, T2-SE-A1
Pulpit Rock, T2-SE-A1
Pure Oil, T3-S2-A1
Quaker Hill, T2-SE-A1
Quastinet, T1-M-A2, AOG 39
Quebec, T2-SE-A1
Queenston Heights, T2-SE-A1
Quemado Lake, T2-SE-A1
Quinnebaug, T1-M-BT1, AOG 71, Not aquired
R. C. Stoner, Custom built
Rainier, T2-SE-A1
Rappahannock, T1-MT-M1 Patapsco class AOG 2 USN
Raton Pass, T2-SE-A1
Red Bank, T2-SE-A1
Red Canyon, T2-SE-A1
Redstone, T2-SE-A1
Rich Mountain, T2-SE-A1
Ridgefield, T2-SE-A1
Rincon Hills, T2-SE-A1
Rio Bravo
Rio Grande, T1-MT-M1 Patapsco class AOG 3 USN
River Raisin, T2-SE-A1
Robert C. Tuttle, Custom-built
Rock Landing, T2-SE-A1
Rockbridge
Rockingham
Rockwell
Rodessa, T1-M-A2, laid down as; Completed as Manokin AOG 60 USN
Rogue River, T2-SE-A1
Rosebud, T2-SE-A1
Rouseville
Roxbury Hill, T2-SE-A1
Royal Oak, T2-SE-A1
Royston
Rum River, T2-SE-A1
Rutland
Rye Cove, T2-SE-A1
Sabine, T3-S2-A1, completed as AO 25 USN; launched as Esso Albany (I)
Sabine Sun, Custom built
Sacandaga, T1-M-A2, AOG 40
Sachem (I), T3-S-A1 completed as Enoree AO 69 USN
Sachem (II), T2-SE-A1
Sackett's Harbor, T2-SE-A1
Saconnet,
Sag Harbor, T2-SE-A1
Saguaro, T2-SE-A1
Saint Croix
Saint Mihiel
Sakonnet, T1-M-A2, Completed as AOG 61 USN; Laid down as Old Ocean
Salamonie, T3-S2-A1, laid down as Esso Columbia (I), AO 26 USN
Salem Maritime, T2-SE-A1
Salmon Falls, T2-SE-A1
Salt Creek
Salt Flat
Samoset (I), T3-S-A1 completed as Chiwawa AO 68 USN
Samoset (II)
San Antonio, T2-SE-A1
San Cristobal, Custom-built Lake Maracaibo type
San Joaquin, Custom-built Lake Maracaibo type
San Juan Hill, T2-SE-A1
San Pasqual, T2-SE-A1
San Saba
Sanborn
Sandoval
Sandy Creek, T2-SE-A1
Sandy Lake, T2-SE-A1
Sangamon T3-S2-A1, Esso Trenton (I), AO 28; CVE 26 USN
Santa Fe Hills, T2-SE-A1
Santa Maria Hills, T2-SE-A1
Santa Paula, T2-SE-A1
Santee, T3-S2-A1, AO 29 USN, built as Seakay (I); CVE 29 USN
Santiago, T2-SE-A1
Sappa Creek, T2-SE-A1, AO 141 USN
Saranac, T2-SE-A1, AO 74 USN, laid down as Cowpens
Sarasota
Saugatuck USN AO 75, launched as Newtown, T2-SE-A1
Saxet
Schenectady , T2-SE-A1
Schuylkill USN AO 76, launched as Louisburg, T2-SE-A1
Scotts Bluff, T2-SE-A1
Seakay (I), T3-S2-A1; Santee AO 29 USN; CVE 29 USN
Seakay (II), Custom-built
Sebasticook, T1-M-BT1, AOG 72, Not aquired
Sebec, T2-SE-A2, AO 87 USN
Sedan, T2-SE-A1
Seneca Castle, T2-SE-A1
Seven Pines, T2-SE-A1
Seven Sisters
Severn, T3-S2-A1 Ashtabula class, completed as AO 61 USN
Sevier
Shabonee (I), T3-S-A1 completed as Escalante AO 70 USN
Shabonee (II), T3-S-A1
Sharpsburg, T2-SE-A1
Shawnee Trail, T2-SE-A1, AO 142 USN
Sheldon Clark, Custom built
Sherburne
Shiloh, T2-SE-A1
Sibley
Sideling Hill, T2-SE-A1
Signal Hills, T2-SE-A1
Silver Creek, T2-SE-A1
Silverpeak, T2-SE-A1
Sinclair H-C, Custom built
Sinclair Opaline, Custom built
Sinclair Rubilene, Custom built
Sinclair Superflame, Custom built
Skull Bar, T2-SE-A1
Smoky Hill, T2-SE-A1
Snake River, T2-SE-A1
Somme, T2-SE-A1
Soubarissen, T2-SE-A, Completed as AO 93 USN; Laid down as Mission Santa Ana (I)
South Mountain, T2-SE-A1
Sparrows Point
Spindletop
Spirit Lake, T2-SE-A1
Spottsylvania, T2-SE-A1
Spring Hill, T2-SE-A1
St. Mary's
Stanvac Calcutta (I), Custom built
Stanvac Calcutta (II), Custom built
Stanvac Cape Town, Custom built
Stanvac Manila, Custom built
Stanvac Melbourne, Custom built
Stanvac Palembang (I), Custom built
Stanvac Palembang (II), Custom built
Stanvac Wellington, Custom built
Steens Mountain, T2-SE-A1
Stillwater completed as USN AO 67 Cache, T2-SE-A1
Stones River, T2-SE-A1
Stony Creek, T2-SE-A1
Stony Point, T2-SE-A1
Suamico,T2-SE-A1, AO 49 USN, launched as Harlem Heights
Sullys Hill, T2-SE-A1
Sulphur Bluff
Sunset Hills, T2-SE-A1
Sunset, T2-SE-A1
Susquehanna, T1-MT-M1 Patapsco class AOG 5 USN
Suwanee, T3-S2-A1, AO 33 USN, built as Markay (I); CVE 27 USN
Swan Island, T2-SE-A1
Sweetwater, T2-SE-A1
Syosset, T3-S2-A1
Table Rock, T2-SE-A1
Tallulah USN AO 50, launched as Valley Forge, T2-SE-A1
Taluga, T3-S2-A1 Ashtabula class, completed as AO 62 USN
Tamalpais AO 96 USN, T2-SE-A2, laid down as Mission San Francisco (I)
Tampico, T2-SE-A1
Tancred, T1-M-BT2
Tandora, T1-M-BT2
Tannadice, T1-M-BT2
Tannaquil, T1-M-BT2
Tanova, T1-M-BT2
Tantallon, T1-M-BT2
Tappahannock, T2-A, AO 43 USN, completed as; Launched as Jorkay
Tarantella, T1-M-BT2
Tarascon, T1-M-BT2
Tarauca, T1-M-BT2
Tarcoola, T1-M-BT2, renamed Nodaway AOG 78
Tarentum, T1-M-A1
Tarlac, T1-M-BT2
Tarland, T1-M-BT2, renamed Rincon AOG 77
Tarleton, T1-M-BT2
Tarogle, T1-M-BT2
Tartary, T1-M-BT2
Tarves, T1-M-BT2
Tavern, T1-M-BT2
Taverton, T1-M-BT2
Taveta, T1-M-BT2
Tavispan, T1-M-BT2
Tellico, T1-M-BT1, AOG 74, Not aquired
Temblador, Custom-built Lake Maracaibo type
Tetonkaha, T1-M-A2, AOG 41 USN
The Cabins, T2-SE-A1
The Cottonwoods, T2-SE-A1
The Dalles,T2-SE-A1
The Yakima, T2-SE-A1
Ticonderoga, T2-SE-A1
Tillamook, T2-SE-A1
Titusville, T1-M-A1
Tolovana, T3-S2-A1 Ashtabula class, completed as AO 64 USN
Tomahawk, T2-SE-A2, AO 88 USN
Tombigbee, T1-MT-M1 Patapsco class AOG 11 USN
Tongue River, T1-M-A1
Tonkawa, T1-M-A1
Tonto, T2-SE-A1
Torrance Hills, T2-SE-A1
Touchet, T2-SE-A1
Towaliga, T1-M-A2, AOG 42 USN
Trailblazer, T2-SE-A1
Trenton, competed as Calusa (II), T2-SE-A1
Trevilian, T2-SE-A1
Trimble's Ford, T2-SE-A2
Truckee, T1-M-BT1, AOG 75, Not aquired
Trujillo, Custom-built Lake Maracaibo type
Tularosa, T1-M-A2, AOG 43 USN
Tule Canyon, T2-SE-A1
Tullahoma, T2-SE-A1
Tumacacori, T2-SE-A1
Tuolumne Meadows, T2-SE-A1
Turkey Island, T2-SE-A1
Turner's Gap, T2-SE-A1
Umatilla, T2-SE-A1
Valera, Custom-built Lake Maracaibo type
Valley Forge completed as Tallulah USN AO 50, T2-SE-A1
Valverde, T2-SE-A1
Ventura Hills, T2-SE-A1
Vera Cruz, T2-SE-A1
Verendrye, T2-SE-A1
Vicksburg, T2-SE-A1
Victor H. Kelly, Custom built
Victory Loan, T2-SE-A1
Ville Platte
Vincennes completed as Esso Norfolk, T2-SE-A1
Virginia (I), Custom built
Virginia (II), Custom built
W. C. Yeager, Custom-built
W. H. Ferguson, Custom-built
W. L. R. Emmet, T2-SE-A1
Wabash, T1-MT-M1 Patapsco class AOG 4 USN
Waccamaw, T3-S2-A3, AO 109 USN
Wacissa, T1-MT-M1 Patapsco class AOG 59 USN
Wagon Box, T2-SE-A1
Wagon Mound, T2-SE-A1
Wahoo Swamp, T2-SE-A1
Wakulla, T1-M-A2, AOG 44
Wallowa, T2-SE-A1
Walnut Bend, T1-M-A2
War Bonnet,T2-SE-A1
Warrior Point,T2-SE-A1
Washita, T2-SE-A1
Wauhatchie, T2-SE-A1
Waupaca, T1-M-A2, AOG 46
Waxhaws, T2-SE-A1
Wellesley, T3-S-A1
West Ranch, T1-M-BT1
Wheeler Hills, T2-SE-A1
White Bird Canyon, T2-SE-A1
White Castle, T1-M-BT1
White Oak, T2-SE-A1
White Plains, T2-SE-A1
White River, T2-SE-A1
White Sands, T2-SE-A1
Whitehorse, T2-SE-A1
Whittier Hills, T2-SE-A1
William C. McTarnahan, Custom built
Williamsburg, T2-SE-A1
Wilson's Creek, T2-SE-A1
Winchester, T2-SE-A1
Winooski, T2, AO 38 USN, launched as Calusa (I)
Winter Hill, T2-SE-A1
Wolf Creek, T2-SE-A1
Wolf Mountain, T2-SE-A1
Wood Lake, T2-SE-A1
Wyoming Valley, T2-SE-A1
YOG 47, T1-M-A1
YOG 48, T1-M-A1
YOG 49, T1-M-A2
YOG 50, T1-M-A2
YOG 51, T1-M-BT1
YOG 52, T1-M-BT1
Yacona, T1-M-A2, AOG 45
Yahara, T1-M-A2, AOG 37
Yamhill, T2-SE-A1
Yellow Tavern, T2-SE-A1
York, T2-SE-A1
Zenith, T1-M-BT2
The T2 Tanker Page has information about shipyard, dates, etc.
Source: Victory ships and tankers; the history of the "Victory" type cargo ships and of the tankers built in the United States of America during World War II, by L. A. Sawyer and W. H. Mitchell. Cornell Maritime Press, Cambridge, Md.,1974. [This book gives name and configurations changes, date scrapped, etc.]
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The Pacific War Online Encyclopedia
Previous: T1 Class, U.S. Gasoline Tankers
Table of ContentsNext: T3 Class, British Submarines
graduate
T2-SE-A1 Class, U.S. Tankers
Mare Island #5595-43. Via Navsource.org
Specifications:
Tonnage 10,448 gross register tons
5,110 tons light displacement
21,880 tons full displacement
Dimensions 523'6" by 68' by 14'7"
159.56m by 20.73m by 4.45m
Maximum speed 15 knots Complement 57 Machinery
1-shaft turbo-electric (6600 shp)
2 two-drum water tube boilers
Bunkerage
1468 tons
Range
10,800 nautical miles
20,000 km
Liquid capacity 141,158 barrels
Dry cargo 560 tons
The T2-SE-A1s were the most numerous Maritime Commission standard tankers built during the war and constituted all but eleven of the T-2 tankers constructed. Their design was developed by Sun Shipbuilding and Dry Dock Co. for Standard Oil and the first ships of this type were laid down in early 1940. They were large ships equipped with turboelectric drive to avoid competing with the Navy for reduction gears, which had become the bottleneck for ship construction by spring 1941. They were well-suited for mass production, with an average total construction time of 70 days. Yet they were constructed carefully enough that at least four were still in service at the turn of the millennium. The ships were among the first to use all-welded construction, a technique pioneered by Sun.
The ships had nine sets of tanks; Tanks 2-9 had a center section with a capacity of 391,500 gallons (1,482,000 liters) and saddle tanks with 165,000 gallons (624,600 liters) each. Tank 1 had only two sections of 79,000 gallons (300,000 liters) each. There were 3 2000 gallon per minute (126 liters per second), 1 700 gallon per minute (44 liters per second), and 2 400 gallon per minute (25 liters per second) pumps in the rear pump room and one 700 gallon per minute (44 liters per second) and one 300 gallon per minute (19 liters per second) pump in the forward pump room, the front pumps being intended only for redistribution and stripping. There was a very small amount of dry cargo space, amounting to less than 600 cubic meters.
