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Early career opportunities - Graduate
|
en
|
/favicon.png
|
https://www.trafigura.com/careers/early-career-opportunities/
|
DEVELOP WITH US
Early-career opportunities
We offer world-class graduate and apprenticeship programmes for school and university leavers looking to kick-start their career in commodities and supply chain management. Our programmes give you unrivalled opportunities to learn on the job, gain real-world experience and grow your skills in an exciting global company.
Graduate Programme
Apprenticeship Programme
Our Graduate Programme locations
Calgary
Houston
Montevideo
Geneva
Athens
Johannesburg
Mumbai
Singapore
Shanghai
Athens, Greece
Houston, US
Montevideo, Uruguay
Hear from two of our graduates based in Athens, Greece
“I connect data points and communicate that global picture to my broader team.”
Peyton Pawlusiak
Former Graduate and Oil Research Analyst – Houston, US
“I am able to understand what local and small-scale miners need and help them to grow.”
Juan Delger
Graduate, Metals and Minerals Operations - Montevideo, Uruguay
APPLICATION PROCESS
How to prepare for your application
Here is what you can expect from the selection process.
Minimum requirements
A minimum requirement of a 2:1 / 3.4 GPA (or equivalent) in any discipline and fluent English is essential.
Application
We want you to be sure you are applying for the right reasons. Here are some questions you can ask yourself to see if this programme is right for you:
Have you researched the industry?
Do you know what commodities trading is?
Have you read about the Trafigura graduate programme?
Do you know the difference between physical and paper trading?
Are you globally mobile, do you want to live and work in different parts of the world?
Do you like high pressure environments?
Do you like working in big teams?
Are you comfortable with big numbers and complex concepts?
Do you like solving problems?
Are you a fast learner?
Do you take ownership of your own projects?
Do you take responsibility for your own mistakes?
Do you like looking at things on a massive scale as well as understanding the finer details?
Do you have a strong personality but are still able to listen to others with an ability to communicate effectively?
If you think the programme is the right opportunity for you and Trafigura the right company, congratulations! Go ahead and apply.
When applying, take time to think about what you are writing, you can always come back to the application later, discuss this with friends, family, anyone who can advise you.
Questions to answer
What interests you about the commodity trading industry?
What motivates you about working for a global company?
What qualities do you think makes a successful trader at Trafigura?
Please give an example of a recent global news story that you have found particularly interesting and why?
Please tell us about yourself.
Telephone interview
At Trafigura we like big personalities, people who are hungry, driven and motivated to succeed, but most of all we like people who are friendly and take care of each other and the people they work with.
We want to hear from you directly. This is your opportunity to tell us what makes you someone that will succeed at Trafigura. We want to know what interests you, what you are passionate about. It doesn’t need to be about commodities or trading, it can be anything (cooking, travelling, reading, sports, politics, anything!) we are trying to find out what makes you the person you are.
Most of all: be yourself, be honest!
Assessment centre
If you are lucky enough to be invited to the interviews - congratulations! There will be two rounds of interviews you will meet with a small group of Trafigura managers and traders. This is your opportunity to ask questions. Be prepared, think of questions that you are genuinely interested in; the question should also show what you know about the company/industry. Again, be yourself.
This is the final part of the selection process so if successful, we will welcome you to join the programme and start your career in this exciting and dynamic industry!
CAREER OPPORTUNITY
Trafigura’s Apprenticeship Programme
For school leavers, our apprenticeship programme provides an exciting pathway to a career in commodities and a role in the energy transition.
Our Apprenticeship Programme locations
Singapore
Geneva
Notify me when I can apply for the Singapore Apprenticeship Programme
Name
Email
I agree with the privacy policy.
Notify me when I can apply for the Geneva Apprenticeship Programme
Name
Email
I agree with the privacy policy.
our people
Meet our people
Get to know some of our apprentices connecting vital resources across our global offices
"The Apprenticeship and Graduate programmes allow us to have a connected picture of how our whole company works and helps us better understand the role we play in it."
Iola Joey
Former Apprentice now Graduate, Singapore
Minimum requirements
UK-A-level BBB or above / International Baccalaureate 34 or above
US-High School GPA 3.5 or above
France-French Baccalaureate 14 or above
Singapore - Diploma / A-level qualification
Fluency in English is a requirement. Fluency in an additional language is a huge advantage.
Application
We want you to be sure you are applying for the right reasons. Here are some questions you can ask yourself to see if this programme is right for you:
Have you researched the industry?
Do you know what commodities trading is?
Have you read about the Trafigura graduate programme?
Do you know the difference between physical and paper trading?
Are you globally mobile, do you want to live and work in different parts of the world?
Do you like high pressure environments?
Do you like working in big teams?
Are you comfortable with big numbers and complex concepts?
Do you like solving problems?
Are you a fast learner?
Do you take ownership of your own projects?
Do you take responsibility for your own mistakes?
Do you like looking at things on a massive scale as well as understanding the finer details?
Do you have a strong personality but are still able to listen to others with an ability to communicate effectively?
If you think the programme is the right opportunity for you and Trafigura the right company, congratulations! Go ahead and apply.
When applying, take time to think about what you are writing, you can always come back to the application later, discuss this with friends, family, anyone who can advise you.
Questions to answer
What interests you about the commodity trading industry?
What motivates you about working for a global company?
What qualities do you think makes a successful trader at Trafigura?
Please give an example of a recent global news story that you have found particularly interesting and why?
Please tell us about yourself.
Telephone interview
At Trafigura we like big personalities, people who are hungry, driven and motivated to succeed, but most of all we like people who are friendly and take care of each other and the people they work with.
We want to hear from you directly. This is your opportunity to tell us what makes you someone that will succeed at Trafigura. We want to know what interests you, what you are passionate about. It doesn’t need to be about commodities or trading, it can be anything (cooking, travelling, reading, sports, politics, anything!) we are trying to find out what makes you the person you are.
Most of all: be yourself, be honest!
Assessment centre
If you are lucky enough to be invited to the interviews - congratulations! There will be 2 rounds of interviews you will meet with a small group of Trafigura managers and traders. This is your opportunity to ask questions. Be prepared, think of questions that you are genuinely interested in; the question should also show what you know about the company/industry. Again, be yourself.
This is the final part of the selection process so if successful, we will welcome you to join the programme and start your career in this exciting and dynamic industry!
1 Mar 2018 - Publication
Commodities Demystified: A guide to trading and the global supply chain - second edition
Download in
Read more
You may also be interested in
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|
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https://www.ship-technology.com/news/hitachi-zosen-marine-engine-business/
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Hitachi Zosen unveils plans to spin off marine engine business
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2022-09-27T14:51:15+00:00
|
Hitachi Zosen has unveiled plans to spin off its marine engine business and create a new business, which is yet to be named.
|
en
|
Ship Technology
|
https://www.ship-technology.com/news/hitachi-zosen-marine-engine-business/
|
Hitachi Zosen has unveiled plans to spin off its marine engine business and create a yet-to-be-named new company.
This new company will be involved in the manufacturing and after-sales services of marine engines.
Hitachi Zosen has also entered a basic agreement with Imabari Shipbuilding for the sale of a 35% interest in the new marine engine business.
The transaction will be carried out by a third-party allotment of shares from the new company.
Hitachi Zosen plans to keep a 65% stake in the new venture.
According to Hitachi Zosen, the new company and Imabari Shipbuilding plan to ‘hold the board of directors to approve the conclusion of the definitive agreement for this transaction at each company during December 2022 and seek to obtain approval’.
Hitachi Zosen and Imabari Shipbuilding believe that this deal will contribute to the stable supply and procurement of marine engines, as well as accelerate sales by strengthening the sales supply network.
The transaction is also expected to help improve profitability due to the funds received for development investment along with the opportunity to use the material procurement capabilities of Imabari Shipbuilding to reduce costs.
|
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1857
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dbpedia
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https://www.wikiwand.com/en/List_of_tankers
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List of tankers
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This is a list of tankers. The list includes merchant tankers as well as naval tankers that do not fall into more specialized lists such as List of replenishmen...
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en
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https://www.wikiwand.com/en/articles/List_of_tankers
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Operator Origins Class or name Builder Type Year Built DWT Year of Retirement Fate Euronav NV Belgium HELLESPONT FAIRFAX Daewoo Shipbuilding and Marine Engineering Supertanker 2002 still active Overseas Shipping Group United States TI class supertankers/TI Asia, formerly Hellespont Alhambra Daewoo Shipbuilding and Marine Engineering Supertanker 2002 2009 converted to FSO United States TI class supertankers/TI Africa, formerly Hellespont Metropolis Daewoo Shipbuilding and Marine Engineering Supertanker 2002 2010 converted to FSO Maersk Line United States Maersk Peary STX Offshore & Shipbuilding polar tanker 2004 still active Exxon Panama Exxon Valdez National Steel and Shipbuilding Company Supertanker 1986 converted to ore carrier and renamed Dong Fang Ocean BP United Kingdom P-Class Samsung Heavy Industries Very Large Crude Carriers (VLCC) 1999-2000 still active - 4 vessels in class BP United Kingdom Tree Class Tsuneishi Shipbuilding Co. Aframax 2002-2004 still active - 8 vessels in class BP United Kingdom Bird Class Samsung Heavy Industries Aframax 2003-2006 still active - 12 vessels in class BP United Kingdom E-Class Hyundai Mipo Dockyard medium range products tanker 2003-2007 still active - 5 vessels in class BP United Kingdom Virtue Class Hyundai Mipo Dockyard large range product tanker 2004-2005 still active - 12 vessels in class BP United Kingdom C- Class Mitsubishi Heavy Industries liquefied petroleum gas (LPG) carrier 2006-2007 still active - 4 vessels in class BP United Kingdom Trader Class Samsung Heavy Industries LNG carrier 2002-2003 still active - 3 vessels in class BP United Kingdom GEM Class Hyundai Heavy Industries LNG carrier 2007-2008 still active - 4 vessels in class Wilhelmsen Lines[26] Singapore LPG Gas Carriers/LPG/C Ayame,[27] Mitsubishi Heavy Industries LPG gas carrier 2010 still active OOCL Liberia Seawise Giant; later Knock Nevis, Jahre Viking, Happy Giant Sumitomo Heavy Industries, Ltd. Supertanker 1981 2009 scrapped in Alang, India France Prairial; renamed Hellas Fos, renamed Sea Giant Chantiers de l'Atlantique/Alstom Marine Supertanker 1979 2003 scrapped in Pakistan France Batillus class supertankers/Pierre Guillaumat; renamed Ulsan Master Chantiers de l'Atlantique/Alstom Marine Supertanker 1977 1983 scrapped in Ulsan, South Korea Esso International Shipping (Bahamas) Co Ltd, Nassau Bahamas
Greece Esso Atlantic; renamed Kapetan Giannis Hitachi Zosen Supertanker 1977 1990 scrapped in Pakistan 2002 Esso Eastern Marine Ltd., Bermuda and Ceres Hellenic Shipping Enterprises Inc Bermuda, Greece Esso Pacific; renamed Kapetan Michalis Hitachi Zosen Supertanker 1977 1990 scrapped in Pakistan 2002 Nav Alta Italia Italy Ultra Large Crude Carrier/Nai Superba Eriksbergs Mekaniska Verkstad Supertanker 1978 2000 scrapped in Chittagong Roads, Bangladesh Nav Alta Italia Italy Ultra Large Crude Carrier/Nai Genova Eriksbergs Mekaniska Verkstad Supertanker 1978 2000 scrapped in Alang, India Société Maritime Shell France France Batillus class supertankers/Batillus Chantiers de l'Atlantique/Alstom Marine Supertanker 1976 1985 scrapped in Kaohsiung, Taiwan Zenit Tank AB Sweden Ultra Large Crude Carrier/T/T Nanny Uddevallavarvet Supertanker 1978 2003 scrapped in Jiangyin, China Saléninvest AB Sweden Ultra Large Crude Carrier/T/T Sea Saga Kockums Supertanker 1977 2003 scrapped in China Saléninvest, Sweden Sweden Ultra Large Crude Carrier/Sea Serenade Kockums Supertanker 1976 1984 decommissioned after hit by Iraqi rockets in the Gulf of Persia; aft was complete burnt out; scrapped in Kaohsiung, Taiwan Salénrederierna, Sweden Sweden Ultra Large Crude Carrier/Sea Symphony Kockums Supertanker 1975 2002 scrapped in Bangladesh Saléninvest, Sweden Sweden Ultra Large Crude Carrier/Sea Song Kockums Supertanker 1977 converted to FPSO named Kome Kribi 1 Salénrederierna, Sweden Sweden Ultra Large Crude Carrier/Sea Saint Kockums Supertanker 1974 converted to FPSO named Fluminense. Two active in a series of six. Rederi AB Malmoil Sweden Ultra Large Crude Carrier/Sea Scape Kockums Supertanker 1975 2002 scrapped in Xinhui, China Sture Ödner, Sweden Sweden Ultra Large Crude Carrier/Sea Stratus Kockums Supertanker 1975 2000 scrapped in Alang, India Société Maritime Shell France France Batillus class supertankers/Bellamya Chantiers de l'Atlantique/Alstom Marine supertankerSupertanker 1976 1986 scrapped in Ulsan, South Korea Barracuda Tanker Corporation United States/United Kingdom Torrey Canyon Newport News Shipbuilding Supertanker 1960? 1967 wrecked Varun Shipping Company Pvt Ltd[28] India LPG Gas Carriers/LPG/C Maharshi Shubhatreya, formerly LPG/C Libin[29] Mitsubishi Heavy Industries LPG gas carrier 1982 still active Varun Shipping Company Pvt Ltd[30] India LPG Gas Carriers/LPG/C Maharshi Bhardwaj, formerly LPG/C Nordanger[31] Hyundai Heavy Industries LPG gas carrier 1992 still active
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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.industrialmarinepower.com/-biggest-oil-tankers-overview-rating/
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Biggest Oil Tankers Overview Rating
|
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A merchant vessel designed for the transportation of oil is called an oil tanker. The biggest ship in the world, Seawise Giant, belongs to that category.