A number of T2 tankers suffered catastrophic structural failure, including Schenectady in January 1943. Schenectady was berthed at Portland when abruptly, and with a loud report, the main deck and sides of the hull cracked just aft of the midships deckhouse. Only the bottom plating remained intact, and the ship jacknifed and her bows and stern came to rest on the river bottom. Investigators initially blamed the structural failure on an excessive number of stress points in the hull and on the all-welded construction. The use of welds allowed cracks to propagate great distances rather than being arrested at the edges of riveted plates. The T-2 design was tweaked to reduce stress points, and crack arrestors were riveted to the hulls. However, postwar investigators pinpointed low-quality steel as the culprit. The steel had a high sulfur content, which at lower temperatures made the steel excessively brittle.
A number of units built to Navy contract were designated T2-SE-A2 tankers. These are listed under the Pasig and Escambia classes. They differed from the T2-SE-A1 chiefly in using a more powerful (10,000 shp) turboelectric drive originally developed for the P2-SE2 transports. This was done because the less powerful drive was in short supply and there was surplus production capacity at General Electric for the more powerful drive. Curiously, there is little indication the -A2s were significantly faster than the -A1s.
The ships cost about $3.1 million apiece.
Units in the Pacific:
Allied shipping was shifted from theater to theater as determined by the Combined Chiefs of Staff and records are not easily located concerning which ships were committed to the Pacific at what times. However, a completion schedule for these ships is available.
Month
East Coast
Portland Sausalito 8/41 Corsicana 10/41 Caddo 1/42 Calusa 2/42 Catwaba 3/42 Gettysburg Schenectady 5/42 Bunker Hill
Caddo II 7/42 Trenton
White Plains 8/42 Esso Manhattan 9/42 Ticonderoga 10/42 Monmouth
Bennington 11/42 Cherry Valley
Esso Wilmington
Esso Washington
Esso Patterson 12/42 Caribbean
Esso Norfolk 1/43 Guilford
Fort Lee
Conastoga II 2/43 Vera Cruz
Hobkirk's Hill
Palo Alto
Louisburg Quebec 3/43 Arickaree
Birch Coulie
Churubusco
Eutaw Springs
Buena Vista
Fort Necessity
Fort Duquesne Fort Moultrie
Fort Washington 4/43 Buffalow Wallow
San Antonio
Cerro Gordo
Contreras Egg Harbor
Stony Point 5/43 Camas Meadows
Canyon Creek
Pueblo
Molino Del Ray
Chapultapec
Fort Niagra
Charlestown New London
Brookfield
Northfield
Hadley
Fallen Timbers
6/43 Cedar Mills
Jalapa
Perote
Bloody Marsh
Great Meadows Pequiot Hill
Fort Dearborn
Queenstown Heights
River Raison 7/43 Hat Creek
Cross Keys
Bull Run
Ball's Bluff
Appomattox
Corinth Fort Meigs
Fort Stephenson
York
Fort George 8/43 Julesburg
Little Big Horn
McClellan Creek
Seven Pines
Chickamauga
Monocacy
Front Royal
Kenesaw Mountain Sackett's Harbor
Stony Creek
Lundy's Lane
Fort Erie
Plattsburg 9/43 Pine Ridge
Power River
Quemado Lake
Rosebud
Murfreesboro
Winchester
Lake George
Crown Point Lake Champlain
Fort McHenry 10/43 Red Canyon
Sappa Creek
Abiqua
Fort Laramie
Gaines Mill
Sharpsburg
Fredericksburg
Chancellorsville
Mill Spring
Fairfax
McDowell
Kittanning Bladensburg
Fort Sumter
Fort Henry
Fort Donelson
White Oak
Mechanicsville 11/43 Sweetwater
Touchet
Evans Creek
Perryville
Petersburg
Spottsylvania
Vicksburg
Chantilly
Lookout Mountain Champoeg
Oregon Trail
Gervais
Umatilla 12/43 Wagon Box
Washita
Skull Bar
Brandy Station
Harpers Ferry
Manassas
Missionary Ridge
Opequon
Fisher's Hill
Cedar Creek
Five Forks Corvallis
Klamath Falls
Yamhill
Owyhee
Table Rock
Wallowa
Grande Ronde
Coquille 1/44 Four Lakes
Cayuse
Fort Fetterman
Malvern Hill Jacksonville
Meacham 2/44 Wolf Mountain
Fort Bridger
South Mountain
Williamsburg
Kernstown
Santiago
Hanging Rock Nehalem
Tillamook
Pendleton
Celilo 3/44 Wyoming Valley
Apache Canyon
Autossee
White River
Boundbrook
Fort Schuyler
Sag Harbor
Hegra
Frenchtown
Esso Springfield
Esso Portland
Esso New Haven Crater Lake
Newberg
Ochoco
Ranier
Battle Rock 4/44 Wood Lake
Beaver Dam
Wilson's Creek
Blackstocks Ford
Lyon's Creek
Whitehorse
Fort Conrwallis The Dalles
Glacier Park
Grand Mesa
Idaho Falls 5/44 Callabee
San Juan Hill
Port Royal
James Island
Catawba Ford
Fort Cumberland
Esso Utica
Musgrove Mills
Moor's Fields Silverpeak
Elk Basin
Coulee Dam
Tuolumne Meadows
Camp Namanu
Wolf Creek 6/44 Cahawba
Horseshoe
Bear Paw
Platte Bridge
Pocket Canyon
Tule Canyon
Karsten Wang
Catham
Esso Camden
Esso Scranton
Esso Memphis
Lake Erie
Point Pleasant Donner Lake
Scotts Bluff
Tumacacori
Chalmette
Nickajack Trail
Shawnee Trail 7/44 Wahoo Swamp
White Bird Canyon
El Caney
Esso Roanoke
Glorieta
Cedar Mountain
Ridgefield
Kettle Creek Bandelier
Trailblazer
Fort Winnebago
Forbes Road
Fort Charlotte 8/44 The Cabins
Nordahl Grieg
The Cottonwoods
Mauvilla
Hobkirk's Hill II
Rich Mountain
Groveton Chaco Canyon
Pipe Springs
Fort Matanzas
Verendrye
Castle Pinckney
Tonto 9/44 Barren Hill
Bemis Heights
Briar Creek
Blackwater
Turkey Island
Drewry's Bluff
Black Jack
Diamond Island Grand Teton
Beacon Rock
Hovenweep
Swamp Island
Montezuma Castle
Smoky Hill
Fort William
Pioneer Valley
Tampico
Sandy Creek Kettleman Hills
Elk Hills
Lost Hills 10/44 Camp Defiance
Chatterton Hill
Fort Stevens
North Point
Paulus Hook
Quaker Hill
Tullahoma
Prarie Grove
Valverde
Chrysler's Field
Edge Hill
Lone Jack Battle Mountain
Fort Wood
Hood River
Blacks Hills
Warrior Point Antelope Hills 11/44 Red Bank
Grand River
Cottonwood Creek
Little Butte
Fort Ridgely
Paou
Pine Bluff
Yellow Tavern
La Mesa
Waxhaws
Champion's Hill Pulpit Rock
Fort Clatsop
Laurel Hill
Mesa Verde
W.L.R. Emmet Buena Vista
Coalinga Hills
Montebello Hills 12/44 Rogue River
The Yakima
Beecher Island
Spring Hill
Chesapeake Capes
Bushy Run
Wauhatchie
Hubbardton
French Creek El Morro
Casa Grande
Pilot Butte
Bryce Canyon
Cedar Breaks
Pinnacles
Capitol Reef
Rum River Inglewood Hills
Baldwin Hills
McKittrick Hills
Newhall Hills
Rincon Hills 1/45 Ash Hollow
Mobile Bay
Pit River
Fort Robinson
Averysboro
Allatoona
San Pasqual
Carnifax Ferry
Salmon Falls Joshua Tree
Platt Park
Stones River
Fort Stanwix
Fort Frederica
Saguaro
Chadd's Ford
Fort Republic Potrero Hills 2/45 Palo Duro
Crow Wing
Pawnee Rock
Sandy Lake
Piqua
Fort Pitt
Sideling Hill
Marne
New Market
Somme
Trevilian
New Hope Chisholm Trail
Carlsbad
Fort Christina
Sunset
Choctaw Trail Sunset Hills
Midway Hills
Whittier Hills
Signal Hills
Ventural Hills 3/45 Blue Licks
Golden Hill
War Bonnett
Chateau-Thierry
Meuse-Argonne
Cantigny
Sedan
Saint Mihiel
Amiens
Logan's Fort White Sands
Sullys Hill
New Echota
Muir Woods
Big Bend Puente Hills
La Brea Hills
Santa Maria Hills 4/45 Honningsvaag
Kathio
Spirit Lake
Kaposia
Royal Oak
Winter Hill
Santa Paula Kings Canyon
Salem Maritime
Fort Lane
Bradford Island Kern Hills
Elwood Hills
Torrance Hills
Santa Fe Hills 5/45 Chicaca
Ackia
Boonesborough
Redstone
Roxbury Hill
Clarke's Wharf
Hammerfest
Cobble Hill
Camp Charlotte Homestead
Fort Raleigh
Modoc Point Dominguez Hills
Palmoa Hills
Fullerton Hills 6/45 Council Grove
Gold Creek
Drapers Meadows
Fort Caspar
Castle's Woods
Turner's Gap Chemawa
Grants Pass
Steens Mountain Belridge Hills
Coyote Hills
Huntington Hills 7/45 Dobytown
Wagon Mound
Phantom Hill
Raton Pass
Honey Hill
Atlantic Refiner
Atlantic Mariner Council Crest
Government Camp
Multnomah
Grays Harbor Wheeler Hills
References
Lane (1951)
Spyrou (2006)
The T2 Tanker Page (accessed 2007-2-10)
Visser (2003; accessed 2013-3-30)
Wildenberg (1996)
The Pacific War Online Encyclopedia © 2007, 2009, 2013 by Kent G. Budge. Index
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Wreck of the F.W. Abrams
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[
"FW ABRAMS",
"ABRAMS",
"BFDC",
"tanker",
"Cape Hatteras",
"ship",
"tanker",
"wreck",
"shipwreck",
"diving",
"wreckdiving",
"North Carolina"
] | null |
[] | null | null |
The F.W. Abrams was originally laid down for the W.R. Grace Company and named Nora after the daughter of J.P. Grace. She was built by New York Shipbuilding Company in the same yard as the Dixie Arrow. Built a year earlier than the Dixie Arrow, the two tankers were very similar in size and configuration. The Grace Company sold the Nora in 1932 and the tanker was renamed the F.W. Abrams and now run by the Standard Oil Company of New Jersey (aka ESSO).
Between the start of World War II in Europe and her ultimate demise, the Abrams made 40 trips, carrying mostly crude oil, between the Gulf of Mexico or Caribbean to various refineries on the east coast of the US.
On June 2, 1942, the Abrams left Aruba carrying over 90,000 barrels of crude oil with a destination of New York City. The tanker was traveling unarmed and alone. Although the U-boat war on the east coast had been raging for 6 months, there were still gaps in the knowledge of the ships that traveled these waters. Neither the British authorities in Aruba, nor the Abrams captain, Anthony J. Coumelis, were aware of the allied mine fields that were laid to protect the areas around Diamond Shoals and Cape Hatteras. This was to prove her undoing.
The Abrams rounded Cape Lookout on June 10 at about 12 noon and 6 hours later was approaching Ocracoke. Ships were under strict orders not to travel around Diamond Shoals except during daylight hours. With light falling, Captain Coumelis was contacted by the escort vessel CGC-484 and the Abrams was brought into anchorage for the night.
At 0400 the morning of 6/11, the Abrams left the anchorage under escort of the CGC-484. The escort vessel was to take the tanker south thru the mine field and then 30 miles east were she could proceed under her own guidance. The weather that morning was "moderate" with force 3-4 winds out of the SSE and alternating fog and driving rain. Visibility was less than a quarter mile. Soon the Abrams lost sight of her escort. Unaware of the minefield, Coumelis kept his slow speed and stayed on course.
At 0640, the lookout on the bow reported a torpedo wake, followed instantly by an explosion on the starboard side right under the anchor windlass. The lookout was injured and the ship sustained damage to the forepeak and dry locker in the bow. Coumelius ordered full astern and fire prevention measure taken. An SOS was sent out, claiming torpedo attack, giving the ships name and position. The captain tried to drop anchor and assess the damage, but damage from the explosion caused the windlass to fail. The Abrams was down 10 feet by its bow but in no danger of sinking. Crew on the deck then reported a u-boat astern of the ship. Unarmed, without an escort and the enemy upon him, the Captain ordered the Abrams full steam ahead with the idea of beaching the wounded tanker in shoal water before the u-boat could finish him off.
The Abrams was having difficulty responding to its Captain's orders. Due to the first explosion, there was only about 3 feet of freeboard left on the bow and the resulting tilt brought half of the propeller out of the water and effected the water levels in the boilers so the engines couldn't get full steam. At 0717 another explosion occurred amidships on the starboard side at #5 tank. This explosion buckled many of the plates on the starboard side inward and Abrams sunk deeper into the water. Waves were now washing over the forward main deck. The captain had not yet given up on his ship, but he ordered lifeboats lowered in case of fire. The Abrams was now drifting and the crew reported another U-boat sighting. A third explosion occurred. This one, more powerful than the previous two, occurred on the port side at #4 tank. The Abrams started sinking fast and at 0740, the Coumelis ordered abandon ship.
The entire crew (36) got into lifeboats and rowed the 10 miles to shore. They arrived 5 hours later near the Ocracoke Lifeboat Station and were later taken to Morehead City. Captain Coumelis returned to the Abrams to assess whether salvage was possible the stern stayed afloat until 6/14 but eventually the waves battered ship and the tanker sunk on 6/15 with only its masts above water. In 1944, the Naval Salvage team blasted and wire-dragged the wreck, knocking down the masts and tanker to a least depth of 40 feet.
What about the u-boat reports? After an investigation, it was determined that upon losing sight of its escort, the Abrams went off course and into the Hatteras minefield and denotated a friendly mine. Upon hearing the tankers SOS, the CGC-484 returned to the stricken vessel and its low profile was mistaken for a u-boat by the panicked crew. The captain, determined to beach his ship on the nearest shoal water thus saving it from the boat, unknowingly sent the Abrams into the thickest part of the Hatteras minefield, detonating mines #2 and #3. The literal and figurative fog of war and its associated stresses proved as effective as any boat.