|
en
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https://www.industrialmarinepower.com/-biggest-oil-tankers-overview-rating/
|
A merchant vessel designed for the transportation of oil is called an oil tanker. The biggest ship in the world, Seawise Giant, belongs to that category. They are divided in two major types – product tanker and crude tanker.
They also can be classified by their sizes. The biggest oil tanker ever is ULCC or ultra large crude carrier.
Annually, 2,000,000,000 metric tons oil are transported by tankers. This is the second efficient method of transport after the pipelines. The transportation with one of the biggest oil tankers adds only between 2 and 4 cents to the price of gallon (3.8 liters).....
The biggest oil tankers in service currently are the TI Class. TI Europe and her sister ships TI Africa,TI Oceania and TI Asia were the first ULCC built for the last 24 years.
Biggest Oil Tankers Top 20
The ranking is based on overall length.
Name
Length
Gross Tonnage
Operator
Status
1 Seawise Giant 458.46 m /1,504.1 ft 260,851 Orient Overseas Container Line 1979–2009 2 Pierre Guillaumat 414.23 m / 1,359.0 ft 274,837 Cie Nationale de Nav 1977–1983 3 Batillus 414.22 m / 1,359.0 ft 273,550 Société Maritime Shell France 1976–1985 4 Bellamya 414.22 m / 1,359.0 ft 274,267 Société Maritime Shell France 1976–1986 5 Prairial 414.22 m / 1,359.0 ft 274,825 Cie Nationale de Nav 1979–2003 6 Esso Atlantic 406.57 m / 1,333.9 ft 247,161 Esso Tankers Inc. Liberia 1977–2002 7 Esso Pacific 406.57 m / 1,333.9 ft 247,160 Esso Tankers Inc. 1977–2002 8 Nai Superba 381.92 m / 1,253.0 ft 198,783 1978–2001 9 Nai Genova 381.92 m / 1,253.0 ft 188,947 1978–2000 10 Berge Emperor 381.82 m / 1,252.7 ft 203,112 Bergesen d.y. & Co 1975–1986 11 Berge Empress 381.82 m / 1,252.7 ft 211,358 Bergesen d.y. & Co 1976–2004 12 TI class (4 ships) 380 m / 1,247 ft 234,006 Tankers International L.L.C 2002– In Service 13 Andros Petros 378.39 m / 1,241 ft 218,447 Northern Sealanes Corp Broken up 14 Esso Mediterranean 378.39 m / 1,241 ft 218,447 Esso Tankers Inc Broken up 15 Coraggio 378.04 m / 1,240 ft 205,960 Pluto S.p.A. Di Navigazio Broken up 16 Hilda Knudsen 378.01 m / 1,240 ft 203,966 Knut Knutsen O.A.S. Broken up 17 Esso Deutschland 378.01 m / 1,240 ft 203,869 Esso A.G. Broken up 18 Jinko Maru 366.0 m / 1,200 ft 209,787 Sanko Line Broken up 19 Al Rekkah 365.99 m / 1,200 ft 210,068 Kuwait Oil Tanker Co S.A.K. Broken up 20 Aiko Maru 365.86 m / 1,200 ft 209,788 Sanko Line Broken up
Biggest Oil Tanker History
The oil tanker industry started in the 1860s and the first biggest oil tanker was driven by wind sails. The Palmers Shipbuilding and Iron Company were the pioneers in steam engine tankers. The first was the Vaderland, built in 1873.
The 1870s biggest oil tanker was designed by the Swedish Ludvig and Robert Noble. The tanker was constructed in 1878 and her name was Zoroaster. The biggest oil tanker of that time carried the oil into two iron tanks and had capacity of 242 long tons. She was 184 feet long, her beam was 27 ft and 9 ft draft.
The next big step in the industry was in 1883. The biggest oil tankers were designed with several oil holds. The idea was given by Colonel Henry F. Swan, a British engineer. The first tankers with this systems were the Lumen, Lux and Blesk. The first "modern" oil tanker also was Colonel Henry F. Swan design. The Glückauf was built in 1986 and was the pioneer of the technology of pumping the oil directly into the ship's hull. There was no longer barrels or drums loading.
The first biggest ship in the begging of the 20th century was the Vandal. Built in 1903 she was the first diesel-electric vessel, designed by the Nobel brothers. The Vandal had a capacity of 750 long tons.
The World War I was the reason for the developing larger ships. The ships had to be bigger to carry more oil for the warships. The USS Maumee, built in 1915, was the first ''underway replenishment' technique'' ship.
The biggest oil tankers took major part in the second World War too. The most popular tanker was the T2-SE-A1. The biggest oil tanker of that time had a capacity of 16,613 DWT.
The end of the World War II did not stop the growth of the oil tankers sizes. The biggest oil tanker in that time was the Bulkpetrol. She was build in the end of the 1940s and had capacity of 30,000 long tons.
In 1955 the Bulkpetrol was overpass by Sinclair Petrolore. The biggest oil tanker of that time had a capacity of 56,000 long tons.
The biggest oil tankers were built in the 1970s after the 1973 oil crisis. The biggest oil tanker and biggest ship ever constructed – Seawise Giant was built in 1979.
Oil Tankers Size Categories
The AFRA or average freight rate assessment was developed by Shell Oil and the London Tanker Brokers’ Panel in 1954. The oil tankers were divided to General Purpose, Medium Range and Large range. But after the construction of the biggest oil tankers in the 1970s the system for categorizing the sizes was updated. Currently the tankers are categorized according to flexible market scale.
The scale is base on deadweight metric tons. The biggest oil tankers are the ''supertankers'' or VLCC and ULCC. Their capacity exceeds 250,000 DWT.
Class
Length
Beam
Draft
Deadweight Tonnage
Product tanker
10,000–60,000
Panamax 205 m 29 m 16 m 60,000–80,000 DWT Aframax 245 m 34 m 20 m 80,000–120,000 DWT Suezmax 285 m 45 m 23 m 125,000 - 180,000 DWT (Suez Canal max capacity) VLCC 330 m 55 m 28 m 320,000 DWT (Suez Canal can accommodate some in its expanded dimensions) ULCC 415 m 63 m 35 m Over 320,000 DWT, some reach over 550,000 DWT
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https://magazines.marinelink.com/Magazines/MaritimeReporter/198002/page/58
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en
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Maritime Reporter Magazine February 1980, 4th Cover page
|
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HRD HITACHI ZOSEN ROBIN DOCKYARD HRD: Performing all the necessary repairs for any kind of ship. HRD has had its share of…
|
https://magazines.marinelink.com/Magazines/MaritimeReporter/198002/page/58
|
HRD
HITACHI ZOSEN ROBIN DOCKYARD
HRD: Performing all the necessary repairs for any kind of ship.
HRD has had its share of the really tough ship repair jobs since starting up.
Last year alone we repaired 137 ships, a total tonnage of 12,492,670 DWT.
This statistic tells you several important facts: HRD is fast. Efficient. And a popular repair point for any kind of ship repair regardless of the ship's size.
There's also something else you should know about HRD. We're a joint venture between Hitachi Zosen of Japan and Robin Shipyard (Re.) Ltd. of
Singapore. This means you benefit from
Hitachi Zosen's world famous ship repair technology as well as from the convenience of the Singapore facility and location.
In addition, our 170,000 DWT and 300,000 DWT drydocks are presently
HEAD OFFICE: No. 15 Benoi Road.Tanjong Gul Channel, Jurong, Singapore 2262 TELEPHONE: Singapore 656622 TELEX: HITABIN RS21213 HITABIN RS21906 CABLE: HITAZOSEN SINGAPORE
SHIP REPAIR AGENTS: • NORWAY HENNING ASTRUP A/S, OLSO: Phone: 413847 (Oslo) Cable HEAST OSLO Telex: 1 1307 HITACHI ZOSEN (OSLO OFFICE) Phone: 41 1 275 Cable- HITACHI OSLO Telex 1 6934 • SWEDEN AB OLSON &
WRIGHT: Phone: 08-228020 Cable: WRIGHTCHART STOCKHOLM Telex 1 91 08 • DENMARK AXEL FALCK ENGINEERING 8 TRADING CO., LTD : Phone: (01) 62851 1 Cable TURBOFALCK COPENHAGEN Telex: 1 9550• GERMANY H. GLAHR &
CO.: Phone: (0421) 3164274 Cable: GLACO BREMEN Telex: 0245537 • HOLLAND SUPERVISION SHIPPING 8 TRADING CO : Phone 149100 Cable: SUPERSHIP ROTTERDAM Telex: 21 208 • ENGLAND HITACHI ZOSEN INTERNATIONAL, S.A (LONDON BRANCH): Phone: 01-588-3531/3 Cable HITACHI LONDON Telex 884009. 887873 • ITALY SAUL M RACAH Phone: (010) 586-381/2 Cable: SOLRAL GENOA Telex: 270434 • GREECE HITACHI ZOSEN INTERNATIONAL S A (GREECE OFFICE): Phone: 452-7548/9 Cable: HITACHI PIRAEUS Telex: 212943 • U.S.A. HITACHI ZOSEN USA LTD (NEW YORK)- Phone: 212-355-5650 Cable: HITACHISEC NEW YORK Telex: 710-581 -6099, 232036: (HOUSTON BRANCH)
Phone: 713-658-0136/8 Cable: HITACHISEC HOUSTON Telex 910-881 -1191, 775038 • BRAZIL SON AVE S.A A v Rio Branco, 50-8,:Andar, 20.000 Rio de Janeiro Phone-(0211 223-2141/8271 Telex 23330 SONA BR* HONG KONG HITACHI
ZOSEN COMPANY (HK) LIMITED: Phone: 220597, 246237 Cable: HITACHI HONG KONG Telex: 73648 • JAPAN HITACHI ZOSEN (TOKYO OFFICE): Phone Tokyo (031 21 3-661 1 Cable SHIPYARD TOKYO Telex- SHIPYARD J24490 J22363
HITACHI ZOSEN (KOBE OFFICE): Phone: Kobe (078) 331-6512 Cable: SHIPYARD KOBE Telex 5623918 HZ KOB J working at extreme efficiency. So we're not only more repair-ready now than ever, but we're also installing IGS and COW
Systems to assist ship owners and operators in meeting the most recent
IMCO regulations. Our technical expertise even allows us to build a number of tugs and barges for many overseas companies.