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https://www.chinaplasonline.com/eMarketplace/exhibitorinfo/eng%3Fcompid%3D1001913
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en
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https://www.freightcourse.com/largest-oil-tankers/
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The 15 Largest Oil Tankers in the World – freightcourse
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en
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https://www.freightcourse.com/largest-oil-tankers/
|
Oil tankers are ships that transport large quantities of crude oil across oceans. These huge oil tankers transport about 2 billion metric tons annually and according to the United Nations Conference on Trade and Development (UNCTAD), made up about 28% of the entire world’s shipping deadweight tonnage in 2016.
In order to facilitate the high demand for crude oil during their time, these oil tankers were built with maximum capacity (deadweight) in mind. Some of these engineering marvels are still in service today, transporting crude across our oceans. Let’s take a look at the largest oil takers in the world.
1. Seawise Giant
Length: 458.46 (1,504.1 ft)
Deadweight Tonnage (GWT): 564,763
Gross Tonnage (GT): 260,851
Operator: Orient Overseas Container Line (OOCL)
Builder: Sumitomo Heavy Industries Ltd. (Kanagawa, Japan)
IMO Number: 7381154
Service: 1979 – 2009
Class: ULCC
The Seawise Giant was the largest oil tanker in the world. During its time, it was the longest self-propelled ship ever built. While its original name was Seawise Giant, it later came to be known as Happy Giant, Jahre Viking, Knock Nevis, and finally Mont. The length of this vessel was 458.46 m (1,505.1 ft). It had a deadweight tonnage of 564,763, a gross tonnage of 260,851 and when fully laden, it had a displacement of 657,019 tonnes.
Seawise Giant was built by Sumitomo Heavy Industries in Kanagawa, Japan and its last operator was Prayati Shipping. While operating across the Atlantic Ocean, this oil tanker could not navigate the English Channel, the Panama Canal, or the Suez Canal because of its draft, when fully loaded.
Seawise Giant was sunk in 1988 as a result of being hit by bombs during the Iran-Iraq war. However, it was subsequently salvaged and turned into a floating storage vessel. Its final journey as Mont was in 2009 after which it was sent for scrapping.
2. Pierre Guillaumat
Length: 414.23 (1,359 ft)
Deadweight Tonnage (DWT): 555,051
Gross Tonnage (GT): 274,837
Operator: Cie Nationale de Nav
Builder: Chantiers de l’Atlantique (Saint-Nazaire, France)
IMO Number: 7360150
Service: 1977 – 1983
Class: ULCC
Built in 1977, Pierre Guillaumat was one of four Batillus class supertankers. It had a length of 414.23 m (1,359 ft), a deadweight tonnage of 555,051, a gross tonnage of 274,837 and was named after the French politician. It was operated by Elf Aquitaine, a company which was founded by Pierre Guillaumat.
Because of the declining state of the crude oil market at the time of its completion, as well as its huge size, Pierre Guillaumat didn’t see a lot of use in its short lifetime. It was not able to pass through the Panama or Suez canal due to its size, which meant that it could serve a limited number of ports.
Due to these reasons, the ship was later on sold to Hyundai Corporation in 1983, subsequently being known as Ulsan Master. Within the same year it was scrapped.
3. Prairial
Length: 414.22 m (1,359 ft)
Deadweight Tonnage (DWT): 555,046
Gross Tonnage (GT): 274,826
Operator: Cie Nationale de Nav
Builder: Chantiers de l’Atlantique (Saint-Nazaire, France)
IMO Number: 7408720
Service: 1979 – 2003
Class: ULCC
Similar to the other Batillus class oil tankers, Prairial was built in the Chantiers de l’Atlantique shipyard located in Saint-Nazaire, France. It measures an impressive 414.22 m or 1,359.0 feet in length. Its deadweight tonnage was 555,046 and its gross tonnage was 274,825.
Prairial was a ULCC oil tanker that was powered by four Stal-Laval steam turbines that could generate up to 65,000 horsepower. In comparison to her 3 sister ships, Prairial was in service the longest from 1979 to 2003.
Throughout her service, she was sold to new operators and was registered under the names Sea Brilliance, Hellas Fos and Sea Giant. Ultimately, she went out of service in 2003 and in the same year was scrapped in Gadani, Pakistan.
4. Bellamya
Length: 414.22 m (1,359 ft)
Deadweight Tonnage (DWT): 553,662
Gross Tonnage (GT): 274,276
Operator: Société Maritime Shell France
Builder: Chantiers de l’Atlantique (Saint-Nazaire, France)
IMO Number: 7360100
Service: 1976 – 1986
Class: ULCC
Measuring at a length of 414.22m or 1,359.0 feet, Bellamya is one of the sister vessels of Pierre Guillaumat and Prairial. It has a deadweight tonnage of 553,662 and a gross tonnage of 247,267. Bellamya was in operation from 1976 to 1986.
Built by Chantiers de l’Atlantique for Shell Oil’s French branch, it wasn’t used for a very long time as the oil market was in decline and the ship’s size also meant that it could not operate in several key areas.
The ship was the second in the Batillus class of supertankers and only Seawise Giant exceeded its size. Bellamya’s active service ended in 1984 when it was laid up in Norway. Around two years later, in January 1986, it was sent to Ulsan, South Korea to be scrapped.
5. Batillus
Length: 414.22 m (1,359 ft)
Deadweight Tonnage (DWT): 553,662
Gross Tonnage (GT): 275,268
Operator: Société Maritime Shell France
Builder: Chantiers de l’Atlantique (Saint-Nazaire, France)
IMO Number: 7360095
Service: 1976 – 1985
Class: ULCC
Batillus was also built by Chantiers de l’Atlantique for Shell Oil in France, in 1976. This was the first ship in its class and would be later joined by Bellamya, Pierre Guillaumat and Prarial. Batillus had a length of 414.22 m or 1,359.0 feet, a deadweight tonnage of 553,662 and a gross tonnage of 273,550.
The ship was put in service in 1976 with a new oil terminal, Antifer. This was one of the few ports that could accommodate tankers of the Batillus class. Most of the ship’s voyages were between the Persian Gulf and northern Europe.
Due to the steady decline of the oil market, Batillus saw only four to five trips per year which later reduced to around two by 1981. The ship was ultimately moored in Norway and in 1985, it was decided to sell it for scrap. It met this fate in December 1985 in Taiwan.
6. Esso Atlantic
Length: 406.57 m (1,333.9 ft)
Deadweight Tonnage (DWT): 516,895
Gross Tonnage (GT): 259,532
Operator: Esso Tankers Inc.
Builder: Hitachi Zosen Corporation (Ariake, Japan)
IMO Number: 7376525
Service: 1977 – 2002
Class: ULCC
Esso Atlantic was operated by Esso Tankers Inc. It was one of the only seven ships in the world that surpassed a deadweight capacity of half a million tonnes. Its length of 406.57 m or 1,333.9 feet made it one of the largest oil tankers. The deadweight tonnage of Esso Atlantic was 516,895 and the gross tonnage 259,532.
She was built in 1977 and with a draft of 25.3 m she could not navigate the English Channel, the Panama Canal, or the Suez Canal. The Esso Atlantic was later transferred to the Bahamas in 1983. It kept operating for a long time until 2002, before it was finally sold to shipbreakers in Pakistan for scrapping.
7. Esso Pacific
Length: 406.57 m (1,333.9 ft)
Deadweight Tonnage (DWT): 516,895
Gross Tonnage (GT): 259,532
Operator: Esso Tankers Inc.
Builder: Hitachi Zosen Corporation (Ariake, Japan)
IMO Number: 7376537
Service: 1977 – 2002
Class: ULCC
Esso Pacific was the sister ship of Esso Atlantic. It was also operated by Esso Tankers Inc. and had the same measurements at 406.57 m or 1,339 feet in length. Like its sister ship, Esso Pacific also had a deadweight capacity of over half a million tonnes which made it one of the seven ships with this attribute.
Since both ships were practically the same in size, this large oil tanker also had troubles navigating the English Channel and the Panama and Suez Canals. It also operated in the same time period as Esso Atlantic, from 1977 to 2002.
The ultimate fate of Esso Pacific was also the same. She was sent to the Gadani Shipbreaking Yard in Pakistan for scrapping.
8. Nai Superba
Length: 381.92 m (1,253 ft)
Deadweight Tonnage (DWT): 409,400
Gross Tonnage (GT): 198,763
Operator: Nav Alta Italia
Builder: Eriksbergs Mekaniska Verkstad (Gothenburg, Sweden)
IMO Number: 7388906
Service: 1978 – 2001
Class: ULCC
Nai Superba was a ship built in 1978 at Sweden’s Eriksbergs Mekaniska Verkstads AB Shipyard and was one of the last ships built there. The length of the ship was 381.92 m or 1,253 feet. The deadweight tonnage of this ULCC was 409,400 and its gross tonnage was 198,783.
Originally built as an oil ship, Nai Superba was also used to transport chemicals around the world. However, even though it was used for multiple purposes, the ship had to be sold multiple times between 1985 and 1997 due to financial struggles.
Ultimately, the ship was scrapped in 2001 because it was becoming harder to deal with the economic losses that were taking place around the time in the industry.
9. Nai Genova
Length: 381.92 m (1,253 ft)
Deadweight Tonnage (DWT): 409,400
Gross Tonnage (GT): 188,947
Operator: Nav Alta Italia
Builder: Eriksbergs Mekaniska Verkstad (Gothenburg, Sweden)
IMO Number: 7388891
Service: 1978 – 2000
Class: ULCC
Nai Genova was the sister ship to Nai Superba. It was also built by the Eriksbergs Mekaniska Verkstads AB Shipyard in Sweden. It had a length of 381.81 m or 1,253 feet, almost the same as Nai Superba. However, its gross tonnage was lower than its sister at 188,947.
Nai Genova was also known as an oil ship but had many trips transporting chemicals to many ports around the world. Unfortunately, it also became prey to economic struggles and saw many different owners and operators during its lifetime.
Nai Genova also could not escape the declining state of the oil market just as many other ships on this list. After years of struggle, the ship was sent to be scrapped one year before its sister ship, in 2000.
10. Berge Empress
Length: 381.82 m (1,252.7 ft)
Deadweight Tonnage (DWT): 423,745
Gross Tonnage (GT): 211,358
Operator: Bergesen d.y. & Co
Builder: Mitsui Engineering & Shipbuilding (Chiba, Japan)
IMO Number: 7379929
Service: 1976 – 2004
Class: ULCC
Berge Empress was built in 1976, in Chiba, Japan. It had a length of 381.82 m or 1,252.7 feet with a deadweight tonnage of 423,745 and a gross tonnage of 211,358. The oil tanker was owned by Bergesen d.y. & Co. and operated for a relatively long time. During its time, it was one of the largest oil tankers ever built in the world due to its incredible length.
She survived for longer than many other oil tankers on this list. However, due to many of the same reasons, the Berge Empress was finally sent off to be scrapped. However, it did survive for almost 30 years which is longer than some other super-sized oil tankers. Ultimately, she met her end in 2004.
11. Berge Emperor
Length: 381.82 m (1,252.7 ft)
Deadweight Tonnage (DWT): 413,999
Gross Tonnage (GT): 211,360
Operator: Bergesen d.y. & Co
Builder: Mitsui Engineering & Shipbuilding (Chiba, Japan)
IMO Number: 7379917
Service: 1975 – 1986
Class: ULCC
The Berge Emperor was the ship that was built before the Empress. She was built in 1975 in Japan and was also owned by Bergesen d.y. & Co. The Berge Emperor had a total length of 381.82 m or 1,252.7 feet, which is the same as the ship that came after it. However, its deadweight tonnage was lower than that of the Berge Empress, at 413,999.
Unlike its younger sibling, the Berge Emperor did not operate for very long. It remained under the possession of the original owner till 1985 when it was sold to Maastow BV. At this point, the ship was renamed simply ‘Emperor’, and was scrapped the very next year in Taiwan.
12. TI Asia
Length: 380 m (1,247 ft)
Deadweight Tonnage (DWT): 234,006
Gross Tonnage (GT): 441,893
Operator: Tankers International L.L.C
Builder: Daewoo Shipbuilding & Marine Engineering Co (South Korea)
IMO Number: 9224752
Service: In Service (Since 2002)
Class: ULCC
TI Asia (FSO Asia since 2009) is a supertanker that belongs to the TI class of supertankers. It is owned and operated by Tankers International as signified by the ‘TI’ in the name. The ‘FSO’ in its current name comes from the fact that it was converted into a floating storage and offloading vessel later on.
Like all of the other three ships in this class, the TI Asia has a total length of 380 m or 1,247 feet with a deadweight tonnage of 234,006 and a gross tonnage of 234,006. TI Asia was built by Daewoo Shipbuilding & Marine Engineering in South Korea and started operating in 2002.
The original name of the ship was Hellespont Alhambra and it was renamed TI Asia in 2004 after it was sold to Euronav NV and partners. The TI Asia, or FSO Asia, is still in operation making it one of the largest ships in current times.
13. TI Africa
Length: 380 m (1,247 ft)
Deadweight Tonnage (DWT): 234,006
Gross Tonnage (GT): 441,893
Operator: Tankers International L.L.C
Builder: Daewoo Shipbuilding & Marine Engineering Co (South Korea)
IMO Number: 9224764
Service: In Service (Since 2002)
Class: ULCC
TI Africa has a very similar story to that of TI Asia. It was also owned and operated by Tankers International and is also known as TI Africa. It was and is being used as a floating storage and offloading vessel.
Similar to FSO Asia, it has a length of 380 m or 1,247 feet with the same deadweight and gross tonnage, also being built by Daewoo Shipbuilding & Marine Engineering. The original name of FSO Africa was Hellespont Metropolis before it was bought by Euronav NV and partners, and was renamed in 2004.
The ship cost $89 million back in 2002 and took 700,000 hours of labor to be built. FSO Africa is still operating today but like its sister ships, it is too wide to travel through the Suez Canal.
14. TI Europe
Length: 380 m (1,247 ft)
Deadweight Tonnage (DWT): 234,006
Gross Tonnage (GT): 441,893
Operator: Tankers International L.L.C
Builder: Daewoo Shipbuilding & Marine Engineering Co (South Korea)
IMO Number: 9235268
Service: In Service (Since 2002)
Class: ULCC
TI Europe is the third in the collection of four TI class supertankers built by Daewoo Shipbuilding & Marine Engineering. Operated by Tankers International, this ship was also the same size as the other ones with a length of 380 m or 1,247 feet. Unlike TI Asia and TI Africa, however, TI Europe was not used as an FSO.
Originally, the ship was known as Hellespont Tara before the acquisition from Euronav NV and partners. Like the others, TI Europe has a comparatively higher speed when considering other oil tankers of similar specifications.
This is one of the reasons why it has a higher earning capacity, too. However, the fact that none of the ships can cross the Suez Canal means that there are some restrictions to where they can operate.
15. TI Oceania
Length: 380 m (1,247 ft)
Deadweight Tonnage (DWT): 234,006
Gross Tonnage (GT): 441,893
Operator: Tankers International L.L.C
Builder: Daewoo Shipbuilding & Marine Engineering Co (South Korea)
IMO Number: 9246633
Service: In Service (Since 2002)
Class: ULCC
The last oil tanker on the list of the four TI supertankers is TI Oceania. She has the same length of 380 m or 1,247 feet and has the same deadweight and gross tonnage, as its sister ships operated by Tankers International.
The original name of the ship before its 2004 acquisition was Hellespont Fairfax. It started its operations in 2002 as an oil tanker and is still being used today. An interesting fact about TI Oceania is that this ship became the subject of a television show called Superships on Discovery Channel. She can be seen in the episode titled Launching a Leviathan-Hellespont Fairfax.
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https://insideclimatenews.org/news/16092015/exxons-own-research-confirmed-fossil-fuels-role-in-global-warming/
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en
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Exxon's Own Research Confirmed Fossil Fuels' Role in Global Warming Decades Ago
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At a meeting in Exxon Corporation’s headquarters, a senior company scientist named James F. Black addressed an audience of powerful oilmen. Speaking without a text as he flipped through detailed slides, Black delivered a sobering message: carbon dioxide from the world’s use of fossil fuels would warm the planet and could eventually endanger humanity. “In […]
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en
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Inside Climate News
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https://insideclimatenews.org/news/16092015/exxons-own-research-confirmed-fossil-fuels-role-in-global-warming/
|
At a meeting in Exxon Corporation’s headquarters, a senior company scientist named James F. Black addressed an audience of powerful oilmen. Speaking without a text as he flipped through detailed slides, Black delivered a sobering message: carbon dioxide from the world’s use of fossil fuels would warm the planet and could eventually endanger humanity.
“In the first place, there is general scientific agreement that the most likely manner in which mankind is influencing the global climate is through carbon dioxide release from the burning of fossil fuels,” Black told Exxon’s Management Committee, according to a written version he recorded later.
It was July 1977 when Exxon’s leaders received this blunt assessment, well before most of the world had heard of the looming climate crisis.
A year later, Black, a top technical expert in Exxon’s Research & Engineering division, took an updated version of his presentation to a broader audience. He warned Exxon scientists and managers that independent researchers estimated a doubling of the carbon dioxide (CO2) concentration in the atmosphere would increase average global temperatures by 2 to 3 degrees Celsius (4 to 5 degrees Fahrenheit), and as much as 10 degrees Celsius (18 degrees Fahrenheit) at the poles. Rainfall might get heavier in some regions, and other places might turn to desert.
“Some countries would benefit but others would have their agricultural output reduced or destroyed,” Black said, in the written summary of his 1978 talk.
His presentations reflected uncertainty running through scientific circles about the details of climate change, such as the role the oceans played in absorbing emissions. Still, Black estimated quick action was needed. “Present thinking,” he wrote in the 1978 summary, “holds that man has a time window of five to ten years before the need for hard decisions regarding changes in energy strategies might become critical.”
Exxon responded swiftly. Within months the company launched its own extraordinary research into carbon dioxide from fossil fuels and its impact on the earth. Exxon’s ambitious program included both empirical CO2 sampling and rigorous climate modeling. It assembled a brain trust that would spend more than a decade deepening the company’s understanding of an environmental problem that posed an existential threat to the oil business.
Then, toward the end of the 1980s, Exxon curtailed its carbon dioxide research. In the decades that followed, Exxon worked instead at the forefront of climate denial. It put its muscle behind efforts to manufacture doubt about the reality of global warming its own scientists had once confirmed. It lobbied to block federal and international action to control greenhouse gas emissions. It helped to erect a vast edifice of misinformation that stands to this day.
This untold chapter in Exxon’s history, when one of the world’s largest energy companies worked to understand the damage caused by fossil fuels, stems from an eight-month investigation by InsideClimate News. ICN’s reporters interviewed former Exxon employees, scientists, and federal officials, and consulted hundreds of pages of internal Exxon documents, many of them written between 1977 and 1986, during the heyday of Exxon’s innovative climate research program. ICN combed through thousands of documents from archives including those held at the University of Texas-Austin, the Massachusetts Institute of Technology and the American Association for the Advancement of Science.
The documents record budget requests, research priorities, and debates over findings, and reveal the arc of Exxon’s internal attitudes and work on climate and how much attention the results received.
Of particular significance was a project launched in August 1979, when the company outfitted a supertanker with custom-made instruments. The project’s mission was to sample carbon dioxide in the air and ocean along a route from the Gulf of Mexico to the Persian Gulf.
In 1980, Exxon assembled a team of climate modelers who investigated fundamental questions about the climate’s sensitivity to the buildup of carbon dioxide in the air. Working with university scientists and the U.S. Department of Energy, Exxon strove to be on the cutting edge of inquiry into what was then called the greenhouse effect.
Exxon’s early determination to understand rising carbon dioxide levels grew out of a corporate culture of farsightedness, former employees said. They described a company that continuously examined risks to its bottom line, including environmental factors. In the 1970s, Exxon modeled its research division after Bell Labs, staffing it with highly accomplished scientists and engineers.
In written responses to questions about the history of its research, ExxonMobil spokesman Richard D. Keil said that “from the time that climate change first emerged as a topic for scientific study and analysis in the late 1970s, ExxonMobil has committed itself to scientific, fact-based analysis of this important issue.”
“At all times,” he said, “the opinions and conclusions of our scientists and researchers on this topic have been solidly within the mainstream of the consensus scientific opinion of the day and our work has been guided by an overarching principle to follow where the science leads. The risk of climate change is real and warrants action.”
At the outset of its climate investigations almost four decades ago, many Exxon executives, middle managers and scientists armed themselves with a sense of urgency and mission.
One manager at Exxon Research, Harold N. Weinberg, shared his “grandiose thoughts” about Exxon’s potential role in climate research in a March 1978 internal company memorandum that read: “This may be the kind of opportunity that we are looking for to have Exxon technology, management and leadership resources put into the context of a project aimed at benefitting mankind.”
His sentiment was echoed by Henry Shaw, the scientist leading the company’s nascent carbon dioxide research effort.
“Exxon must develop a credible scientific team that can critically evaluate the information generated on the subject and be able to carry bad news, if any, to the corporation,” Shaw wrote to his boss Edward E. David, the president of Exxon Research and Engineering in 1978. “This team must be recognized for its excellence in the scientific community, the government, and internally by Exxon management.”
Irreversible and Catastrophic
Exxon budgeted more than $1 million over three years for the tanker project to measure how quickly the oceans were taking in CO2. It was a small fraction of Exxon Research’s annual $300 million budget, but the question the scientists tackled was one of the biggest uncertainties in climate science: how quickly could the deep oceans absorb atmospheric CO2? If Exxon could pinpoint the answer, it would know how long it had before CO2 accumulation in the atmosphere could force a transition away from fossil fuels.
Exxon also hired scientists and mathematicians to develop better climate models and publish research results in peer-reviewed journals. By 1982, the company’s own scientists, collaborating with outside researchers, created rigorous climate models – computer programs that simulate the workings of the climate to assess the impact of emissions on global temperatures. They confirmed an emerging scientific consensus that warming could be even worse than Black had warned five years earlier.
Exxon’s research laid the groundwork for a 1982 corporate primer on carbon dioxide and climate change prepared by its environmental affairs office. Marked “not to be distributed externally,” it contained information that “has been given wide circulation to Exxon management.” In it, the company recognized, despite the many lingering unknowns, that heading off global warming “would require major reductions in fossil fuel combustion.”
Unless that happened, “there are some potentially catastrophic events that must be considered,” the primer said, citing independent experts. “Once the effects are measurable, they might not be reversible.”
The Certainty of Uncertainty
Like others in the scientific community, Exxon researchers acknowledged the uncertainties surrounding many aspects of climate science, especially in the area of forecasting models. But they saw those uncertainties as questions they wanted to address, not an excuse to dismiss what was increasingly understood.
“Models are controversial,” Roger Cohen, head of theoretical sciences at Exxon Corporate Research Laboratories, and his colleague, Richard Werthamer, senior technology advisor at Exxon Corporation, wrote in a May 1980 status report on Exxon’s climate modeling program. “Therefore, there are research opportunities for us.”
When Exxon’s researchers confirmed information the company might find troubling, they did not sweep it under the rug.
“Over the past several years a clear scientific consensus has emerged,” Cohen wrote in September 1982, reporting on Exxon’s own analysis of climate models. It was that a doubling of the carbon dioxide blanket in the atmosphere would produce average global warming of 3 degrees Celsius, plus or minus 1.5 degrees C (equal to 5 degrees Fahrenheit plus or minus 1.7 degrees F).
“There is unanimous agreement in the scientific community that a temperature increase of this magnitude would bring about significant changes in the earth’s climate,” he wrote, “including rainfall distribution and alterations in the biosphere.”
He warned that publication of the company’s conclusions might attract media attention because of the “connection between Exxon’s major business and the role of fossil fuel combustion in contributing to the increase of atmospheric CO2.”
Nevertheless, he recommended publication.
Our “ethical responsibility is to permit the publication of our research in the scientific literature,” Cohen wrote. “Indeed, to do otherwise would be a breach of Exxon’s public position and ethical credo on honesty and integrity.”
Exxon followed his advice. Between 1983 and 1984, its researchers published their results in at least three peer-reviewed papers in Journal of the Atmospheric Sciences and an American Geophysical Union monograph.
David, the head of Exxon Research, told a global warming conference financed by Exxon in October 1982 that “few people doubt that the world has entered an energy transition away from dependence upon fossil fuels and toward some mix of renewable resources that will not pose problems of CO2 accumulation.” The only question, he said, was how fast this would happen.
But the challenge did not daunt him. “I’m generally upbeat about the chances of coming through this most adventurous of all human experiments with the ecosystem,” David said.
Exxon considered itself unique among corporations for its carbon dioxide and climate research. The company boasted in a January 1981 report, “Scoping Study on CO2,” that no other company appeared to be conducting similar in-house research into carbon dioxide, and it swiftly gained a reputation among outsiders for genuine expertise.
“We are very pleased with Exxon’s research intentions related to the CO2 question. This represents very responsible action, which we hope will serve as a model for research contributions from the corporate sector,” said David Slade, manager of the federal government’s carbon dioxide research program at the Energy Department, in a May 1979 letter to Shaw. “This is truly a national and international service.”
Business Imperatives
In the early 1980s Exxon researchers often repeated that unbiased science would give it legitimacy in helping shape climate-related laws that would affect its profitability.
Still, corporate executives remained cautious about what they told Exxon’s shareholders about global warming and the role petroleum played in causing it, a review of federal filings shows. The company did not elaborate on the carbon problem in annual reports filed with securities regulators during the height of its CO2 research.
Nor did it mention in those filings that concern over CO2 was beginning to influence business decisions it was facing.
Throughout the 1980s, the company was worried about developing an enormous gas field off the coast of Indonesia because of the vast amount of CO2 the unusual reservoir would release.
Exxon was also concerned about reports that synthetic oil made from coal, tar sands and oil shales could significantly boost CO2 emissions. The company was banking on synfuels to meet growing demand for energy in the future, in a world it believed was running out of conventional oil.
In the mid-1980s, after an unexpected oil glut caused prices to collapse, Exxon cut its staff deeply to save money, including many working on climate. But the climate change problem remained, and it was becoming a more prominent part of the political landscape.
“Global Warming Has Begun, Expert Tells Senate,” declared the headline of a June 1988 New York Times article describing the Congressional testimony of NASA’s James Hansen, a leading climate expert. Hansen’s statements compelled Sen. Tim Wirth (D-Colo.) to declare during the hearing that “Congress must begin to consider how we are going to slow or halt that warming trend.”
With alarm bells suddenly ringing, Exxon started financing efforts to amplify doubt about the state of climate science.
Exxon helped to found and lead the Global Climate Coalition, an alliance of some of the world’s largest companies seeking to halt government efforts to curb fossil fuel emissions. Exxon used the American Petroleum Institute, right-wing think tanks, campaign contributions and its own lobbying to push a narrative that climate science was too uncertain to necessitate cuts in fossil fuel emissions.
As the international community moved in 1997 to take a first step in curbing emissions with the Kyoto Protocol, Exxon’s chairman and CEO Lee Raymond argued to stop it.
“Let’s agree there’s a lot we really don’t know about how climate will change in the 21st century and beyond,” Raymond said in his speech before the World Petroleum Congress in Beijing in October 1997.
“We need to understand the issue better, and fortunately, we have time,” he said. “It is highly unlikely that the temperature in the middle of the next century will be significantly affected whether policies are enacted now or 20 years from now.”
Over the years, several Exxon scientists who had confirmed the climate consensus during its early research, including Cohen and David, took Raymond’s side, publishing views that ran contrary to the scientific mainstream.
Paying the Price
Exxon’s about-face on climate change earned the scorn of the scientific establishment it had once courted.