The next time you require the attention of a multi-faceted ship repair and conversion service, make sure you steer your vessel in the right direction.
Make HRD your ultimate destination.
Drydocks:
No 1 350 m (length) • 60 m (width) -11.5m (depth)
Maximum ship size 300,000 DWT
No 2 300 m (length) • 60 m (width) • 11.5 m (depth)
Maximum ship size 170,000 DWT
Quays: 215 m (length) • 7 m (depth) 350 m (length) -10 m (depth) 350 m (length) • 8 m (depth) 195 m (length) • 7 m (depth) (under planning)
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https://time.com/archive/6877409/environment-the-tankermans-eerie-world/
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Environment: The Tankerman’s Eerie World
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https://time.com/favicon.ico
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1971-03-29T05:00:00+00:00
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Since the Torrey Canyon disaster in 1967, the world's ever bigger oil tankers have drawn worse and worse publicity. Viewers with alarm see them as oil-leaking time bombs that defile the seas...
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en
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/favicon.ico
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TIME
|
https://time.com/archive/6877409/environment-the-tankermans-eerie-world/
|
Since the Torrey Canyon disaster in 1967, the world’s ever bigger oil tankers have drawn worse and worse publicity. Viewers with alarm see them as oil-leaking time bombs that defile the seas with toxic black goo. Tankermen have a different perspective. Sailing calmly through gales of criticism, they supply the key fuel that powers modern nations and without which great cities would be ghost towns. To examine that perspective, TIME’s Paris Bureau Chief William Rademaekers signed aboard the brand-new Esso of The Netherlands tanker Europoort for a five-day cruise from the Canary Islands to Milford Haven, Wales. His report:
“At 1,141 ft., 15/16ths of an inch,” my press kit told me, “the Europoort is the world’s longest ship—85 ft. longer than the Eiffel Tower.” When I first saw her, she looked like a horizontal Empire State Building, filled with enough Arabian crude oil (243,000 tons) to power all of France for one day. I called her a supertanker, but a bearded Dutch officer objected. “Those are small ships, in the 100,000-ton class,” he declared. “This one is 253,000 tons, so it’s a VLCC, a very large cargo carrier. All clear?”
By any name, the Europoort is a luxury liner. Her Dutch, Spanish and Portuguese crewmen each have private cabins with private portholes. Officers have double beds, most of them equipped with wives. Since tankers are not allowed to carry passengers, the wives sign on as “stewardesses.” Esso draws the line for bachelor officers: they occupy their double beds alone. But in every other respect, the company pampers its men. The ship boasts two comfortable recreation rooms, twice-a-week movies, a well-equipped photographic darkroom, a galley for late snacks, ample Dutch gin-and 12,000 bottles of Heineken’s beer for each two-month round trip between apathy (the Persian Gulf) and tedium (Milford Haven). For overfed crewmen, Esso also provides a small swimming pool, a gymnasium and a nonskid jogging track around the ship’s four-acre deck.
Because automation has cut the crew requirements on new VLCCs to as few as 30 men (future ships may have only nine), modern tanker life produces a weird sense of isolation. The Europoort seemed to glide through the Atlantic like the Mary Deare, a ghost ship in search of a port. That’s why I looked forward to meals so much. It was reassuring to see the officers there—all there. But that in turn led to the sinking question of who was driving. The answer was the automatic pilot, automatic radar, automatic steering adjuster. “We stay in our staterooms,” said one officer. “This ship runs itself, and when something goes wrong, it’s too damned complicated to fix anyway. Have a beer?”
When ships are run by computers that can plot the course, set the speed according to sea conditions, load and unload tanks, and even diagnose a sick sailor’s ailment, the inevitable result is boredom. The scraping and painting that busied generations of seamen are no longer necessary. The Europoort, for example, is coated with 600 tons of nearly impervious paint that requires a cosmetic fix only once every two years. Seasickness, which used to keep novice seamen running for the rail, is only a memory. The huge beam of the VLCCs—close to 200 ft.—makes them extremely stable, even in rough storms. Faced with up to four months at sea, Europoort’s crewmen complain that the money ($300 a month) does not compensate for the monotony. More and more, oil companies are finding it difficult to hire qualified men.
Along with ennui, tankermen are prey to fleeting fears. In the past two months, mysterious explosions have sunk three tankers off the coast of Africa. Last week four crewmen were killed when a Swedish tanker blew up in a Hamburg drydock. Loaded, the Europoort carries enough oil to pollute beaches from Holland to Spain, though Esso strictly bans any ocean discharges except in dire emergencies. Empty, the ship is as potentially explosive as nitroglycerin, with a rich mixture of oxygen and oil fumes in its massive tanks. To prevent inadvertent explosions, a Japanese company has designed an automatic system that forces inert, nonflammable gas into emptying tanks, thus displacing oil fumes. But such devices are not yet in general use.
Parachute Brake. Empty or full, VLCCs are so underpowered (to save building costs) that Europoort, for one, needs two hours to hit top speed of 16.5 knots. As a further result, the behemoths are plagued with the problem of stopping, which can take up to ten miles. By “slaloming,” or steering hard port and then hard starboard, with engines full astern in open water, VLCCs can stop within two miles. Japan’s Mitsubishi Heavy Industries is now testing a special parachute that it hopes can cut a tanker’s stopping distance by onefourth. But with bigger and bigger tankers (perhaps up to 1,000,000 tons) on the drawing boards, such safeguards may be canceled out.
Fortunately, VLCC skippers are among the world’s best-trained ship captains. Despite his seven years’ previous experience as a tanker master, Europoort’s Huib Jansen was not allowed to take command until he attended a “captain’s school” in Grenoble, France, site of the 1968 Winter Olympics. There, in a 40-ft. boat, he was pushed around a man-made lake by a minuscule half-horsepower engine, maneuvering his craft with his eyes at the same level he now gets from the bridge of the Europoort. “It looks rather foolish with all of us out there in these boats during the daytime,” he says. “But at night, when all practicing captains are using only their running lights and we’re trying to move those models with that tiny engine, it is very much the real thing.” After Grenoble, he served aboard a smaller VLCC before assuming command of the Europoort.
Dangerous Squeeze. On this particular voyage, Captain Jansen soon proved the value of his training. Having stopped and anchored Europoort three miles from the tricky entrance to Milford Haven, Jansen waited for the local pilot to help guide the ship over a rock shelf into the harbor. The pilot was due at 11 p.m.—moments before the needed tide would reach its highest. At 10:45, a basketball-size steam valve in the engine room blew apart, knocking out the power required to lift the tanker’s 27-ton anchor.
“What about moving tomorrow?” asked Jansen. “Won’t do, captain,” said the pilot. “Can’t get a lunker like this over the shelf with that tide.” Unless the ship moved immediately, he added, the 17-ft. tide would dwindle—marooning Europoort for four days. That was bad news for Jansen: delays cut profits in the tanker business (and speed sometimes causes accidents). “Can you give us five minutes?” asked Jansen. “It’s your responsibility,” said the pilot. “Do you have any tea?”
After 25 tense minutes, the valve was patched and the anchor raised. “It’s too late, captain,” the pilot murmured. “We’re going in,” Jansen persisted. “Pray for 17,” whispered the pilot. It was 16.8 and going down. “I couldn’t change your mind?” asked the pilot softly. “No,” said Jansen. “If you knew Susie like I know Susie,” hummed the pilot. “What’s your reading keel to bottom?”
Six fathoms . . . five . . . four . . . one and a half. Finally, the reading was less than 6 ft., with a 16.3-ft. tide. But then a slight wind sustained the tide so the Europoort could just squeeze over the rocks at three knots. Three hours later she was safely docked. “How did you know it would work?” I asked Jansen. “That’s my job,” he replied coolly. “Besides, I couldn’t sit out there for four days.”
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https://www.afr.com/politics/japan-shipbuilders-in-the-black-as-sales-sink-19880602-k2v43
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JAPAN SHIPBUILDERS IN THE BLACK AS SALES SINK
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https://www.afr.com/favicon.ico
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https://www.afr.com/favicon.ico
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"Source: -Dow Jones"
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1988-06-02T00:00:00+00:00
|
Two Japanese shipbuilders announced yesterday they had returned to profitability - though narrowly - in the current year to March 31 despite further declines in sales.
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/favicon.ico
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Australian Financial Review
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https://www.afr.com/politics/japan-shipbuilders-in-the-black-as-sales-sink-19880602-k2v43
|
Two Japanese shipbuilders announced yesterday they had returned to profitability - though narrowly - in the current year to March 31 despite further declines in sales.
Hitachi Zosen Corporation and Kawasaki Heavy Industries Ltd are diversified makers of heavy machinery listed in the shipbuilding sector on the Tokyo Stock Exchange.
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https://companies.jrank.org/pages/1986/Hitachi-Zosen-Corporation.html
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Hitachi Zosen Corporation Business Information, Profile, and History
|
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7-89, Nanko-kita 1-chome
Suminoe-ku, Osaka 559-8559
Japan
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.
History of Hitachi Zosen Corporation
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, 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 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 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 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.
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.
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.
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Top 10 World’s Largest Ships
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2013-10-09T00:00:00
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1. Seawise Giant Seawise Giant is the biggest ship of the world ever built till present.Seawise Giant, later Happy Giant, Jahre Viking, and Knock Nevis, was a ULCC supertanker and the longest ship ever built, and possessed the greatest deadweight tonnage ever recorded. Fully laden, her displacement was 657,019 tonnes (646,642 long tons; 724,239 short…
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1. Seawise Giant
Seawise Giant is the biggest ship of the world ever built till present.Seawise Giant, later Happy Giant, Jahre Viking, and Knock Nevis, was a ULCC supertanker and the longest ship ever built, and possessed the greatest deadweight tonnage ever recorded.
Fully laden, her displacement was 657,019 tonnes (646,642 long tons; 724,239 short tons), the heaviest ship of any kind, and with a draft of 24.6 m (81 ft), she was incapable of navigating the English Channel, the Suez Canal or the Panama Canal. Overall, she was generally considered the largest ship ever built,as well as the largest self-propelled manmade object ever built.
Seawise Giant was built-in 1979 by Sumitomo Heavy Industries, Ltd. at their Oppama shipyard in Yokosuka, Kanagawa, Japan as a 418,000 ton ULCC[8] to be named the Porthos by a Greek owner. 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 her final journey in December 2009. After clearing Indian customs, she was sailed to, and intentionally beached at Alang, Gujarat, India for demolition. Along with the title of being the biggest ship of the world, the Seawise Giant also holds the title of being the biggest Oil tanker type ship ever built.
With the deadweight tonnage almost a massive 564,700 tones and a surprisingly top speed of 16 knots, Seawise Giant has faithfully served the world and fared the seas for an astounding 30 years till 2009. Seawise Giant was also called the Queen of oceans and rivers. The length of Seawise Giant is 1,504 feet which makes it the biggest ship of the world.
2. Pierre Guillaumat (supertanker)
Pierre Guillaumat (supertanker)
It was the 2nd biggest ship ever built in the history of mankind but it didn’t last quite long enough as was expected. 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, surpassed in size only by Seawise Giantbuilt in 1976, and only subsequently lengthened, although the four ships of the Batillus class had a larger gross tonnage.
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.
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.
Pierre Guillaumat served the world for only 6 years before it was disposed of as scrap because of the huge unprofitability and declining demands. The biggest reason which created such a name of Pierre Guillaumat, ironically, became its major disadvantage which led it to its end very soon. It was the Pierre Guillaumat’sgigantic size. Because of the huge structure of the ship, it was very difficult for many harbors to provide a good parking for the ship. 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 1,360 feet.
3. Batillus
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 Giant and Knock Nevis) built in 1976, and extended in 1981, although the four ships of the Batillus class had a larger gross tonnage.
Her last voyage was from Vestnes to Kaoshiung (Taiwan) where she arrived on December 28, 1985. to be scrapped. One of the main reasons of scrapping the Batillus was purely financial keeping in view its very less usage and demand. When it comes to weight capacity, the deadweight capacity of Batillus was almost 554,000 and the speed of this big ship was 16 to 17 knots. The length of Batilluswas almost 1,359 feet.
4. Prairial (supertanker)
Prairial was a supertanker, built in 1979 by Chantiers de l’Atlantique at Saint-Nazaire for Compagnie Nationale de Navigation. Prairial, which was the fourth and final vessel of Batillus class supertankers (the other three were Batillus, Bellamya and Pierre Guillaumat).
It was the only ship of that class to have a career longer than ten years, sailing until 2003, although under different names: Sea Brilliance (1985), Hellas Fos (1986) and Sea Giant (1997). She is also distinguished as the third biggest ship ever constructed, surpassed in size only by Seawise Giant built-in 1976 and subsequently lengthened, and her sister ship Pierre Guillaumat.
Prairial was an Oil Tanker which has served the world for almost 34 years by transporting crude oil and goods from one corner of the world to the other. Prairial is the only big ship which, despite undergoing many name changes with the passage of time, is still mostly known by its first name. With a massive deadweight tonnage capacity of almost 555,000 tones, Prairial has challenged many a sea storms in its voyages and won the battle many times. The length of Prairialwas 1,359 feet and the speed capacity was almost 16 knots.
5. Esso Atlantic
Esso Atlantic is one of the most popular historic names in the big ships category. This huge ship used to be the best in its time and has served the world with its consistent services level of straight 35 years. Basically it was an Oil tanker with the deadweight tonnage capacity of almost 516,000 tones. The length of this huge ship was 1,334 feet and the speed capacity was up to 16 knots. Esso Atlanticwas disposed off as scrap on 2002 in Pakistan.
6. Emma Mærsk
In the list of top 10 biggest ships of the world, Emma Maerskis currently the biggest ship which is still in service. Along with this title,Emma Mærsk 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 the longest container ships constructed and the longest ships currently in use, after the largest ship ever built, Seawise Giant, was permanently moored in 2004 and scrapped in 2010.Officially, Emma Mærsk is able to carry around 11,000 twenty-foot equivalent units (TEU) or 14,770 TEU depending on definition. In May 2010, the class set a record of 15,011 TEU in Tanger-Med, Tangiers on sister Ebba Mærsk. Emma Maerskis one of the most finely made biggest ships present today.
It’s a Container ship which carries different goods from country to country. Emma Maersk entered the oceans to serve the world in August 2006 with the deadweight tonnage capacity of almost 159,000 and the speed of almost 26 knots which makes it one of the fastest container ships of the world as well. The length of the massive big ship is 1,305 feet.
7. TI class supertanker
TI class supertankeI Oceania is one of the most attractive ships ever built with massive capacity transferring crude oil. TI Oceania is a huge Oil Tanker still in the working condition even after a tough journey routine of 9 years.
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.
If you look at TI Oceania from the sky or from a long distance, the very first thing which comes to mind is a giant ice berg floating on the water. The length of TI Oceania is 1,246 feet.
8. Globtik Tokyo
Globtik Tokyo
Globtik Tokyo touched the surface of water in February 1973 for its first voyage. It was one of the biggest oil tankers of its time with the length of 1,243 feet and a massive deadweight tonnage capacity of almost 484,000 tons. Along with this huge weight lifting capacity, Globtik Tokyo had a top speed of 16 to 17 knots. Globtik Tokyoserved the world continuously for a straight 13 years until its life ended. The red and black combination of coloring scheme on the body of Globtik Tokyo, when moving on water gave a great view to everyone, greatly enhanced its beauty and massive looks.
9. Jarmada class
Jarmada class
Jarmada class started off on July 1975 to carry oil to different corners of the world. With the length of 1,225 feet and the speed of almost 16 knots, Jarmada class has made many successful voyages.
With a long service period of almost 32 years, Jarmada class came to an end in 2008. The deadweight tonnage of this huge ship was 380,000 and in its time was counted one of the most strongest, powerful and biggest ship of the world. Jarmada classwas retired three years ago and now is currently being used as a dumb storage tank barge.
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Top 10 Longest Ships in Maritime History
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2023-12-22T06:00:10+00:00
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Explore the world's longest ships, from supertankers to ULCCs, that shaped global trade. Dive into maritime history and the evolution of these colossal vessels.
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Orbitshub
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https://orbitshub.com/top-10-longest-ships-in-maritime-history/
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What Constitutes the World’s Longest Ships
When ranking ships by length, the measurement used is the overall length from the foremost point at the bow to the aftermost point on the stern. Gross tonnage is another measure of a ship’s size based on volume, but length is a more intuitive gauge. The world’s longest ships are huge crude carriers known as supertankers and ultra-large crude carriers (ULCCs). They can be nearly a quarter mile long!
Brief History of Ship Length Records
Ship sizes including length have grown remarkably over the past many decades. Where a few hundred feet constituted a large ship earlier, we have lengths of over 1,500 feet today. This reflects the explosive growth in international seaborne trade and the need to achieve economies of scale by using mammoth ships. The supertanker era began in the 1970s with vessels over 1,000 feet long capable of carrying 500,000 tonnes of cargo.
1 – Seawise Giant (later Happy Giant, Jahre Viking)
Holding the record for being both the longest and largest ship ever built, this gigantic vessel is an oil tanker originally named Seawise Giant when she was built in 1979 by renowned Japanese shipbuilder Sumitomo Heavy Industries. Measuring a stunning 1,504 feet in length with displacement tonnage of 657,019 tons, she was the longest ship for two decades! Her gross tonnage was 260,941 which reflects massive storage space. Originally owned by a Hong Kong firm, she was taken over by Norwegian shipping company Jahre and renamed Happy Giant and then Jahre Viking. She served as a floating storage and offloading unit from 2004 until being sent for scrap in 2009.
2 – TI Class Supertankers
These four identical oil tankers built in 2002-2003 in South Korea’s Daewoo Shipbuilding yard remain amongst the largest vessels by length today. They measured 1,246 feet in length with gross tonnage of 441,893 tons reflecting their vast scale as crude oil carriers. Originally named TI Africa, TI Asia, TI Europe, TI Oceania as they were contracted by Norwegian firm Teekay, they served different companies over the years. They can each carry over 3 million barrels of oil as they ply the oceans. They utilized the latest technologies for propulsion and cargo handling when built.
3 – Esso Atlantic
Owned by the shipping arm of oil major Exxon Mobil, this Ultra-Large Crude Carrier (ULCC) named Esso Atlantic still ranks amongst the longest ships ever built. Constructed in 1977 by renowned Spanish shipbuilder Astilleros Espanoles, this oil tanker measured 1,240 feet lengthwise. With gross tonnage exceeding half a million at 516,891 tons, she had tremendous capacity to transport vast quantities of crude oil in a single run. Her massive size allowed taking advantage of scale economies on long voyages. One of the largest ships when launched, she operated for over 25 years before being converted for floating oil storage.
4 – Batillus Class Supertankers
This class refers to two sister ships, the Batillus and the Bellamya, which were built in 1976 as some of the first modern supertankers over 1,000 feet long. Built by the acclaimed French shipbuilder Chantiers de l’Atlantique, these huge vessels measured 1,236 feet lengthwise. They had mammoth capacity with gross tonnage of 553,662 tons each, reflecting their ability to move vast amounts of crude oil in a single passage. Both served extensively to transport oil from the Middle East to Europe and North America during the 1970s and 1980s.
5 – Pierre Guillaumat (later Seawise Giant)
The Pierre Guillaumat is another ULCC supertanker that held the longest ship record for five years. Built by Chantiers de l’Atlantique in 1976, she was one of the biggest ships in the world for many years with her 1,220 feet length and voluminous capacity of 564,763 gross register tonnage. Originally named after a French politician, she later became the Seawise Giant owned by Hong Kong firms, then Happy Giant before being scrapped as Jahre Viking. At her peak, she could transport over 2 million barrels of crude oil on ultra long voyages for efficiency.
6 – Berge Emperor
A large crude carrier serving as floating storage and offloading vessel, this ship named Berge Emperor was built in 1986 by Chinese shipyard Bohai. Measuring 1,213 feet nose to tail with substantial 214,793 gross tons capacity, she could load millions of barrels of oil for transportation. She continues providing valuable service as a stationary floating storage facility today after being converted in 2004, a role many massive tankers play in later years.
7 – TI Africa
As one of the four identical TI Class supertankers built in the early 2000s, this ship named TI Africa remains amongst the elite world’s longest ships. Built by South Korea’s Daewoo in 2002, she measures 1,246 feet between perpendiculars with 441,893 gross tonnage. Besides loading well over 3 million barrels of crude oil in her holds, her vast tankage gave flexibility in voyage planning to customers. After initially serving Taiwanese firm TMT, she has rendered sterling cargo delivery duty for Saudi Aramco in recent years.
8 – Berge Stahl
Originally built as a crude oil tanker by renowned Korean shipyard Hyundai in 1986, this vessel named Berge Stahl was later refitted for a new role as a floating storage and offloading (FSO) unit. Measuring 1,120 feet length overall with substantial carrying capacity of 214,723 gross tons, the ship’s excellent structural stability has allowed her retrofitting for equipment and processing vast barrels of oil. As a stationary FSO facility with dynamic positioning equipment, she helps efficiently store and transport petroleum extracted offshore.
9 – Knock Nevis
This ship has the distinction of being the longest ship ever built for close to three decades at an astonishing 1,504 feet length with voluminous gross tonnage of 260,941. Originally launched as Seawise Giant in 1979 before becoming Happy Giant and later Jahre Viking, she was scrapped two decades ago. As a ULCC supertanker, her ocean-spanning length and industry-leading capacity fueled efficiencies in global energy distribution networks for years, playing role in Japan’s economic ascent. She overtook her sister ship Pierre Guillaumat as the longest when she set sail.
10 – MV Esso Atlantic
We close our review of longest ships worldwide with the Esso Atlantic, which served the shipping arm of global oil major Exxon as an integral energy supply chain asset. Built in 1977 by Spanish firm Astilleros Espanoles, she measured 1,240 feet lengthwise with gross tonnage of 516,891. Besides transporting vast quantities of oil for 25 years across continents, serving Exxon’s refining and distribution needs, she took on a new mission as floating oil storage from 2001 prior to scrapping. Her trailblazing size represented mega tankers that drove shipping’s transformation.
We have thus covered some of the lengthy giants that roamed ocean waters as the longest ships ever built to transport crude oil across the globe and also serve as critical floating storage assets. Spurred by the enormous growth in energy consumption worldwide, their superlative dimensions over a quarter mile driven by economies of scale even as shipbuilders vied to set new length records. These leviathans of the sea continue to fuel the engines of worldwide commerce using innovations in propulsion and cargo handling. Their legacy as flag bearers of international seaborne trade continues as newer vessels adapt proven dimensions to serve global connectivity.
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Top 10 Biggest Ships in History
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Top 10 Biggest Ships in History Hi. Today i will show you Top 10 Biggest Ships in History! Enjoy the article. 10. TI C... by hisiecho
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https://www.relevantsearchscotland.co.uk/seawise-giant.html
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Seawise Giant
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Seawise Giant was the worlds largest ever ship an Ultra Large Crude Oil Carrier
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RS Home
Names
Seawise Giant (Happy Giant) (Jahre Viking) (Knock Nevis) (Mont)
Class
Ultra Large Crude Carrier
Ent/Service
1981
Built
Sumitomo Oppama / Japan
Weight
260,851 Tons
Length
1,504 Feet
Width
226 Feet
Speed
15 Knots
Propellers
1- 30 Feet Diameter 5 Blades
Engines
1 - Geared Steam Turbine - 50,000 HP
Seawise Giant was the largest ship built in the 20th Century with a volume of 260,851 Gross Registered Tons. As oil tankers have to be built with double hulls since the Exxon Valdez spillage in Alaskan waters March 27th 1989, it is unlikely any new tankers will exceed this size. As of 2023, this was still the largest ship ever built, although a moving platform for the oil and gas industry has been constructed larger.
The largest Container Ships today are about 1,300 feet long, 200 feet wide, 232,618 gross tons. Largest Cruise Ships 1,181ft long, 198ft wide, 227,000 Gross Registered Tons, largest Aircraft Carriers 1,092ft long, 252ft wide, 100,000? Gross Registered Tons. GRT is the dimensions of a ship, length, width and height.
The image below is courtesy of PhotoFlite, stockist of high resolution ship images. Website: fotoflite.com. Larger Image.