In 2006, the Royal Society, the United Kingdom’s science academy, sent a harsh letter to Exxon accusing it of being “inaccurate and misleading” on the question of climate uncertainty. Bob Ward, the Academy’s senior manager for policy communication, demanded that Exxon stop giving money to dozens of organizations he said were actively distorting the science.
In 2008, under mounting pressure from activist shareholders, the company announced it would end support for some prominent groups such as those Ward had identified.
Still, the millions of dollars Exxon had spent since the 1990s on climate change deniers had long surpassed what it had once invested in its path-breaking climate science aboard the Esso Atlantic.
“They spent so much money and they were the only company that did this kind of research as far as I know,” Edward Garvey, who was a key researcher on Exxon’s oil tanker project, said in a recent interview with InsideClimate News and Frontline. “That was an opportunity not just to get a place at the table, but to lead, in many respects, some of the discussion. And the fact that they chose not to do that into the future is a sad point.”
Michael Mann, director of the Earth System Science Center at Pennsylvania State University, who has been a frequent target of climate deniers, said that inaction, just like actions, have consequences. When he recently spoke to InsideClimate News, he was unaware of this chapter in Exxon’s history.
“All it would’ve taken is for one prominent fossil fuel CEO to know this was about more than just shareholder profits, and a question about our legacy,” he said. “But now because of the cost of inaction—what I call the ‘procrastination penalty’—we face a far more uphill battle.”
Click here for Part II, an accounting of Exxon’s early climate research; Part III, a review of Exxon’s climate modeling efforts; Part IV, a dive into Exxon’s Natuna gas field project; Part V, a look at Exxon’s push for synfuels; Part VI, an accounting of Exxon’s emphasis on climate science uncertainty.
ICN staff members Zahra Hirji, Paul Horn, Naveena Sadasivam, Sabrina Shankman and Alexander Wood also contributed to this report.
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Hitachi Zosen Inova
|
https://www.hz-inova.com/north-america/
|
Hitachi Zosen Inova (HZI) is a global green tech company operating in Waste to Energy (WtE) and Renewable Gas. Our roots are in Switzerland, where we were established in 1933 as “L. von Roll Aktiengesellschaft”, later known as Von Roll Inova. Since 2010, we have been part of the Hitachi Zosen Corporation, one of Japan’s largest industrial and engineering firms and a longstanding partner and licensee of Von Roll Inova.
We have been building and maintaining environmental plants for over 90 years. We develop projects with our clients, drawing on our experience as a general engineering, procurement and construction contractor to deliver complex turnkey plants and system solutions for thermal and biological WtE recovery, gas upgrading and power to gas on their behalf. We also offer comprehensive, expert and reliable after-sales services for operators of existing plants. Quality is our greatest asset. Our unconditional endeavors to achieve this quality, together with our long experience and honest commitment, are what we pass on to clients.
The challenge of continually finding the best possible solutions for our clients is what drives us. We work closely with clients to find and develop integrated solutions tailored to their individual needs and requirements – solutions based on a blend of proven technologies and passionate innovation that meet the highest quality, efficiency and environmental protection standards. This is why we’re among the market leaders in our field; we love what we do.
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1857
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dbpedia
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3
| 88
|
https://premium.globalsecurity.org/military/world//japan/570ton.htm
|
en
|
601 Hirashima 16MS 570 ton Class
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MSC 570 ton Class
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MSC-601 Hirashima 16MS 570 ton
During World War II, in addition to the fundamental duties of laying mines and anti-submarine nets, the mine layers of the Hirashima type were equipped with addional anti-submarine equipment like depth charge throwers and a 80mm high angle gun. The nine vessels built in the period from 1940 to 1943 were used for laying mines, for patrol and escort duties.
The modern MSC-601 Hirashima class 570-Ton Class Coastal Minesweeper (MSC) is also known as Project 16 since the first unit was authorized in the year Heisei 16 [JFY2004]. As with other recent coastal minesweepers, the class is built by Universal Shipbuilding Corporation. The 2007 budget request included proposed purchases of one 5,000-ton destroyer, one 2,900-ton diesel submarine, one Project 16 570-ton Class Coastal Minesweeper (MSC) and four patrol helicopters.
On 01 October 2002, NKK Corporation and Hitachi Zosen Corporation integrated their shipbuilding operations to begin a new era of efficiency and effectiveness as Universal Shipbuilding Corporation at the Keihin Shipyard. Universal Shipbuilding Corporation inherits NKK's 90-year and Hitachi-Zosen's 120-year history of experience, know-how, specialist expertise, and comprehensive service qualities giving both companies a global reputation of experience in technology and shipbuilding skills. The large docks of Ariake Shipyard and Tsu Shipyard together with the modern manufacturing facilities of Maizuru Shipyard, Keihin Shipyard and Innoshima Shipyard, uniquely position Universal Shipbuilding Corporation to satisfy deverse vessel requirements.
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1857
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dbpedia
|
2
| 1
|
https://www.shipsnostalgia.com/media/esso-atlantic.257808/
|
en
|
ESSO ATLANTIC
|
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[] |
[] |
[
""
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[
"Fairfield"
] |
2011-10-11T08:37:54-04:00
|
One of their really big ones in recent years.
|
en
|
https://images.platforum.cloud/icons/shipsnostalgia_comx32.ico
|
Ships Nostalgia
|
https://www.shipsnostalgia.com/media/esso-atlantic.257808/
|
Esso Atlantic and sister ship Esso Pacific at 508.3 KDWT were the largest vessels ever built for Exxon entering service in 1977. This was to be short lived as the oil crisis and freight rates in the early 1980's forced Exxon to lay-up these vessels in Aalesund, Norway, where they remained for several years. Many other oil majors did likewise with their huge fleets of U/VLCC's. When re-activated in the mid 1980's both vessels were sold to Hellespont. I was fortunate to be C/O on the Esso Cardiff in 1977 when we carried-out 3 lighterings from the Esso Atlantic in Lyme Bay on her first voyage to Europe. An interesting huge vessel which made VLCC's appear small? I've got some photos of her somewher, will have to dig them out as they clearly show the size of pipelines and manifolf valves.
|
||||
1857
|
dbpedia
|
3
| 47
|
https://www.bloomberg.com/quote/7004:JP
|
en
|
7004: Hitachi Zosen Corp Stock Price Quote
|
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2024-08-09T00:00:00
|
Stock analysis for Hitachi Zosen Corp (7004:Tokyo) including stock price, stock chart, company news, key statistics, fundamentals and company profile.
|
Bloomberg.com
|
https://www.bloomberg.com/quote/7004:JP
|
Connecting decision makers to a dynamic network of information, people and ideas, Bloomberg quickly and accurately delivers business and financial information, news and insight around the world
Connecting decision makers to a dynamic network of information, people and ideas, Bloomberg quickly and accurately delivers business and financial information, news and insight around the world
|
||||||
1857
|
dbpedia
|
3
| 10
|
https://www.bloomberg.com/profile/company/7004:JP
|
en
|
Hitachi Zosen Corp - Company Profile and News
|
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Company profile page for Hitachi Zosen Corp including stock price, company news, executives, board members, and contact information
|
en
|
Bloomberg.com
|
https://www.bloomberg.com/profile/company/7004:JP
|
Connecting decision makers to a dynamic network of information, people and ideas, Bloomberg quickly and accurately delivers business and financial information, news and insight around the world
Connecting decision makers to a dynamic network of information, people and ideas, Bloomberg quickly and accurately delivers business and financial information, news and insight around the world
|
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1857
|
dbpedia
|
0
| 45
|
https://research.ftserussell.com/analytics/factsheets/home/DownloadConstituentsWeights/%3Findexdetails%3DR04375
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en
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ErrorView
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https://research.ftserussell.com/Products/indices/favicon.ico?v=1
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1857
|
dbpedia
|
3
| 51
|
https://asia.nikkei.com/Business/Energy/Hitachi-Zosen-to-convert-ship-engines-for-green-methanol
|
en
|
Hitachi Zosen to convert ship engines for green methanol
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2023-09-18T19:57:07+00:00
|
OSAKA -- Japanese engineering company Hitachi Zosen plans to develop technology to convert ship engines to run on green methanol, aiming to tap into r
|
en
|
/apple-touch-icon-144x144.png?ez
|
Nikkei Asia
|
https://asia.nikkei.com/Business/Energy/Hitachi-Zosen-to-convert-ship-engines-for-green-methanol
|
OSAKA -- Japanese engineering company Hitachi Zosen plans to develop technology to convert ship engines to run on green methanol, aiming to tap into rising demand for cleaner shipping fuels driven by the industry's push for decarbonization.
Hitachi Zosen will work on the technology with Germany's Man Energy Solutions, which designs a number of engines currently manufactured by Hitachi Zosen. Existing engines that run on heavy fuel oil will be modified to also run on methanol while still installed on ships.
|
||||
1857
|
dbpedia
|
2
| 66
|
http://www.usmm.org/men_ships.html
|
en
|
American Merchant Marine Men and Ships in World War II
|
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American Merchant Marine training, heroes and casualties during World War II. Ships built during World War II
| null |
Posthumous Award
The tanker MS J. A. Moffett was torpedoed and shelled by U-571 on July 8, 1942 in the Florida Keys while en route from Baltimore to Port Arthur Texas. Captain Patrick S. Mahoney was killed while launching a life boat.
The illustration at right shows his son receiving the Mariner's Medal -- equivalent to the Purple Heart -- from Vice-Admiral A. P. Fairfield USN, while his mother Christine looks on. The ceremony took place in New York on Maritime Day, May 22, 1944. [Mast Magazine, 1944]
Merchant Marine Medals
Citations for Heroism
Gallant Ships
Jay G. Lopez, Radio Operator, Four Star Seaman (torpedoed 4 times)
Prisoners of War
663 men and women Mariners became Prisoners of War. Some, like Stan Willner and George Duffy were prisoners of both the Germans and the Japanese, including the notorious River Kwai Railroad camps. The first mariner POW's were the crew of the SS President Harrison who were captured by the Japanese on December 8, 1941.
SS President Harrison: Master's Report to American President Lines
Stories of POWs
Merchant Mariners at Milag Nord Prisoner of War Camp in Germany
Names and fates of mariner POWs
Who Were the Mariners?
In 1940 the Merchant Marine numbered about 55,000. A massive recruiting effort brought in retired seafarers who were able to ship out immediately on the newly launched Libertys. Among them were 76 year-old James A. Logan who served as cook on the SS Joshua Hendy. Thomas Cavely, former master on the Brooklyn to Staten Island ferry, served as captain of a Liberty ship.
Young mariners trained at the U.S. Merchant Marine Academy, various state Maritime Academies, or the U.S. Maritime Service Training Stations. William Travers, 22, was captain of the SS James Ford Rhodes, while his 21 year old brother was first mate. The U.S. Maritime Service officially took youngsters who were 16 years-old. They took them with one eye, one leg, or heart problems. Many men who were too young or too old for the other services or who were physically unfit for the other services joined the Maritime Service and went in the Merchant Marine.
An informal survey of six WWII mariners about their reason for joining the Maritime Service or Merchant Marine before or during the war, elicited the following reasons (all were 16 to 18 years old at the time):
Saw the movie "Action on the North Atlantic" starring Humphrey Bogart.
Built Liberty Ships for 3 months, and wanted to sail in one.
Didn't pass the physical for Naval Academy or West Point, but was accepted by a state Maritime Academy.
Was in the Conservation Corps, which sent him to the newly formed U.S. Maritime Service.
Loved geography in school and wanted to see the world.
Sent to U.S. Maritime Service by a Navy recruiter, who said that was where his service was needed.
U.S. Naval Armed Guard
In October 1941, the U. S. Navy organized an Armed Guard to provide gun crews for duty aboard the country's 1,375 merchant ships, just as it had done in World War I. The first Armed Guard were given their 3 weeks of training at Little Creek, Virginia and the first trainees and their officers were ready to sail in November 1941, when Congress repealed the Neutrality Act. By war's end, Armed Guard training bases were located throughout the country, and over 144,900 men served on over 6,236 American and Allied ships. Nearly 2,000 of these men gave their lives in defense of their country.
According to Armed Guard veteran William Schofield in "Eastward the Convoys," Navy gun crews aboard merchant ships. . . won literally thousands of decorations and commendations for bravery. At a heavy cost of life, they had delivered to foreign shores the millions of tons of supplies and munitions without which the war against the Axis Powers could not have been won."
Schofield quotes from a voyage report to Murmansk, which gives a good picture of the hazards faced by Armed Guard and their shipmates:
"We passed through heavy ice fields. . . At 1235, the Convoy Commodore's ships was torpedoed and sank in less than one minute. We were next in column, and we passed a number of survivors in the water, about 30 of them. [Merchant ships were forbidden to stop in convoy for rescue.]. . . Early in the morning, the convoy was attacked by 4 torpedo planes, but no ships were hit. At about 1300 hours, enemy surface craft were sighted. Our 4 accompanying destroyers immediately laid a smoke screen on the side from which they were approaching, and all merchant ships equipped with smoke pots lit them off. There were 3 German destroyers in the enemy group and they made 5 attempts to destroy our convoy but were driven off each time. During the battle, one of our ships was hit and sunk. Later the convoy passed though a thick ice pack and escaped in a heavy snowstorm."
Another voyage report from the Mediterranean:
"Our ship was part of the invasion force and went in close to the beach with the original landing. We were subjected to shelling from the enemy land positions. . . we had 27 actual bombings from enemy aircraft. The gun crew was on emergency watch for those 8 days, obtaining very little rest. . . several gunners were wounded. . . an enemy ME-109 came diving at our ship. The gunners filled her with 20-millimeter shells and the plane burst into flame, crashing into the ship's side and exploding. . . The ship took water rapidly. . . so we ran her onto the beach to avoid sinking. . . The Navy gun crew stayed at their battle stations, sleeping and eating there, so that the ship might be protected and the cargo that was so badly needed on the beach could be safely discharged."