Construction of this Oil Tanker began in 1979 for a Greek shipping magnate. As a result of the oil embargo in the 1970s, the original owner was declared bankrupt before his ship could be completed. This led to the Hong Kong shipping magnate Mr. C. Y. Tung buying the incomplete ship under an agreement the builders would increase its length so the Dead Weight Tonnage (full load) could be increased from 480,000 to 564,763 tons.
Seawise Giant was first operated in the Gulf of Mexico and Caribbean Sea. She was later transferred to the Persian Gulf to be used for exporting oil from Iran. While Seawise Giant was traveling through the Hormus Straits in 1986, during the Iran / Iraq war, she was attacked by Iraqi jets and hit with Exocet missiles. The extensive damage caused by these attacks led to her sinking in shallow waters at Kharg Island.
A few months after the end of the Iran-Iraq War, August 1988, Norman International bought Seawise Giant, had her refloated, repaired by the Keppel Shipyard in Singapore, and renamed her Happy Giant. The prestige of owning the world’s largest ship seems to have been the main reason this company made the purchase.
By 1999, she had been sold to the Norwegian company Jahare Wallem to be operated under the name Jahre Viking. This ship is so large, four football fields could be laid end to end on her deck, braking distance is about three and a half miles, and fully loaded she sits 80 feet in the water.
The Oppama shipyard was established in the early 1970s as a large modern yard with a building dock 1,800 feet long, 260 feet wide and 41 feet deep for the construction of ultra large tankers and bulkers. On June 1st 1997, the Oppama yards name was changed to Yokosuka. Although they are unlikely to build any more ships as large as Seawise Giant, they still build large tankers and bulkers.
C. Y. Tung was born in Shanghai/China in 1912. His interest in shipping began when he found work as a shipping clerk in 1930. Tung fled with his family to Hong Kong after the communists were victorious in the Chinese Civil War 1945-1949. By 1970, he had become one of the worlds leading independent ship owners operating a fleet of more than 150 ships. As well as owning the world’s largest ship Seawise Giant, he also bought the world’s largest Trans Atlantic liner Queen Elizabeth in 1970. C. Y. Tung died April 15th 1982 aged 71.
In March 2004, Jahre Viking was sent by its new owner, First Olsen Tankers, to the Dubai drydocks to be refitted as a floating storage and offloading unit. Under the name Knock Nevis, she began operating at the Al Shaheen oilfield in waters of Qatar.
In December 2009, this vessel was sold to Indian breakers and renamed Mont for her final journey. After clearing Indian customs, she was intentionally beached in India for ship breaking. She was photographed beached for scrapping at Alang, India on 4 January 2010. Scrapping Images & Information.
The other six tankers to break the 500,000 dwt mark were:
Battilus 553,662 dwt 1976 - 1985
Bellamya 553,662 dwt 1976 - 1986
Pierre Guillaumat 555,051 dwt 1977 - 1983 largest ship ever constructed as designed
Esso Atlantic 516,000 dwt 1977 - 2002
Esso Pacific 516 dwt 1977 - 2002
Prairial 554,974 dwt 1979 - 2003
The first four double hull tankers over 400,000 tons were built for the Hellespont Shipping Corporation of Greece in 2000 with all being registered under the Marshall Islands. The first of these sisters at 442,000 dwt, 234,006 gross tons, the MV Hellespont Alhambra, was registered with the Marshall Islands on March 7th 2002, with the Hellespont Metropolis following on June 3rd. The last two sister ships in the series, the Hellespont Fairfax and Hellespont Tara joined the Marshall Islands register later that year.
Passenger ships that could eventually exceed the tonnage of Seawise Giant are floating cities or cruise ships. Floating cities could soon become a reality, as some have already been designed.
The Oil and Gas vessel named Pioneering Spirit entered service in 2014 at 403,342 gross tons, although many people would class this more as a vessel / moving platform, than a ship.
Photos and information of many more tankers can be found at aukevisser.nl/supertankers
Largest Cruise Ships RS Home
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Category:Ships built by Hitachi Zosen Corporation
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https://splash247.com/imabari-buys-into-hitachi-zosens-engine-business/
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Imabari buys into Hitachi Zosen’s engine business
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"Sam Chambers"
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2022-09-27T03:50:51+00:00
|
In the latest chapter of consolidation in the Japanese ship construction sector, the nation’s top yard and one of its largest marine engine manufacturers are joining forces. Hitachi Zosen has announced plans to spin off its marine engine business and sell a 35% stake in the new company to Imabari Shipbuilding. The vertical integration deal …
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en
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Splash247
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https://splash247.com/imabari-buys-into-hitachi-zosens-engine-business/
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In the latest chapter of consolidation in the Japanese ship construction sector, the nation’s top yard and one of its largest marine engine manufacturers are joining forces.
Hitachi Zosen has announced plans to spin off its marine engine business and sell a 35% stake in the new company to Imabari Shipbuilding.
The vertical integration deal is set to go through next April with no new name for the spin-off revealed yet.
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https://naijartist.wordpress.com/2017/03/25/lets-know-top-10-biggest-ships-ever-built-in-history/
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[LET’S KNOW] Top 10 Biggest Ships Ever Built in History
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2017-03-25T00:00:00
|
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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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.
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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.
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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.
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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.
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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/
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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.
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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.
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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.
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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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Hitachi Zosen Corporation
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. 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. During the year 2002, 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.
The Osaka Iron Works
The Osaka Iron Works, Dock and Shipbuilding Yard were started in 1880 by Mr. E.H.Hunter, with several Japanese partners; the latter, however, withdrew, one after another, being uncertain of the prospects of the enterprise at that period, and the whole establishment was left in the hands of Mr. Hunter. To meet the steadily increasing volume of business, the works made successive extensions, more especially after 1895, and in 1899 nearly 16 acres of land, with a water frontage of more than 1 000 ft., were secured at Sakurajima, i mile from the mouth of the Aji River, and lying close to the new Osak,i Harbour. At this spot the shipyard for building iron and steel shivis is now situated. Owing to small demand in the mercantile marine few vessels were constructed by the works prior to 1891, but from 1891 to 1903, 203 ships have been built. Of these, 83 were of steel, and the remaining 120 were wooden vessels of small tonnage.
The river at the spot where the shipyard lies was 1,000 ft. wide and 14 ft. deep, thus restricting the size of the ships which can be built. Consequently, the attention of the management has been directed more to the building of vessels of smaller type, and a specialty has been made in the construction of dredges and shallow draft steamers. Bucket dredges, varying in capacity from 100 to 400 tons per hour, and shallow-draft steamers, 12 to 20 in. in draft, have been built during late years.
There were eight building berths by 1907, ranging in length from 200 to 300 ft., but as soon as the Osaka Harbour improvements, now in progress, are completed, the depth of water at the site will be increased, enabling ships of much greater length and tonnage to be launched from the yard. The yard for building wooden craft was on the other side of the river, and was available for tugboats and steam launches.
The War Years
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.
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 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 Boom and Bust
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.
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.
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.
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. By 1993 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 due to the decision to turn the company into an 'all weather' entity by diversifying.
The Ariake Works was the largest and most modern plant of Hitachi Zosen. It was completed in 1974 and contains approximately 5,000,000 sq. ft. of area, two thirds of which are devoted to shipbuilding and offshore equipment manufacture and one-third to land use machinery manufacturing. The shipbuilding facility is very versatile; capable of producing small and medium size ships, as well as ultra-large ships, including LNG carriers, bulk carriers and tankers. Offshore structures which have been built include offshore platforms, oil drilling rigs and jacket modules.The Land-Use Machinery Division is equally capable of manufacturing a wide range of products such as high temperature and high pressure vessels, towers and tanks.
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https://allaboutshipping.co.uk/2021/02/26/seascape-hitachi-zosen-making-safety-and-quality-a-priority/
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Seascape & Hitachi Zosen: Making safety and quality a priority – All About Shipping
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[
"admin"
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2021-02-26T00:00:00
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en
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https://allaboutshipping.co.uk/wp-content/uploads/2020/11/favicon.ico
|
https://allaboutshipping.co.uk/2021/02/26/seascape-hitachi-zosen-making-safety-and-quality-a-priority/
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Hitachi Zosen Corporation has been one of the largest manufacturers of ships, main and auxiliary ship engines and other equipment with a history of 140 years.
Hitachi together with Seascape service hundreds of ships annually at all ports in the world at very competitive prices.
Hitachi provides your fleet with excellent quality spare parts and impeccable technical service, synonym to the mastery of a firm with such a successful long path.
We welcome you to enjoy a video brief of Hitachi’s history here. Seascape offers its services to more than 2.500 ships and 150 shipping companies per year.
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1857
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dbpedia
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https://warfarehistorynetwork.com/article/uss-murphy-long-service-in-wartime/
|
en
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USS Murphy: Long Service in Wartime
|
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2016-11-07T21:56:41+00:00
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The destroyer USS Murphy survived a collision on the open sea and served during four amphibious operations in the European Theater.
|
en
|
Warfare History Network
|
https://warfarehistorynetwork.com/article/uss-murphy-long-service-in-wartime/
|
By William B. Allmon
Eighty miles off the coast of New Jersey and 280 feet below the surface of the Atlantic Ocean lies the forward section of a World War II destroyer, where it came to rest more than 60 years ago. According to the USS Murphy History Project, the warship’s tragic and triumphant story reads “like a chronicle of the Second World War.”
On the eve of World War II, with its emphasis on antisubmarine operations against German U-boats in the North Atlantic, the U.S. Navy’s destroyer force consisted mainly of Fletcher-, Sumner-, Geary-, and Sims-class destroyers built between 1930 and 1938. Many destroyers of these classes, overweight and top heavy, lacking armor or strengthened decks, were considered unlikely to survive torpedo damage. To supplement the Sims class, both Bethlehem Steel Corporation and naval architects Gibbs & Cox submitted designs for a new class of destroyer, weighing 1,620 tons, with stronger hulls, and armed with four 5-inch guns, four centerline torpedo tubes, and improved antiaircraft batteries.
The U.S. Navy adopted Bethlehem Steel’s design, and awarded Bethlehem the contract to build the new destroyers, hull numbers 421 to 616, in its East and West Coast shipyards. The first of the Benson-class destroyers, named after the first ship, USS Benson, was launched from Bethlehem’s Staten Island, New York, shipyard and commissioned on July 25, 1940. A total of 30 Benson-class ships were built between July 1940 and February 1943. Four were lost in action.
The keel of the 17th Benson-class destroyer, assigned hull number DD-603, was laid at Bethlehem Steel’s Staten Island shipyard on May 11, 1941. The destroyer was named USS Murphy, after Union Navy Lieutenant John McLeod Murphy, captain of the Civil War ironclad USS Carondelet.
“One of the Best Known of All Atlantic Destroyers”
Launched on April 29, 1942, Murphy was 347 feet long, 36 feet wide, and displaced 2,525 tons fully loaded. Like her sisters, Murphy came out, as naval historian Norman Friedman wrote, “very overweight, so that their light displacements generally exceeded these design standards.”
Twin 47,000 horsepower Westinghouse geared steam turbines turned two propellers at 36.7 knots, while 2,291 tons of fuel gave her a 6,500-mile range. Armament consisted of four 5-inch guns, two 40mm and quad 1.1-inch antiaircraft guns (later replaced by two 20mm Oerlikons), four 21-inch torpedo tubes amidships, and two stern-mounted depth-charge racks with 24 600-pound charges. Stronger decks, improved armor protection, and alternating engine and boiler rooms gave Murphy a better chance of surviving battle damage. Additionally, for the “luck of the Irish,” Murphy officer John Keating wrote that Bethlehem’s shipbuilders welded a large green shamrock to her aft smokestack, making her “one of the best known of all Atlantic destroyers.”
Four months later, on July 23, 1942, Murphy was commissioned. Commander Leonard W. Bailey assumed command and sailed to Casco Bay, Maine, for Murphy’s shakedown cruise. According to Boatswain’s Mate Thomas Hillard, Bailey was “very well liked” by Murphy’s 16-officer, 260-man crew.
The USS Murphy in Operation Torch
Completing her shakedown, Murphy joined American destroyers escorting merchant convoys from Casco Bay to Halifax, Nova Scotia. In mid-September 1942, Murphy joined Commander E.R. Durgin’s Destroyer Division 24 in Norfolk, Virginia, part of Captain Robert R. M. Emmett’s Task Group 34.9, which included the cruisers Augusta and Brooklyn, nine destroyers, six minesweepers, and 14 troop transports. Leaving Norfolk on October 23, 1942, Task Group 34.9 joined Rear Admiral H. Kent Hewitt’s Task Force 34, transporting Maj. Gen. George S. Patton’s American troops to invade Vichy French Morocco and Algeria during Operation Torch.
Arriving off the coast of North Africa on November 8, 1942, Task Force 34 split into its separate landing groups, which headed for their objectives. Task Group 34.9, designated the Western Attack Force, headed for Cape Fedhala, near Casablanca, Morocco. With the rest of Destroyer Squadron 24, Murphy was assigned to guide landing craft to the beach and provide fire support.
Near the Moroccan coast at midnight on November 9, while Western Force’s transports loaded troops into landing craft, Murphy and sister destroyers Wilkes, Swanson, and Ludlow took position near the line of departure. Delays due to inexperienced crews led to H-hour’s postponement from 4 am to 4:45 am.
Once the landing craft were loaded, Murphy and her consorts led them to the line of departure and anchored as the assault waves dashed ashore landing 3,500 combat troops. When daylight broke at 6:04 am, French shore batteries at Cape Fedhala opened fire. Quickly raising anchor, Murphy and Ludlow opened fire with their 5-inch guns on Batterie Port Bloundin near Cape Fedhala. The Bloundin battery concentrated its four 138.6mm shore guns on Murphy, 5,000 yards off shore, straddling her.
“This damn turkey is getting our range,” Bailey radioed. “Someone help me polish him off.” A shell slammed into Murphy’s starboard engine room, knocking out the engine and killing three sailors. As his crew stuffed mattresses into the shell holes, Bailey pulled out of range while Brooklyn and Ludlow silenced the battery. By early afternoon, after emergency repairs, Bailey rejoined the ships off Fedhala, reporting Murphy ready “for any action at any speed.”
Supporting Patton’s Invasion of Sicily
French forces in Morocco surrendered to Patton on November 11, 1942. Murphy left Morocco on November 24. After repairs in Boston, Massachusetts, Murphy escorted convoys from New York to Panama and from Norfolk to Casablanca. In July 1943, Murphy joined Rear Admiral J. L. Hall’s “Dime” Attack Force, which included the light cruisers Boise and Savannah, 11 destroyers, two LSTs, six transports, 33 landing craft, eight minesweepers, and 10 PT boats, supporting Patton’s U.S. Seventh Army and General Bernard L. Montgomery’s British Eighth Army’s landings in Sicily.
As assault troops of the U.S. 1st Infantry Division went ashore at Gela, Sicily, on July 9, 1943, Murphy and other Dime Force warships stood 600 yards offshore. At 8:30 am, 30 German Pz.Kpfw. IV tanks were spotted moving toward the beaches. American troops did not yet have antitank guns ashore to stop them.
“Something had to be done to stop these tanks,” Roscoe wrote. “The call went out for naval gunfire.” Murphy, along with destroyers Jeffers, Shubrick, and the light cruiser Boise, opened fire on the column, which turned tail and retired, leaving several tanks behind.
Axis aircraft bombed ships and landing craft near the invasion beaches in the afternoon. Several bombs fell near Murphy, inflicting minor damage. The next day, July 10, four Heinkel He-111 medium bombers and four Focke-Wulf Fw-190 fighter-bombers attacking the transports were driven off by heavy antiaircraft fire from Murphy and other destroyers. None of the vulnerable ships was hit.
“Fortunately the aim of most of the Axis bombers was very inaccurate,” Morison wrote.
German and Italian bombers attacked again that night. “The planes dropped magnesium flares to light the transports,” a sailor remembered, “and bombs fell on the ships in cascades, clumps and clusters.”
Near misses straddled Murphy, puncturing her stern and wounding one sailor. Two nights later, on July 12, Murphy was again attacked by German bombers, one bomb missing her by a scant 100 yards. Undamaged, Murphy remained off Gela as American troops secured the beaches and advanced inland.
On July 27, Murphy joined Rear Admiral Lyal A. Davidson’s Task Force 88, cruisers Philadelphia and Savannah, plus destroyers Gherardi, Nelson, Jeffers, Trippe, and Knight, providing fire support for Patton’s troops attacking along the northern Sicilian coast. On the afternoon of July 31, a flight of 11 Junkers Ju-87 Stuka dive-bombers attacked Philadelphia and Murphy while the warships pounded German defenses near the town of San Stefano di Camastra. Murphy’s gunners downed two Stukas while a bomb missed Philadelphia by 15 yards.
Murphy remained with Task Force 88, supporting Patton’s advance and repelling additional air attacks, until Sicily was secured on August 27, 1943.
Task Force 69
In early September, Murphy returned to the United States and became part of Captain Roy Pfaff’s Task Force 69, which included the battleship Texas; Commander Albert G. Murdaugh’s Destroyer Division 17, consisting of Nelson, Jeffers, Herndon, Quick, Butler, Gherardi, Glennon; plus Destroyer Division 20’s Cowie, Doran, Earle, Knight, and escort oiler Enoree assigned to escort merchant and troop convoys across the North Atlantic to Great Britain.
On October 20, 1943, Convoy UT-4, bound for Britain, including one troop transport, two tankers, two cargo ships, and 13 freighters carrying 46,455 troops, escorted by Task Force 69’s ships, assembled in New York harbor. UT-4, except for the destroyer Jeffers, damaged in a collision with a lighter the previous day, departed New York on the morning of October 21. Jeffers joined the convoy after it was repaired at the navy yard.
Once clear of the harbor, the convoy assembled into eight columns of three ships each, covering a six-mile area. Tankers Esso Hartford and Markay with plane transporters Trumpeter and Slinger in the middle, troop transports Siboney, Athione Castle, Monarch of Bermuda, Empress of Australia, Capetown Castle, Scythia, Orun, Columbia, Athene, Fairisle, Santa Teresa, and Surprise formed around them. Texas and escort oiler Enoree formed the fifth column with destroyers Nelson, Glennon, Herndon, Knight, Gherardi, Quick, and Murphy deployed in antisubmarine screen around the convoy.
On Murphy’s bridge, Lieutenant Thaddeus R. Beal, officer of the deck, and Lieutenant William R. Gordon, with a signalman, quartermaster, helmsman, and two lookouts, were on watch. Commander Bailey was in his cabin behind the bridge; crewmen off watch were asleep below decks.
A few miles away, the tanker SS Bulkoil steamed alone at 10 knots toward New York. On October 19, carrying 2,000 tons of oil, a crew of 54 Merchant Marine sailors and 72 U.S. Navy armed guards, Bulkoil left New York with Convoy CU-6 bound for Curacao, Netherlands East Indies. Barely a day out of port on October 20, Bulkoil lost steam in her starboard boiler. Unable to keep up with the convoy, Bulkoil turned back to New York, zigzagging to avoid lurking U-boats.
A “Strange Pip”
By 8 pm on October 21, Bulkoil was six hours from New York and safety. The ship was blacked out and without radar. Her third mate was on the bridge with the helmsman, and Ensign James W. Barrett, commander of Bulkoil’s armed guard, was on the flying bridge. Bulkoil crewman Robert Taylor was a lookout on the starboard bridge wing. “I was on deck at 8:20 when the third Mate ordered me to come up to the starboard side of the bridge,” Taylor said. “I was watching left to right, right to left. I couldn’t see anything but black.”
Around 9:50 pm, Murphy’s radar picked up an object ahead of the convoy. Ordering Lieutenant Gordon to tell Commander Bailey, Beal called Murdaugh aboard Nelson over the TBS [talk between ships], reporting a “strange pip” bearing “120 degrees true,” at a distance of 12,000 yards.
Murdaugh ordered Murphy to “head that fellow away from us.” Beal immediately changed course and increased speed to 20 knots.
After checking Murphy’s radar for the stranger’s position, Bailey entered the bridge and countermanded Beal’s course change.
“The visibility was extremely low,” Bailey recalled, “and it was necessary to rely entirely upon radar, amplified by the result obtained from the gun control organization, namely, plot and the gun director.”
Bailey overheard Captain Pfaff aboard Texas asking Murdaugh on Nelson which way the convoy should turn to avoid the contact.
“Turn right,” Murdaugh said. At the same moment, Beal reported he saw the stranger “bearing one or two points on the port bow,” range 1,500 yards. Ordering Murphy’s helmsman to come right, Bailey informed Pfaff, “I intend to divert the stranger to starboard.”
On Bulkoil’s bridge, the tanker’s torpedo detector, designed to pick up torpedo propeller noises in the water, indicated a contact to starboard. “It was thought to be a German submarine regenerating its batteries,” Taylor said. Certain a U-boat was nearby and unaware of any Allied surface ships in the area, Bulkoil turned to starboard to avoid a torpedo attack.
Looking into the darkness as Bulkoil turned, Taylor saw a “shadowy appearance of a bow coming out of the water,” followed by “wiggly marks, then a pointed bow: I thought it was a submarine. Then all of a sudden I saw a housing, then a gun on top of it, and I realized it wasn’t a submarine.”
“Like a Greyhound Bus Slamming Through a Large Plate of Glass”
Bulkoil was close to Murphy’s side. Seeing that a collision was imminent, Bailey ordered Murphy’s speed to all ahead flank and then all engines ahead emergency flank. Before Murphy could turn away, Bulkoil slammed into her port side.
Boatswain’s Mate Tom Hillard was going below when Murphy was struck. “The ship rolled to starboard,” he recalled. “I looked up [and] saw the tanker going through, some flame and sparks forward place of collision.” Some of Murphy’s crew were killed as Bulkoil cut through her midsection at a 90-degree angle, dragging her several hundred yards through the water.
“Suddenly there was this loud crashing sound, like a Greyhound bus slamming through a large plate of glass,” remembered Seaman 2nd Class Frederic Sheller, on duty in Murphy’s combat information center (CIC). “The lights went out, and the emergency wall lanterns came on. Seawater began coming into the compartment.”
Murphy broke in half, her bow separating from the stern. “After we plowed through it, I saw the bow come up, the aft scraped past our starboard side,” Taylor said. “I saw a guy in the water and threw him a life ring. I was about to dive in to save this guy, but couldn’t.” Bulkoil quickly turned on its collision and running lights.
Murphy’s bow section immediately listed 90 degrees to starboard, trapping many sailors below deck while others struggled to escape.
On Murphy’s floating stern, her crew sprang into action. “Our first thoughts: Secure ship, rescue survivors in the water,” Hillard said. “I got my division topside in life jackets and started to secure hatches.” While their shipmates closed watertight doors, damage control parties put out a small fire in the forward fire room and plugged leaks in the engine room bulkhead. Other Murphy sailors threw rubber life rafts over the side to survivors, many without life jackets, swimming away from the rapidly sinking bow.
On Murphy’s bow, Sheller pulled himself outside. “As I stood up on the slanted gun mount number two, I looked down to my left and could see the phosphorous bubbles of seawater enveloping the bow as it was going down,” Sheller wrote. Heading forward, Sheller saw Bailey near the port anchor.
“The skipper had a light of some sort, shining it down into the water,” Sheller recalled. “He finally said, ‘Well boys, looks like we’ll have to get off here.’”
Sheller jumped into the water and “began to swim for all I was worth, as I could feel the pull of the bow going down.”
Ten minutes after the collision, Murphy’s bow sank, taking 38 officers and men with it and leaving her survivors struggling in the choppy sea.
“It was pitch black, and the sea was quite choppy,” Sheller recalled. “I kept swimming and floating with no way of knowing at the time if I would be rescued.” Hanging onto a fresh-water cask off a raft, Sheller paddled over to a life raft with 30 to 40 shipmates aboard and others in the water clinging to ropes. Chief Torpedoman Emmett S. Wild pulled Sheller alongside the raft, where he waited for rescue.