[Photo shows gun on SS Lane Victory, courtesy SS Lane Victory]
In November 1942, near Trinidad, the SS Nathaniel Hawthorne was torpedoed, exploding and sinking within two minutes, taking 39 men down with her, among them Armed Guard officer Kenneth Muir. One of the 10 survivors saw Muir, his arm blown off at the shoulder, pushing 3 men to the stern and forcing them to jump off the blazing ship, then going back to rescue others.
Lt. Kenneth M. Willet, was the officer in charge of the Armed Guard unit on the SS Stephen Hopkins when she was attacked by the heavily armed German raiders Stier and Tannenfels.
Willet was hit several times by shrapnel as he commanded the gunners and helped man the 4-inch stern gun. The Stier was heavily damaged. Then the ammunition magazine exploded and Willet abandoned the gun to help release life rafts. The SS Stephen Hopkins sank stern first, taking Lt. Kenneth Willet with her. [Cadet Edwin O'Hara fired the last shells in the gun, sinking the Stier.]
U.S. Naval Armed Guard Casualties During World War II
For more about the Armed Guard, visit http://www.armed-guard.com/
Salary for Mariners Equivalent to Other Services
During World War II, some gossip columnists claimed that merchant mariners were getting rich on outrageous salaries. In a 1943 letter to the American Legion, Admiral Telfair Knight of the War Shipping Administration compared salaries for equivalent positions in Navy and Merchant Marine, and found salaries to be equivalent or even higher for Navy personnel. In addition, the Navy offered outstanding benefits, including paid leave, disability and death benefits, free medical care for personnel and dependents, free uniforms, and a generous retirement pension.
Mariners signed on for each voyage which lasted until they returned to a U.S. port, which could be one year or more. They had no paid leave, no vacation and no pension.
Salary Comparison Navy vs. Merchant Marine
Liberty Ships
Upon seeing the design for the Liberty ship which was based on a British ship first built in 1879, President Roosevelt named her "the ugly duckling."
The first of the 2,700 Liberty ships was the SS Patrick Henry, launched on Sept. 27, 1941, and built to a standardized, mass produced design. The 250,000 parts were pre-fabricated all over the country and the 250-ton sections, complete with portholes and mirrors, were miraculously welded together in as little as four and a half days. A Liberty cost under $2,000,000.
[Photo of Liberty ship SS John W. Brown courtesy of Project Liberty Ship]
The Liberty (officially an EC2) was 441 feet long and 56 feet wide. Her three-cylinder, reciprocating steam engine, fed by two oil-burning boilers produced 2,500 hp and a speed of 11 knots. Her 5 holds could carry over 9,000 tons of cargo, plus airplanes, tanks, and locomotives lashed to its deck. A Liberty could carry 2,840 jeeps, 440 tanks, or 230 million rounds of rifle ammunition.
Libertys carried a crew of about 44 and 12 to 25 Naval Armed Guard.Liberty Ship Crew
Some were armed with:
One 4 inch stern gun
Two 37 mm bow guns
Six 20 mm machine guns
About 200 Libertys were lost to torpedoes, mines, explosions, kamikazes, etc. during WWII. Two Liberty ships, the SS Jeremiah O'Brien in San Francisco and the SS John W. Brown in Baltimore, survive as "museum ships" open to the public for tours and occasional cruises. [ Links ]
Story of the SS Robert E. Peary -- built in record time!
Liberty ships were named after prominent Americans, including 18 that were named for outstanding African Americans. African-Americans
Complete list of Liberty Ships (Alphabetical order)
List of Shipyards which built Liberty ships and list of Liberty ships built by each yard
Victory Ships
The Liberty's maximum speed was 11 knots, making her easy prey for submarines, so early in 1942 designs for a 15 knot ship were begun. The first of 534 Victory ships, the SS United Victory, was launched on February 28 1944, and like the Libertys, used production line techniques. The next 34 Victory ships were named for each of the Allied nations; the subsequent 218 were named after American cities, the next 150 were named after educational institutions, and the rest received miscellaneous names. Attack Transports were named after Counties, except one named after President Roosevelt's personal Secretary, Marvin H. McIntyre.
[SS United Victory being fitted out, Mast Magazine, May 1944]
The Victory ship (officially VC2) was 455 feet long and 62 feet wide. Her cross-compound steam turbine with double reduction gears developed 6,000 (AP2 type) or 8,500 (AP3s type) horsepower. One diesel Victory, the Emory Victory (VC2-M-AP4) was built. The VC2-S-AP5 was the designation given to Attack Transports built for the Navy (Haskell class). The three AP7 type were Victorys laid as AP3 or AP5 which were cancelled after VJ Day, and completed as combined passenger/cargo ships for the Carribbean trade.
Typically, Victorys were armed with:
One 5 inch stern gun
One 3 inch bow gun
Eight 20 mm machine guns
Three Victory ships (Logan, Hobbs, and Canada) were sunk during World War II, all by kamikazes during the invasion of Okinawa. These Victorys carried a total of 24,000 tons of ammunition (54 million pounds or 24,000 metric tons), including the majority of 81 mm mortar available in the United States. This loss severely restricted combat during the invasion.
The SS Lane Victory in San Pedro, CA is open to the public for tours, occasional cruises, and can often be seen in movies and commercials. This floating museum was named after Isaac Lane who was born into slavery and later founded Lane College in Jackson, Tennessee [Alex Hailey, author of "Roots" is a famous alumnus]. The Red Oak Victory is being restored in Richmond, CA and the American Victory in Tampa, FL
A 61 minute, color video featuring the Hannibal Victory's maiden voyage filmed by U.S. Maritime Commission in 1945 shows the loading of railroad cars and locomotives on the ship, explains the various crew jobs, shows "routine" life on board a wartime ship during her voyage from San Francisco, and unloading in the Philippines. Available from: Amitor, 7055 SW 184th Ave, Aloha, OR 979997 ($18 incl S&H)
Complete list of Victory Ships
Tankers
Tankers were developed around the turn of the century to carry liquid cargo: gasoline, oil, or molasses. During World War II, American tankers made 6,500 voyages to carry 65 million tons of oil and gasoline from the U.S. and the Caribbean to the war zones and to our Allies. They supplied 80% of the fuel used by bombers, tanks, jeeps and ships during the War.
[SS Mission Purisima shown at right, from "The Last Mission Tanker" by Walter W. Jaffee]
The T-2 was the workhorse of the tanker fleet:
523 feet long
68 foot beam
6,000 horsepower Turbo-Electric propulsion
Speed 16 knots
A typical tanker crew included 42 mariners and 17 Navy Armed Guard. Tankers carried between 90,000 and 140,000 barrel liquid capacity (4 to 6 million gallons). [42 gallons or 162 liters per barrel]
In 1943, desperate for cargo capacity, "skeleton decks" about 7 or 8 feet above the deck (to keep the planes out of the waves and to make lashing simpler) were attached to many tankers to enable them to carry planes and PT boats.
[Skeleton deck carrying planes on tanker, Mast Magazine, April 1944]
Immediately after Pearl Harbor, when the U.S. declared war on Germany and Japan, the U-Boats arrived on our Atlantic Seaboard. They concentrated on the tanker fleet, knowing how essential fuel was to the war effort. Americans faced rationing of gasoline for their cars and heating oil for their homes, to spare fuel for the war.
The tanker SS Cedar Creek, was lend-leased to the USSR. O.M. 'Jac' Smith and two other Americans were asked to join the Soviet crew to bring the ship to the USSR. Because of a series of misunderstandings, the three shipmates found themselves in a Soviet labor camp. Jac Smith escaped from the camp located outside Archangel (Arkhanhelsk), and with the help of Laplanders who found him nearly unconscious in the snow and the Norwegian underground, traveled 900 miles to freedom. He traveled through German-occupied Norway and then by fishing boat to Great Britain. [see Books: Escape from Archangel]
Names of Esso Fleet Tankers, Mission series Tankers, T-2 Tankers
Ships built by U.S. Maritime Commission 1939 to 1947
Starting with SS America, laid down in 1937, and ending with SS United States in 1952, the U.S. Maritime Commission built nearly 6,000 ships under the mandate of the 1936 Merchant Marine Act. Besides the Emergency-type Libertys and Victorys, they built "non-emergency" T-2 Tankers, C-2, C-3, C-4 freighters and P-type passenger vessels, as well as miscellaneous tugs, refrigerated, and concrete ships.
All 6,000 ships can be found at Lists of Ships
Mines and Degaussing
Hundreds of ships were sunk or badly damaged from mines planted by planes, minelayers, and submarines in the North Sea, English Channel, and Mediterranean Sea. German submarines also laid mines in the Delaware River, Chesapeake Bay, Boston, Charleston, Jacksonville and New York harbors. The Germans counted on the submarine to win the war at sea, with the mine an important "assist."
The Japanese heavily mined the waters of their homeland and their conquered territories throughout Asia. These mines did not distinguish between ships, nor did they recognize V-E or V-J Day as the end of war.
U.S. Merchant Ships Sunk or Damaged by Mines in World War II [Includes a short history of mine warfare]
Mine Clearing Job to End Next Year, British Report (New York Times, March 30, 1946)
London. Northwest European waters will not be cleared of mines to make them completely safe for shipping until the summer of 1947, the Admiralty announced today. The British coast should be completely cleared by June or July of this year. Since the end of the war in Europe seventy-two merchantmen and fishing vessels of all nationalities have been sunk or damaged in European waters.
30,000 Japanese Mines Loose (New York Times, Aug. 25, 1946)
Tokyo. Pacific mariners were warned today that some 30,000 mines had broken loose from Japanese minefields and were floating in trade currents. The mines explode by magnetic or pressure influence and remain dangerous to shipping for five years.
The magnetic mine was the most dangerous and destructive type. All steel ships have magnetism built into them. When a steel vessel passes over a magnetic mine, the magnetic forces in the ship trigger a mechanism in the mine that sets off an explosion under the hull.
[Contact mine, shown beached at left, from "Battle of the Atlantic," Time-Life]
To counteract these mines, some ships were degaussed. Thick bands of electrical wire, aligned with the main deck, were fastened around the length of the vessel. The wire was energized with an electric current that neutralized the ship's magnetism. This system saved countless numbers of ships from destruction.
SS Black Point -- Last U-boat Victim of the War on May 5, 1945 off Point Judith, Rhode Island
Port Chicago Disaster -- WWII Government Cover-up of explosion which killed mariners, Armed Guard and African-American ammunition loaders.
The Mystery of the SS Oklahoma and her unnamed dead. (Courtesy of The Atlanta-Journal Constitution)
Operation Pedestal and SS Ohio save Malta - the Convoy must get through at all costs
SS Richard Hovey: a Tale of Atrocities and Survival - Lifeboats machine-gunned by Japanese submarine
Sinking of the Esso Tanker T. C. McCobb
Top Secret Project Ivory Soap -- Aircraft Repair Ships
Standard List Of Medical Supplies Issued to U.S. Merchant Ships during WWII
Appeal to Danish Seamen to Remain Aboard their Requisitioned Vessels
Walt Disney Merchant Marine Emblem
General Quarters! All Hands to Battle Stations! Naval Armed Guard and Mariners worked as a team manning the guns during World War II
Ship poster prohibiting diaries or other communications
Citations for Heroism
Gallant Ships
Merchant Marine Medals
Jay G. Lopez, Radio Operator, Four Star Seaman (torpedoed 4 times)
Stories of POWs
Merchant Mariners at Milag Nord Prisoner of War Camp in Germany
Names and fates of mariner POWs
Merchant Marine Posters during both World Wars
Merchant Marine in Honolulu Dec 7-15, 1941
U.S Maritime Service Training of seamen
Home
05/08/02
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https://www.offshore-energy.biz/imabari-moves-to-take-stake-in-hitachi-zosens-marine-engine-business/
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Imabari moves to take stake in Hitachi Zosen's marine engine business
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[
""
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[
"Jasmina Ovcina Mandra"
] |
2022-09-27T11:14:59+00:00
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Japan's Imabari Shipbuilding to acquire 35 percent stake in the marine engine business that would be spun off from Hitachi Zosen.
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en
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Offshore Energy
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https://www.offshore-energy.biz/imabari-moves-to-take-stake-in-hitachi-zosens-marine-engine-business/
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https://www.neimagazine.com/news/tepco-and-hitachi-set-up-joint-venture-to-produce-used-fuel-storage-10137922/
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en
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Tepco and Hitachi set up joint venture to produce used fuel storage
|
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2022-11-01T17:00:00+00:00
|
Tepco Holdings Co Ltd and Hitachi Zosen Co Ltd (Hitachi Shipbuilding) have set up a joint venture to establish a plant for manufacturing various core products necessary for decommissioning, such as used fuel casks and debris storage containers. The new company, Toso Mirai Manufacturing, was established in April. In order to achieve "a balance between reconstruction and decommissioning”, Tepco is bringing together decommissioning industries in the Hamadori area of Fukushima Prefecture, to develop and manufacture core technologies and products for decommissioning.
|
en
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Nuclear Engineering International
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https://www.neimagazine.com/news/tepco-and-hitachi-set-up-joint-venture-to-produce-used-fuel-storage-10137922/
|
Tepco Holdings Co Ltd and Hitachi Zosen Co Ltd (Hitachi Shipbuilding) have set up a joint venture to establish a plant for manufacturing various core products necessary for decommissioning, such as used fuel casks and debris storage containers. The new company, Toso Mirai Manufacturing, was established in April. In order to achieve "a balance between reconstruction and decommissioning”, Tepco is bringing together decommissioning industries in the Hamadori area of Fukushima Prefecture, to develop and manufacture core technologies and products for decommissioning.
Hitachi Zosen became the first domestic manufacturer to produce used fuel transport casks in 1978. “We have accumulated technologies and skills related to transportation and storage of used fuel, both in Japan and overseas,” the company said. engineering firm Hitachi Zosen has been manufacturing nuclear fuel transport and storage containers since 1978. It has been manufacturing dry container storage and transportation systems for US fuel management specialist NAC International since the 1980s. It acquired NAC International from then-owner USEC for $45 million in 2013, giving the Japanese company a platform to expand its business in waste fuel transportation and storage.
As part of the integration of the decommissioning industry, Toso Mirai Manufacturing will build a decommissioning-related plant in Hamadori with the aim of starting operations in fiscal 2025.This plant will contribute to the safe and steady decommissioning of nuclear power plants, including the production of spent fuel casks and the planned production of fuel debris storage containers in the future.
“Going forward, we will aim to improve the efficiency of manufacturing processes through co-creation with user companies and vendor companies through Toso Mirai Manufacturing. We will also contribute to the economy, employment, and human resource development of Hamadori by working closely with local companies while focusing on the decommissioning-related products factory.”
Tokyo has a 67% share in the joint venture with Hitachi Zosen holding the other 33%. Toso Mirai Manufacturing has 1.5 billion yen ($13 million) in capital and about 10 employees. However, the partners said there are "dozens of employees" in the plan.
Toso Mirai Manufacturing will initially produce casks to store and transport used nuclear fuel. However, the partners added: "In the future, we plan to create a container to store the cooled and solidified fuel fragments following the melting of nuclear fuel and structures as a result of the Fukushima Daiichi accident."
Tepco and Hitachi Zosen said they were "working to concentrate the decommissioning industry in the Hamamatsuri area in Fukushima Prefecture". Toso Mirai Manufacturing's head office is located in J Village, Fukushima Prefecture, but "in the future, we will consider the location of the head office separately in conjunction with the construction of the Naraha-cho factory."
Earlier in October, Tepco also formed a joint venture with IHI Corporation called Toso Mirai Technology Company Limited to recover fuel debris from damaged reactors at the Fukushima Daiichi NPP. Those plans also announced in April. The company, Decom.Tech, will organise the basic design of the systems and equipment needed to further scale up fuel debris recovery, and will undertake the research and development work required for fuel debris recovery.
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https://nevsedoma.com.ua/en/337094-10-largest-sea-vessels-in-the-world-10-photos.html
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en
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10 largest sea vessels in the world (10 photos)
|
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2017-10-09T00:49:53+03:00
|
Which ship is the largest in the world? The first name that comes to mind is Titanic. Undoubtedly, the Titanic was at one time one of the most famous and largest ships in the world. However, there
|
en
|
/templates/nevsedoma/images/favicon.ico
|
Nevsedoma
|
https://nevsedoma.com.ua/en/337094-10-largest-sea-vessels-in-the-world-10-photos.html
|
Which ship is the largest in the world? The first name that comes to mind is Titanic. Undoubtedly, the Titanic was at one time one of the most famous and largest ships in the world. However, there are many other giant ships that most of us have never even heard of.
TI-class supertanker
TI-class supertanker is a class of the largest double-hulled oil tankers, including four vessels “TI Africa”, “TI Asia”, “TI Europe” and “TI Oceania”. All four were built by the world's second largest shipbuilder Daewoo Shipbuilding & Marine Engineering in South Korea in 2002–2003 for the Hellespont shipping company. The length of the tankers is 380 meters, width 68 m, maximum speed 17.5 knots (32 km/h), capacity - 3,166,353 barrels.
Berge Emperor
Berge Emperor is a supertanker built by Mitsui Group in 1975 in Japan. It was launched on August 30, 1975. The ship belonged to the Norwegian shipping company Bergesen Dy & Co. but in 1985 it was sold to Maastow BV. On March 30, 1986, Berge Emperor was decommissioned and scrapped in Kaohsiung, Taiwan. The length of the tanker was 391.83 m, weight - 211.360 tons, total payload - 423,700 DWT, maximum speed - 15.5 knots (28.7 km/h).
CMA CGM Alexander von Humboldt
Eighth place in the ranking is occupied by the CMA CGM Alexander von Humboldt, a container ship named after the German scientist Alexander von Humboldt. Owned by the French company CMA CGM. It is one of the largest container ships in the world. Its length is 396 m, maximum speed is 25.1 knots (46.5 km/h), and its capacity is 16,020 TEU.
Emma Maersk
In seventh place is a container ship owned by the Danish company A.P. Moller-Maersk Group - Emma Maersk. It was built in Denmark in 2006 and until November 2012 was the largest and longest container ship in the world. It is 397.71 meters long, 56.55 meters wide, has a maximum speed of 27.5 knots (50.93 km/h), and has a capacity of 14,770+ TEU.
Maersk Mc-Kinney Miller
Maersk Mc-Kinney Miller is a Triple-E class container ship owned by A.P. Moller-Maersk. It was built in South Korea and launched in February 2013 at the time the largest and longest container ship in the world. Its length is 399 meters, width 59 m, capacity 18,270 TEU, maximum speed - 23 knots (43 km/h).
Esso Atlantic
Esso Atlantic is a tanker built in Nassau, the capital of the Bahamas in 1977. Owned by Esso International Shipping Co Ltd. The length of the tanker is 406.57 m, the total payload is 516.895 DWT, the maximum speed is 15.5 knots (28.71 km/h). After 35 years of operation, it was decommissioned and disposed of in 2002 in Pakistan.
Batillus
Batillus is a supertanker built in 1976 in the French city of Saint-Nazaire for Shell Oil. At the time of construction, it was one of the largest ships in the world, second in size only to the Seawise Giant. Its length is 414.22 m, width 63.01 meters, total payload capacity is 553,662 DWT, maximum speed is 16 knots (30 km/h). On October 17, 1985, company management decided to sell the ship for scrap for less than $8 million. Batillus made its last voyage from the Norwegian port of Vestnes to the Taiwanese port of Kaohsiung, where it was scrapped on November 28, 1985.
Pierre Guillaumat
Pierre Guillaumat is a supertanker built in 1977 at the Chantiers de l’Atlantique shipyard in the French city of Saint-Nazaire for the Nationale de Navigation company. Named in honor of the statesman, French Minister of Defense (1959-1960) and founder of Elf Aquitaine - Pierre Guillaume. Due to its gigantic size, the use of Pierre Guillaumat was very limited. It could not pass through either the Panama or Suez Canals, could not moor in most ports of the world, and due to unprofitability, the tanker was scrapped in 1983 after 6 years of operation. Its length was 414.23 m, width 63 m, total payload - 555,051 DWT, maximum speed 17 knots (31 km/h).
Mont
Mont (formerly Seawise Giant, Knock Nevis) is a supertanker built in Yokosuka by the Japanese company Sumitomo Group during 1979–1981. Mont had the largest deadweight and was the longest ship ever built. Its length is 458.45 meters, width - 68.86 m, total payload capacity of 564,763 tons (4.1 million barrels), maximum speed of 16 knots (30 km/h). In the last years of operation it was used as a floating oil storage facility. In January 2010, the tanker was transported to the Indian port of Alang, where it was landed on a shoreline for further disposal.
Prelude FLNG
Prelude FLNG is the largest vessel on Earth, built at the South Korean shipyard Samsung Heavy Industries and developed by Royal Dutch Shell PLC for Shell Oil. Scheduled to be completed by 2017, the Prelude FLNG is a floating structure for the ocean floor production, liquefaction, storage and processing of natural gas. Its length is 488 meters, width 74 m, displacement - 600,000 tons. More than 260,000 tons of steel will be required to build it. The estimated cost of the vessel for 2013 was $10–12.6 billion.
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1857
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0
| 68
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https://issuu.com/mercatormedia/docs/motorship_march_2023_flipbook
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en
|
The Motorship March 2023
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2023-02-27T00:00:00+00:00
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Marine Technology
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en
|
/favicon.ico
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Issuu
|
https://issuu.com/mercatormedia/docs/motorship_march_2023_flipbook
|
Welcome to Issuu’s blog: home to product news, tips, resources, interviews (and more) related to content marketing and publishing.
Here you'll find an answer to your question.
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dbpedia
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2
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https://testbook.com/static-gk/largest-ship-in-the-world
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en
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Largest Ship in the World – Know Size, History & Facts Here!
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2023-12-06T05:16:25.038000+00:00
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Know about the Largest Ship in the World: Check Size, History & Facts About the Biggest Ship in the World in 2024. Along with it check their capacity length as well
|
en
|
Testbook
|
https://testbook.com/static-gk/largest-ship-in-the-world
| ||||||
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https://personal.vanguard.com/us/LiteratureRequest%3FFW_Activity%3DViewOnlineActivity%26litID%3D2210215483%26FW_Event%3Dstart%26view_mode%3Dweb%26usage_cat2%3DPRRPETRP%26viewLitID%3D2210215483%26formName%3DVanguard%2BTot.%2BWorld%2BStock%2BIndex%2BFund%2BSAR%26vendorID%3DQ6282
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We're sorry. The page you requested could not be found. If you used a bookmark or a favorite place to access this page, the link is no longer effective. Please go to the Vanguard homepage and navigate to the desired page.
If you continue to experience difficulty accessing pages on our website, you may need to delete your temporary Internet files or adjust your browser settings. Please visit our Browser FAQs to learn more about the software and settings that work best with our website.
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https://www.theworldfolio.com/interviews/we-have-always-striv/4508/
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en
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The Worldfolio: ‘We have always strived to create a prosperous world through construction projects’
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2018-05-09T00:00:00
|
<p>We speak with President of Hitachi Zosen, Takashi Tanisho, about the superiority of Japanese engineering and construction firms, and the evolution of his company over its history of more than eight decades.</p>
|
en
|
/favicon.png
|
Theworldfolio
|
https://www.theworldfolio.com/interviews/we-have-always-striv/4508/
|
From your point of view, what is the competitive advantage of Japanese infrastructure and construction firms?
Historically speaking, Japan has always been a disaster-prone nation. The natural adversities we have faced have forced us to place great emphasis on the development of sustainable and highly technological construction projects. Thanks to the expertise we have acquired in the fields of disaster prevention, Japan now has the ability to support countries from around the world.
The core competencies of the Japanese construction industry can be summarized in two points. The first point can be crystalized in one word: quality. In our industry, the quality of a product or a project can be assessed by its longevity. The key question that must be asked is: “Thirty to forty years down the line, will this product still hold up?” I can state with certainty that Japanese products do. From solar panels to ships, the “Made by Japan” production system remains reliable on the long term. Through its capacity to sustain repeated usage, Japanese products will reveal their true qualities over the years.
The second point concerns “project delivery.” Delivering on one’s promises has become embedded within the corporate DNA of Japanese organizations. We put great emphasis in
ensuring that delivery commitments are met in a timely and qualitative manner. Even when conflict arises, and it often does so, Japanese firms have proven to be partners of choice, willing to listen and endure. Even in the face of obstacles, Japanese corporations pursue their work relentlessly while working towards conflict resolution. This entrenched commitment to reliable delivery is perhaps our greatest advantage, and it differentiates us in front of Korean, Chinese and European firms. Japanese firms are most remarkable in this regards.
What are the differences between working in emerging markets and developed economies? And what allows Hitachi Zosen to be competitive in both?
The differences between working in developed and developing nations are varied and multiple. The first aspect is linked to permit obtainment. The various rules, procedures and permissions for construction sites greatly vary between countries. When it comes to developed nations, bureaucratic aspects are rather clear. To obtain the necessary permits under the required timing, we simply have to follow the rules in place.
When it comes to developing countries however, and especially when we bring-in new products, some rules are not yet in place. Because there is no prior history in dealing with certain materials and projects, the whole process takes time; and procedures are not as clear. When facing such situations, we persevere until making it happen. At Hitachi Zosen, we have learnt to tenaciously pursue our objectives until achievement.
The second aspect regards investment capacity. In developed countries, product functionality must be met with aesthetic design. At Hitachi Zosen, we have learnt to combine both physical and functional outlooks to please even our most demanding clients. When it comes to developing economies however, the functional aspect is primordial. As long as key characteristics are met (such as occupation capacity), the aesthetic features matter little.
To meet the needs and budgets of all our clients, we work with local staff and organizations in order to lower our operational costs. By doing so, Hitachi Zosen is able to respond to the different needs and challenges ahead. This great level of adaptability has made our success for many years.
The structural problems of Japan, the negative demographic line and the ageing population, are creating a shortage in the labor force. How can the Japanese construction industry remain competitive in the face of such challenges?
There are three ways to maintain the competitive level of the Japanese construction industry.
Firstly, we must increase our productivity through the use of innovative technologies, such as robotics and AI. There is still a large margin for growth in that regard and we have yet to reach optimal productivity levels.
Secondly, we must invite more foreign workers. While we have recently witnessed an increased number of South East Asian immigrants, accentuating that number could solve the issue of our shrinking labor force. Overseas workers massively immigrate to South Korea and China. However, many of them come to study in Japan to acquire cutting-edge techniques before returning to their own countries. Working conditions in China or Korea might be good enough but we see our technique as a strength to invite more foreign workers.
Thirdly, and if the domestic workforce grows further limited, we could relocate our manufacturing operations overseas. By producing the bulk of our products in international facilities, we could transform Japanese facilities into the end-product “finishers.”
Thanks to these three opportunities, our industry has room to grow and prosper.
Established in 1934, your company is a longstanding Japanese corporation. Can you highlight the milestones achieved since inception?
Our firm is called Hitachi Zosen, with Zosen meaning “shipbuilding”. Right from our humble beginnings, we have always strived to create a prosperous world through construction projects. In the post War period, we acquired our technology from the West. Even today, a large part of our work reflects the historical partnerships developed in the post war era. Moving forward, we must place our efforts in developing the construction techniques of the future. Today is the time to create the growth foundations for tomorrow.
Since entering the XXIst century, we have lived through two major milestones. In 2002, shipbuilding, which represented 20-30% of our business, was allocated to a different firm. In 2010, we created the core of our current business: Energy-from-waste Plant. We received this technology thanks to AE&E Inova AG (Hitachi Zosen Inova AG at present), a company we acquired. Today, we are proud to be known as the Hitachi Zosen that prioritizes the planet.
To return to our beginnings, our Northern Irish founder “E.H. Hunter” sent his three sons to study abroad in Germany and England. To send one’s children abroad at that time was truly forward looking and progressive. At the start of the 1900s, the source of our materials shifted from Europe to the USA, and we began to use American materials as Japan did not have any iron producers. In short, we were born with this international DNA.