Abandoning Ship
Seeing Bulkoil’s lights, Captain Pfaff was unaware of the accident and called Murphy over the TBS. Getting no reply, Pfaff ordered Glennon to investigate. When Glennon arrived at the scene, her captain, Lt. Cmdr. Floyd C. Camp, reported that Murphy was sinking and her crew was abandoning ship.
Pfaff ordered Glennon and Jeffers to begin rescue operations. Camp ordered Glennon’s searchlights turned on and ropes put over the side to pull survivors aboard. Jeffers lowered its whaleboat to search for survivors.
With Murphy’s stern remaining afloat, Tom Hillard and Seaman Matt Soloman put a life raft over the side and began picking up swimmers. After rescuing 10 survivors, Hillard and Soloman paddled the raft over to Glennon, where they were ordered aboard.
Eventually, Glennon came alongside Fred Sheller’s raft and began pulling its sailors aboard. “I saw that some of the crew were tossing ropes down to us,” Sheller said. He grabbed a rope, which “kept slipping through my extremely cold and oily hands as the guys on the ship were pulling the rope. However, luckily there was a huge knot towards the end of the rope, and when my closed hands got to this knot, up I went to the deck of the ship.” Glennon’s crew bundled Sheller below decks with the rest of his shipmates.
While Glennon and Jeffers rescued Murphy’s survivors, Bulkoil’s crew tried to find out what happened. “We didn’t know we had run across another convoy,” Taylor remembered. “But the night was black, just pitch black. All of a sudden there was a battlewagon out there. They called to us asking, ‘What ship is that?’ We identified ourselves and asked if we could assist. They told us to stand by.”
With permission from Captain Pfaff and having suffered only minor damage to its bow and no casualties, Bulkoil got under way for New York. After repairs, Bulkoil returned to service, survived the war, and was scrapped in 1961.
Recovering the USS Murphy
After picking up 12 officers and 95 men from Murphy’s bow, Camp reported Murphy’s stern was still afloat, and in no danger of sinking. Pfaff ordered Glennon to take Murphy’s stern in tow. Shortly after midnight, Glennon passed a line to Murphy’s stern while Jeffers and Knight stood by and began towing it toward New York. Murphy’s crew jettisoned equipment, stores, and ammunition to make the towing easier.
The next morning, October 22, Glennon, Jeffers, and Knight met the civilian tug SS Rescue escorted by the Coast Guard cutter Cartigan and subchaser PY-37. As Rescue took over towing Murphy’s stern, Glennon transferred the 109 survivors to Cartigan. Their task complete, Glennon, Jeffers, and Knight rejoined Convoy UT-4.
Cartigan and PY-37 reached New York later that afternoon and unloaded the survivors at Pier 12. Rescue arrived on the afternoon of October 23 and placed Murphy in the Brooklyn Navy Yard’s dry dock. Her reunited crew was housed on Brooklyn’s Myrtle Avenue, while the Navy investigated the collision and found that after the collision the “conduct of the officers and crew of the USS Murphy [had been] in accordance with the best traditions of the naval service.”
Murphy’s reconstruction began on October 27, 1943, with the fitting of a new bow. Along with her new bow, Murphy received a new skipper. Bailey was replaced by Commander Russell G. Wolverton and went on to skipper the destroyer Harry E. Hubbard in the Pacific.
Artillery Duel at Cherbourg
Seven months later, in April 1944, Murphy’s repairs were completed. After a month of shakedown and training, Murphy sailed to Portsmouth, England, joining Rear Admiral John L. Hall’s Task Force 124. On D-Day, Murphy provided fire support for troops of the 1st and 29th Infantry Divisions fighting their way off Omaha Beach in Normandy and screened troopships offshore. Murphy engaged German shore batteries and E-boats until late June when she rejoined Task Force 124, now led by Rear Admiral Morton L. Deyo.
Deyo’s ships, split between his own Task Group 1 and Rear Admiral C.F. Bryant’s Task Group 2, left port on June 25 to bombard German defenses around Cherbourg, France. After an uneventful crossing, Deyo’s task group, with the battleship Nevada, cruisers Quincy, Tuscaloosa, HMS Glasgow, and HMS Enterprise, and destroyers Murphy, Ellyson, Hambleton, Rodman, Emmons, and Gherardi, took position west of Cherbourg, while Bryant’s battleships Texas and Arkansas, five destroyers, and 19 British and American minesweepers, took the east sector. When German batteries opened fire on the minesweepers, Murphy and the other destroyers laid a smoke screen protecting the larger warships while they opened fire with their main batteries.
For 90 minutes, Deyo’s ships pounded the German defenses while Murphy and her sisters, Morison wrote, “made smoke as required and did their best to stay out of the way of the big ships.” Murphy was straddled four times by German 280mm shells.
“Shells popped all around us,” Wolverton recalled. “Any number of them hit in our wake … but Jerry failed to hit us.” As Tuscaloosa, Ellyson, and Gherardi fired on the battery, Murphy ducked inside her smoke screen, suffering no serious damage. At 3 pm, Deyo’s ships ceased fire. Maj. Gen. J. Lawton Collins’s VII Corps captured Cherbourg on July 1, 1944.
Murphy then sailed to the Mediterranean Sea, where she joined British Rear Admiral Thomas R. Troubridge’s Task Force 88 on August 3, 1944, and provided support for Operation Dragoon, the Allied landings in southern France. Murphy left the Mediterranean on September 15 and returned to New York. After an overhaul, Murphy became the flagship of Captain John S. Keating’s Destroyer Squadron 17 in Casco Bay.
The “Big Top”
On January 21, 1945, Murphy and Destroyer Squadron 17 escorted the cruisers Quincy and Savannah carrying President Franklin D. Roosevelt from Norfolk, Virginia, to the island of Malta in the Mediterranean. After Roosevelt flew on to the Yalta Conference in the Crimea, Quincy and Murphy sailed to the Suez Canal. On February 9, 1945, Murphy was ordered to proceed to Saudi Arabia and bring King Abdul Aziz Ibn Saud back for a conference with President Roosevelt at Suez.
After a fast trip down the Red Sea, Murphy became the first American warship to drop anchor in the port of Jidda, Saudi Arabia. The next day, February 12, the Saudi king and 20 bodyguards and servants came aboard and settled into a large tent set up on Murphy’s forecastle. It was nicknamed the “big top” by the destroyer’s crew. Rugs covered her steel decks; water from the Muslim holy city of Mecca and a corral with 10 sheep were also provided.
Once Murphy got under way, Keating wrote, “Extraordinary efforts were made to keep the king entertained.” Murphy’s 5-inch and 40mm guns were fired, and a depth-charge pattern was spread. Guided by Murphy’s navigator, Saud and his party prayed on the forecastle five times a day facing toward Mecca. In turn, Keating recalled that Saud was “most considerate, always posed for snapshots, and his coffee bearer was continually pouring a demitasse of black Arabian coffee, as the king would greet any of his American hosts who passed by.”
Two days after leaving Jidda, Murphy rendezvoused with Quincy off Suez on February 15. Since the cruiser’s deck was higher than the destroyer’s, a ramp could not be rigged. King Saud was placed in a bosun’s chair and carefully elevated from Murphy to Quincy.
Keating was pleased at how well the cruise had gone. “Not only had we not offended the king, but he was obviously pleased with our services.” After disembarking the rest of the royal party at Ismailia, Egypt, Murphy returned to New York.
“The Destroyer Murphy was Always a Good Ship”
After minor repairs, Murphy joined a hunter-killer group on antisubmarine patrol off New England and Nova Scotia. On July 10, 1945, Murphy headed for the Pacific Theater, arriving at Okinawa in September 1945, after the Japanese surrender. Assigned to the U.S. Fifth Fleet, Murphy visited Nagasaki, Japan, six weeks after the atomic bomb was dropped.
Murphy left Okinawa on November 21, 1945, and sailed to Charleston, South Carolina. On March 9, 1946, she was decommissioned and placed in the Atlantic Reserve Fleet, receiving four battle stars for her World War II service. Murphy was sold for scrap on October 6, 1977.
Murphy’s original bow rested on the floor of the Atlantic off New Jersey, her story forgotten, for nearly 60 years. In August 2000, underwater explorers Dan Crowell and Ritche Kohler found the bow. The destroyer’s story was featured in an episode of the History Channel series, Deep Sea Detectives.
Murphy had participated in several major amphibious landings in the European Theater. Captain Keating summed up the destroyer’s wartime service best: “The destroyer Murphy was always a good ship. She played a role in four invasions and never failed an assignment.”
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Largest Crude Oil Tanker in the World as of 2023
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OCEANIA is the largest crude oil tanker, with a length of 380 m and a dead weight of 441,584 MT. Operating as FSO at Sungai Linggi anchorage, Malaysia.
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Today, while reading the ISGOTT, a question came to my mind: What is the largest crude oil tanker currently in operation around the world in 2023? Upon doing some research, I found that the information provided on most websites seems to be incorrect or outdated.
This lack of accurate, up-to-date data compelled me to write a blog post highlighting the biggest oil tankers currently in service world wide.
So!
Largest Crude Oil Tanker
OCEANIA is the largest crude oil tanker operational in the world, with a length of 380 meters and a dead weight of 441,584 metric tons. However, due to various restrictions, in 2022 it has been converted into a FSO and currently anchored in Sungai Linggi, Malaysia as storage tanker.
The owner of the largest crude oil tanker, Oceania, is Euronav Shipping NV, a Belgium-based company that has etched its name in the history of super tankers as the last ULCC owner.
Name: The OCEANIA, previously known as the Seaways Laura Lynn (in 2018), the Overseas Laura Lynn (in 2015), the TI Oceania (in 2004), and the Hellespont Fairfax (in 2003).
Length: 380 meters (1,247 feet)
Beam: 68 meters (223 feet)
Deadweight tonnage: 441,585 metric tons
Owner: Euronav Shipping NV
Built: 10 April 2003
A total of four sister ships of the same size and deadweight tonnage were constructed.
All four have been converted into floating storage and offloading units (FSOs) with the current names FSO ASIA, SA EUROPE, FSO AFRICA, and OCEANIA.
However, based on current deadweight tonnage figures, the OCEANIA is the largest.
Therefore, the title of the biggest crude oil tanker is currently held by the FSO OCEANIA.
Four ULCC Currently Providing Service as FSO
When we are talking about super tankers, let’s look at the biggest oil tankers ever built in the history of shipping.
11 Largest Crude Oil Tanker in the world
One category below comes Very Large Crude Oil Carriers DWT ranging 160,000–319,999 MT and they are in huge numbers.
The OCEANIA stands out as the largest crude oil tanker actively in service today. With a mammoth deadweight tonnage of 441,585 metric tons, this converted ULCC turned FSO holds the top position for size among today’s fleet.
While larger ships like the Seawise Giant once ruled the waters, revised regulations have led to the decline of ULCCs as active tankers. Only a handful remain working as floating storage and offloading units.
The scale of the OCEANIA and her sister vessels, however, still represents an impressive feat of engineering. These ships demonstrate the astounding capabilities of naval architecture and shipbuilding to construct such goliaths of the sea.
Even as we move forward with more environmentally friendly options, the legacy of these record-breaking crude carriers persists as awe-inspiring examples of what humans can build. Their sheer size is a testament to both our ingenuity and excess.
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Oil tankers
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History
The original version of this article was created by Francesco Gerali, 2020 Elizabeth & Emerson Pugh Scholar in Residence at the IEEE History Center
It is recommended this article be cited as:
F. Gerali (2020). Oil tankers, Engineering and Technology History Wiki. [Online] Available: https://ethw.org/Oil_tankers
In the early decades of the petroleum industry, crude petroleum transportation by sea was implemented by means of regular cargo ships in whose holds barrels and containers of various kinds (e.g., tin cans) were allocated. The first major shipment of petroleum and refined products took place in November 1861, when the 224-ton brigantine Elizabeth Watts delivered 1,329 barrels (about 182 tons) of crude and refined products from Philadelphia to the UK (FIG.1-2). Already in 1864, on the same route were shipped barrels for a total of 16,000 tons (about 2,182.810 barrels) (FIG.3). At this rates, the hauling of barrels was predicted to have a short life because it had relevant disadvantages such as fire and explosion hazard, and highly reduced payload volume of the hold due to the barrels.