Can you tell us more about the philosophy of Hitachi Zosen?
To understand our philosophy, you must understand our history. We started in 1881. At the beginning, we were founded by a Northern Irish individual and we started as a shipbuilding corporation. As a matter of fact, ZOSEN means shipbuilding-terms. We started by importing iron and related materials from Europe. At that time, our principle was to create everything that we could. We wanted to produce solutions that could meet the needs of the time. Moving forward to the post-WWII era, Mr. Nagata , who became president, incorporated corporate principles that treasured each employee. He articulated an incredible motto: “We are one million managing the company.” This one million enterprise included staff, clients and all stakeholders. In 1990, Mr. Fujii became president, and our motto was re-written as it now stands: “We create value useful to society with technology and sincerity to contribute to a prosperous future”. While we have shifted with the time, the core principles of our firm have remained identical. We are committed to contributing to society and to treasuring our employees.
Can you tell us more about your efforts to promote a sustainable approach to business through your activities?
First of all, it is our businesses themselves which are focused on sustainability. Our activities in renewable energy production and water treatment are green businesses. The increase in worldwide population combined with the growing urbanization of developing economies must be closely monitored in order not to further contribute to the degradation of our planet. At Hitachi Zosen, we believe it is our role to contribute to the sustainable development of our world.
Second of all, we abide strict environmental requirements for our business processes and productions. As a firm, we constantly research how to reduce our CO2 footprint. In terms of our construction, all of our new buildings are supported by solar panels and LED technology. From our carbon footprint to our waste disposal, we are continuously exploring new ways to reduce our environmental impact.
Your company operates in 3 main business segments. Environmental Systems and Industrial Plants, Machinery, Infrastructure. How do you benefit from the synergies of this diversified portfolio?
These diverse fields can be grouped into two core segments. First, is engineering and plant making, such as our energy-from-waste plants. Second, is construction and “Monozukuri, (manufacturing) such as building bridges and other infrastructures. That being said, engineering and construction are linked. The core elements utilized in the engineering field, such as the plants’ boilers, are made internally through our own construction efforts within our own factories. All our businesses are linked, and that is one of our greatest strengths.
Another competitive advantage of Hitachi Zosen regards the quality of our after-services. Not only do we deliver products to our clients, but we also deliver services to enhance the post-construction management of our projects. Furthermore, we collect a large amount of product-data linked to operating levels, productivity, need for maintenance and more. All this data is then observed and analyzed to improve the productivity and operational level of our solutions.
How does data collection improve your working efficiency?
More than ten years ago, we started utilizing these solutions to monitor and enhance the productivity of our energy-from-waste plants and our power generator systems. And now, we start to incorporate their AI technology into our operations.
The results have been threefold. Firstly, we have been able to provide stable and effective operations. Throughout our projects, we have consistently maintained the adequate power generation. Even when unplanned events unfold, we are able to operate in a consistent way.
Secondly, we have reduced the work burden of machinery operators. In times of emergency, we have remote observers supporting our operators to insure an effective and timely response rate.
Thirdly, our products can be utilized for thirty to forty years, as we have successfully simplified maintenance. Instead of having to conduct an overall assessment, our data analysis allows us to effectively identify which piece requires replacement. This has allowed us to reduce maintenance-cost, and to save resources.
Which project was the most impactful to you and why?
Often times, we say that it is important “to create things that remain on the map.” I will never forget the power station we created in Saudi Arabia about twenty-five years ago. This project was a consortium between three firms. We were the project leader and in charge of building the boiler for the power station. General Electric was working on the turbine generator, PENTA-OCEAN CONSTRUCTION was in charge of construction. This part of Saudi Arabia was not the easiest climate or land to work in. But when we were able to finally work together and develop this power station, the local people started to gather around our area of operation. Houses were being built, and soon, an entire city rose from the ground. A market was constructed and followed by a mosque. At night, you could see lights shining brightly. At that moment, I was reminded that our work creates wealth. The development of one plant was enough to bring an entire city together.
What activities will you focus on for the future?
Looking down the line, our activities in renewable energy and sustainable power stations will remain our main focuses. As fossil fuels are being replaced by renewable energies, the future.
Can you tell us more about your R&D efforts?
In terms of R&D, we have split into 2 tracks of thinking. Track number one deals with improving and deepening the value of current products. To continue on increasing the value and the efficiency of our solutions, while reducing cost requirement, we invest in R&D efforts.
Track number two concerns our ability to develop future products. “Methanation,” for example, is a product under constant research. We also research functional materials to increase the sustainability and performance of our materials.
What ambitions do you have for Hitachi Zosen?
We want to grow into a firm able to deliver solutions to global challenges, such as energy and water. We want to deliver these solutions all around the globe. That is my dream, and I hope that I can aspire all of our employees to pursue the same dream that I have.
|
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1857
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| 65
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https://islandfreepress.org/blog/e-315/
|
en
|
The story of North Carolina Esso No. 1
|
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2014-10-31T00:00:00+00:00
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Recent news stories about the beginning of oil and gas exploration off the North Carolina coast reminded me of an article I wrote 15 years ago for another publication. Most people are surprised to hear that almost 70 years ago, there was an attempt to find oil not only right here on Hatteras Island but [...] Editor's Blog | Full Article
|
en
|
Island Free Press
|
https://islandfreepress.org/blog/e-315/
|
Recent news stories about the beginning of oil and gas exploration off the North Carolina coast reminded me of an article I wrote 15 years ago for another publication.
Most people are surprised to hear that almost 70 years ago, there was an attempt to find oil not only right here on Hatteras Island but in the shadow of the Cape Hatteras Lighthouse.
In 1945, just after the end of World War II, Standard Oil of New Jersey came to Buxton with a great deal of hoopla and publicity to drill a test well, which, at the time, was called “the most important wildcat venture in eastern America.”
On Oct. 2, 1945, in a ceremony that included a number of local people, a Standard Oil official drove a stake into the ground marking the location of what was to become North Carolina Esso No. 1.
The stake was located 1,620 feet southwest of the Cape Hatteras Lighthouse at 35 degrees, 16 minutes, and 30 seconds north latitude and 75 degrees, 53 minutes west longitude.
The location of the well was a little more than halfway along the path that the lighthouse traveled in 1999 when it was moved from its old location to a new site 2,900 feet to the southwest to protect it from the encroaching Atlantic Ocean.
On the morning of Dec. 1, 1946, the drilling began on Esso No. 1, a well that Standard Oil officials hoped would produce information about oil deposits along the U.S. East Coast.
On July 9, 1946, the well was “bottomed” in the granite layer of the Continental Shelf at 10,054 feet.
There was no oil. However, according to Standard Oil, the exercise produced a wealth of information about coastal geology.
So, this is the story of North Carolina Esso No. 1 and how it came to be sitting on the edge of the Atlantic Ocean in an area that was to become America’s first national seashore and in the shadow of one of American’s most iconic lighthouses.
Most of the information in this blog comes from a Standard Oil of New Jersey publication, “The Story of North Carolina Esso No. 1.”
Before the outbreak of World War II, transport ships delivered oil to most major eastern cities. However, German U-boats patrolling off the Atlantic Coast quickly brought an end to that system. In what was to become known as the Battle of the Atlantic, the U-boats sank oil tankers and other Allied ships with startling regularity in the early months of 1942.
Much of the activity was off the Outer Banks, and the loud explosions, fires burning in the night sky, and black-out curtains became a way of life for Hatteras and Ocracoke islanders.
In the short term, pipelines were built to bring oil to the East Coast. But oil companies were searching for a better long-term solution.
Geologists have long known that sedimentary rock beds of the Cretaceous period occur along the eastern seaboard in a broad band paralleling the coast. With the discovery of oil in the Cretaceous beds off Louisiana and Mississippi, interest increased in the Atlantic Coast as a possible source of crude petroleum.
Early in 1942, spurred by the critical need for oil on the East Coast, the Standard Oil Company of New Jersey sent its geologists to study the surface and do detailed research over an area extending from central New York to the coastal area of Georgia.
After the war ended, there was no longer the critical necessity to find oil, but Standard’s search continued on the East Coast, based on the merits of what had been discovered by its scientists during the war years.
The company decided to drill a test well as far east as possible in North Carolina, and Cape Hatteras was deemed to be the most favorable site.
According Standard’s report on the venture, the company did not expect to find oil with the first test well. “It was drilled as the only way to get accurate information as to the nature and thickness of the rocks lying beneath the surface of the earth.”
“Drilling a well at such a location is a difficult and expensive venture,” the report noted. “No improved highways lead to the location. No dock facilities for large ships were available on the ocean side. There was no channel through the Pamlico Sound to any point near the operation. All equipment, special tools and men with the necessary experience would have to be brought from the oil producing states of Oklahoma, Texas, and Louisiana.”
Standard Oil shipped in the equipment needed, including a 168-foot high derrick capable of drilling three miles into the earth, a huge diesel-electric power plant, and other materials weighing a total of 2.4 million tons. The equipment and materials were shipped by rail to Elizabeth City and traveled by barge down the Pamlico Sound and through a specially dug channel from the deep waters in the sound to a landing dock that was built in Buxton.
The effort was plagued by severe weather. Northeasters, typical of the fall season, drove the barges off course, and, on several occasions, captains had to put into port for safe haven.
In Buxton, the equipment was transported across the soft sand to the well site by Caterpillar tractors pulling flat-bed trailers equipped with Caterpillar treads.
At first, Standard did bring in experienced drilling crews from other states, but these “roughnecks” quickly got homesick on the isolated barrier island. As they left, the company began replacing them with islanders, who, according to the report, displayed “an unusual aptitude for this type of work.”
“They were experienced seamen, ex-Coast Guardsmen, and fishermen,” the report said. “They were good riggers, an essential for a good roughneck. They were physically fit, willing to work and above average in intelligence.”
The late Ray Miller of Buxton worked on the project as a teen-ager.
“I didn’t work on the drilling too long,” he said in a 1995 interview in The Island Breeze. “I was pouring 100-pound bags of mud down a pipe for 12 hours a day. The first day after I started working, I wasn’t sure I could get out of bed.
“They had two shifts with, I guess, about eight men on a shift. They worked around the clock. Twelve-hour shifts. That drill kept a-drilling,” Miller remembered.
While the drilling went on for 24 hours a day for seven months, Esso No. 1 got a lot of attention.
“It is traditional that oil drilling, particularly wildcat drilling, is an operation shrouded in secrecy,” said the Standard Oil report. However, the company had decided that Esso No. 1 would be an “open well” and that complete and accurate information would be available to the public as the drilling went along.
Standard assigned a geologist whose full-time job was to interpret the well to the public. The site was visited not only by public officials and the media, but by scouts and geologists for other oil companies and students and teachers from the geology departments of schools and colleges.
On April 10, 1946, a group headed by North Carolina Gov. R. Gregg Cherry, his official family, and representatives of the media visited the site, where the operations were viewed and samples brought up from the well were interpreted.
The Standard report on the project notes that “because of the importance of this wildcat well and of the unknown character of the sedimentary rocks to be encountered,” the company decided to take core samples of porous sands.
About 25 specially-built boxes of the core samples were given to the state museum in Raleigh “for display as public property.” Samples were also sent to state and federal government agencies, oil companies, universities, and students for their use in their studies.
“Esso No. 1 found no oil,” the Standard Report says. The well cost the company $477,000.
“It was difficult, troublesome, and expensive but well worthwhile. The knowledge gained by this test has confirmed the judgment of Standard’s geologists and justifies further search for oil in northeastern North Carolina.”
Standard Oil went on to drill one more test well in the area — in the Pamlico Sound.
On Oct. 18, 1946, the site for North Carolina Esso No. 2 was located “at a point approximately three miles from the eastern beach of the Pamlico Sound and about thirty-two miles north of the location of the first test well.”
The water there was about 5 feet deep. On a large, specially built submerged barge, the derrick, diesel power plants, pumps, and mud tanks were erected, and around-the-clock drilling on this second wildcat adventure began.
Ray Miller of Buxton went on to work on the boats on Esso No. 2. He said that when the oceanside and soundside mapping was finished about three years later, Standard packed up and left the area. Some of the local men went on with the company at other locations for a while, but Miller decided to go to sea.
Standard said the odds against finding oil at Esso No. 2 were also slim. And, indeed, there was no oil there either.
Also in the report, the company said “that the heart of the petroleum geologist was gladdened by the existence of splendid, thick beds of sandstone that could act as oil reservoirs.”
“Massive beds of very porous sand were encountered at several depths while drilling through formations of the Cretaceous period which indicated that if oil accumulations are found they may be of considerable magnitude.”
When the test well at Cape Hatteras was completed, the hole was pumped full of mud and cement. The cement cap still was visible when work started on the Cape Hatteras Lighthouse, and some islanders can still take you right to it.
At the end of the venture, Standard Oil said that the “data taken from the most easterly well in the United States, which have been made available to all for study, will forever be a part of the accumulated scientific knowledge of the world.”
Now, that data will get another look as part of North Carolina’s effort to expand oil and gas exploration
According to a recent article in Coastal Review Online, officials with the N.C. Department of Environment and Natural Resources said earlier this month that samples from Esso No. 1 show enough of a presence of oil to warrant further investigation.
Re-evaluating the well near the lighthouse is part of a larger, statewide assessment by DENR of the potential for oil and natural gas exploration after the N.C. General Assembly passed an energy policy last year.
?What we found is an indication of the presence of oil in that well,? Jamie Kritzer, a DENR spokesman, said in the article. ?Based on that and the technical improvements since 1946, we opted to go ahead and study [the Hatteras] well.?
There are no plans for further exploration at the well site itself, Kritzer said. The original core sample will be analyzed using modern techniques to determine if oil or natural gas exists at the well site, he said. The new analysis could also provide clues to what resources might exist offshore.
When I wrote my article in 1999, I said that North Carolina Esso No. 1 was “an interesting footnote in the history of the island.”
It turns out that could be much more important as the battle over the possibility of drilling for oil and gas off the coast gears up.
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