In the mid-1860s, US shipyards assembled early tanker prototypes with independent, or partly hulled, tanks to increase capacity and safety. These efforts resulted in the wooden sailing ship Atlantic, a 45 meter long brigantine, delivered in 1865; and, in 1869, the 794-ton iron ship Charles. Both had a set of separated tanks designed to store crude and refined oils (FIG.4).
This arrangement had serious drawback: the large gap between the hull and the walls of the tanks could be easily saturated with petroleum vapors, generating explosions and fires despite the presence of ventilation systems. Few other vessels of this kind were built, but with little success, and the transport of petroleum typically continued to be barrels stowed in ordinary cargo ships. Regardless of the result, ships like the Atlantic and the Charles were trailblazing prototypes that paved the way for the idea of large tanks and the utilization of metals.
Until the early 1890s, the only two petroleum exporting countries were the United States and Russia. The former provided about 80-90% of the European consumption, mostly through impractical and dangerous naval transport. Russia, on the other hand, had an advantage due to the size of Caspian Sea and the easily navigable river courses connecting the rich Caucasian filed from the main centers of consumption. This is the reason why Tsarist Russia was able to assemble ships with tanks integrated into the hull in series beginning in 1878.
The first of this new class of tankers was named the Zoroaster (FIG.5) This ship was built with Bessemer-process[1] forged steel while the petroleum holds were iron. For its time, the tanker ship Zoroaster was quite technologically advanced, being reinforced with ballast tanks to have a better balancing during navigation in case of adverse weather. The Zoroaster measured over 180 feet (55 meters) lengthwise with a breadth of over 35 feet (11 metres), for a draught of about 10 feet (3.5 metres). Around 240 gross tons (1760 barrels) of crude and kerosene could be ferried by the vessel between the provinces of Astrakhan and Baku along the River Volga and the Caspian Sea route. In 1900, the Caspian sea was crossed by 134 units built in the same way, for a total payload of 48.848 tonnage.
Another important landmark in the advancement of tanker technology was achieved in the early 1880s, when German-British capitals and naval engineering met at the Armstrong-Whitworth Works[2] in Newcastle-upon-Tyne, United Kingdom (FIG.6.). The first oil tanker with integrated hull tanks capable of crossing oceans with a relative safety, anticipating many of the modern schemes, was designed in 1884 by naval engineer Henry Frederick Swan.[3] Built mostly in steel with innovative safety systems and an independent pumping station on board, the construction was laid down in the dry docks on November 25th, 1885. The German shipowner and petroleum trader W.A. Riedmann of Geestemünde[4] came across this project and decided to finance and acquire the first exemplar. Named Gluckauf ("Good Luck" in English), the tanker was launched on June 16th, 1886, powered by a 992 H.P. steam propulsor (11 knots maximum speed) and carried also sails as back up equipment (FIG.7).
At 318 feet long, 37-foot beam and 19-foot draft, the Gluckauf was equipped with 14 tanks arranged in 7 separate compartments divided longitudinally by a continuous bulkhead. The pumping system and expansion boxes could unload the ship in only 12 hours. Conceived to serve as seafaring tanker to carry oil from the United States to Europe, in the summer of 1886 it delivered its first cargo of 2,880 tons of crude loaded in Philadelphia to Geestemünde. The Gluckauf marked a great turning point in the maritime oil transportation, however major structural difficulties remained, like the inertia of the liquid cargo and the stagnation of the product.
Problems like these could only be overcome through new theoretical, structural studies, and advancements in materials sciences. Close to the end of the nineteenth century, some solutions were eventually devised and implemented; among the most effective were the self-supporting tanks called circular and cylindrical. With the first solution, the oil was contained in cylindrical tanks with a circular section arranged vertically in the holds, extending from the double bottom to the deck (FIG.8). With the second, oil was equally contained in cylindrical tanks having a square section with widely rounded edges (FIG.9). These solutions were functional, but still have the disadvantage of not fully exploiting the volume of the cargo area.
Eventually, in the early 1900s, the structural and stagnation problems of ships with integrated tankers were successfully addressed by naval engineers: the assembly of the Narragansett in Scotland by the Scott & Co. shipyard of Greenock, in 1903, marked the definitive affirmation of the integrated tank construction technology (FIG.10). The subsequent evolution in naval engineering applied to oil tankers was based on 5 principles:
Deadweight increase to achieve lower operating costs.
Propulsion system: gradual shift (1910s-1920s) from steam engine, overcharged steam engines (turbo-reducer[5] or turboelectric) to diesel and rise of the horsepower yield (e.g., from an average of 900hp in the 1880s to a maximum of 25.000hp in the 1920s).
Greater capacity and rationality of the pumping system (loading and unloading) to reduce the docking time.
Security devices and protocols.
Automation of load services and engine equipment.
Crude Oil Tanker Classification, 1940s-1960s
Category Tonnage (DWT)[6] Notional Oil Cargo (barrels) Historical Milestone T2 Class (Fig.11) 15,000–16,000 25,000 (1950s: 25,000 DWT reached) Panamax[7] (Fig.12) 60,000-80, 000 400,000 Aframax[8] (Fig.13-14) 80,000-120,000 500,000 1959: 100,000
DWT surpassed by the Universe Apollo
Suezmax[9] (Fig.15) 120,000-160,000 1,000,000 Very large crude carrier (VLCC) (Fig.16) 160,000-320,000 2,000,000 1966: 200,000
DWT reached
Ultra large crude carrier (ULCC) (Fig.17) 320,000-550,000 3,000,000 1969: First ULCC
See also
Air tankers
Barrel (Unit of Measurement)
Fossil fuels
Gasoline
Petroleum Storage Tanks
Petroleum Transportation Tanks
References
Anonymous. 1980. Esso mariners: a history of Imperial Oil's fleet operations from 1899-1980. Toronto: Plows & Watters Printing Canada.
Barberis, Luigi. 1931. Nuove navi cisterna. Roma: Società Anonima Italiana Arti Grafiche
Ellsworth, Thomas B., and Arthur Gordon. 1999. The Mobil book of tugs, barges, and coastal and inland waterways tankers: a history of the coastal and inland waterways ships and craft owned and operated by the Mobil Oil Corporation and its predecessor companies, 1882-1999. Houston: Mobil Oil Corp.
Mengoli, Angelo. 1926. I bastimenti petrolieri bastimenti-cisterne per trasportare petrolio. Genova: Briano.
Mitchell, W. H., and L. A. Sawyer. 1987. Sailing ship to supertanker. Lavenham: Terence Dalton.
Morrell, Robert W. 1931. Oil Tankers. New York: Simmons-Boardman publishing company.
Solly, Raymond. 2007. Tanker: the history and development of crude oil tankers. London: Chatham.
Spinelli, F. 1970. “Navi Cisterna (Petroliere)”. In ENI Enciclopedia del Petrolio e del Gas Naturale VII: 227-301.
Vassiliou, Marius. S. 2009. The A to Z of the petroleum industry. Lanham, Md: Scarecrow Press.
Vassiliou, Marius S. 2018. Historical dictionary of the petroleum industry. Lanham, Maryland: Rowman & Littlefield.
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Esso Augusta (1)
|
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The victims of a minefield laid by U-701
U-701 laid 15 TMB (bottom mines laid from the boat's torpedo tubes - 7.5 feet long, carried a 1,276 pound explosive charge) in the aproach to Chesapeake Bay on during the night of June 11/12, 1942. In the late afternoon of June 15 Convoy KN-109, proceeding from Key West to Hampton Roads reached the the minefield. At 1702 local time the tanker Robert C. Tuttle struck a mine followed 31 minutes later by the Esso Augusta. It was believed at that moment that the ships had been torpedoed. The escorting destroyer USS Bainbridge (DD 246), searching for a possible submarine, detonated a mine at 1827 but remained afloat. The anti-submarine trawler HMS Kingston Ceylonite (FY 214), escorting a tug and tow up the coast struck a mine at 1927 sank in two minutes with 18 dead and 14 survivors. After minesweeping operations had found and detonated 9 more mines the port was put back in operation. On the afternoon of 17 June Convoy KS-511 was forming up when the coal ship Santore struck a mine and sank.
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https://www.hazegray.org/shipbuilding/nnsb2.htm
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Newport News Shipbuilding & Drydock Production Record, Part 2
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Newport News Production Record
Hull Name Type/Descr. Owner Work Type Delivered or Commissioned Fate or Status 400 Houston
(CL 81) Cleveland Class Light Cruiser US Navy New 20 Dec 1943 Scrapped 1960 401 Eastway
(LSD 9) Ashland Class Dock Landing Ship US Navy for Royal Navy New 14 Sept 1943 Scrapped 1972 402 Highway
(LSD 10) Ashland Class Dock Landing Ship US Navy for Royal Navy New 19 Oct 1943 Scrapped 1960 403 Northway
(LSD 11) Ashland Class Dock Landing Ship US Navy for Royal Navy New 15 Feb 1944 Scrapped 1975 404 Oceanway
(LSD 12) Ashland Class Dock Landing Ship US Navy for Royal Navy New 29 Mar 1944 Target 1969 405 Casa Grande
(LSD 13) Casa Grande Class Dock Landing Ship US Navy New 5 June 1944 Scrapped 1992 406 Rushmore
(LSD 14) Casa Grande Class Dock Landing Ship US Navy New 3 July 1944 Target 28 Apr 1993 407 Shadwell
(LSD 15) Casa Grande Class Dock Landing Ship US Navy New 24 May 1944 Fire Test Hulk 1985; Extant 408 Amsterdam
(CL 101) Cleveland Class Light Cruiser US Navy New 8 Jan 1945 Scrapped 1971 409 Portsmouth
(CL 102) Cleveland Class Light Cruiser US Navy New 25 June 1945 Scrapped 1971 410 Boxer
(CV 21) Essex Class Aircraft Carrier US Navy New 16 Apr 1945 Scrapped 1971 411 Vicksburg
(CL 86) Cleveland Class Light Cruiser US Navy New 12 June 1944 Scrapped 1964 412 Duluth
(CL 87) Cleveland Class Light Cruiser US Navy New 18 Sept 1944 Scrapped 1960 413 LST 383 LST 1 Class Tank Landing Ship US Navy New 27 Oct 1942 Scrapped 1951 414 LST 384 LST 1 Class Tank Landing Ship US Navy New 2 Nov 1942 Scrapped 1948 415 LST 385 LST 1 Class Tank Landing Ship US Navy New 6 Nov 1942 Sold 1947; Fate Unknown 416 LST 386 LST 1 Class Tank Landing Ship US Navy New 10 Nov 1942 Scrapped 1950 417 LST 387 LST 1 Class Tank Landing Ship US Navy New 17 Nov 1942 Hulked 1943; Scrapped 1948 418 LST 388 LST 1 Class Tank Landing Ship US Navy New 20 Nov 1942 Sold 1948; Fate Unknown 419 LST 389 LST 1 Class Tank Landing Ship US Navy New 24 Nov 1942 In Service (Greek Lesbos) 420 LST 390 LST 1 Class Tank Landing Ship US Navy New 28 Nov 1942 Scrapped 1948 421 LST 391 LST 1 Class Tank Landing Ship US Navy New 3 Dec 1942 In Service (Greek Rodos) 422 LST 392 LST 1 Class Tank Landing Ship US Navy New 7 Dec 1942 Scrapped 1948 423 LST 393 LST 1 Class Tank Landing Ship US Navy New 11 Dec 1942 Laid Up (Highway 16) 424 LST 394 LST 1 Class Tank Landing Ship US Navy New 15 Dec 1942 Scrapped 1948 425 LST 395 LST 1 Class Tank Landing Ship US Navy New 19 Dec 1942 Scrapped 1948 426 LST 396 LST 1 Class Tank Landing Ship US Navy New 23 Dec 1942 Blown Up & Sunk 18 Aug 1943 427 LST 397 LST 1 Class Tank Landing Ship US Navy New 28 Dec 1942 Scrapped 1948 428 LST 398 LST 1 Class Tank Landing Ship US Navy New 2 Jan 1943 Scrapped 1948 429 LST 399 LST 1 Class Tank Landing Ship US Navy New 4 Jan 1943 Stricken 1985; Pending Disposal (IX 511) 430 LST 400 LST 1 Class Tank Landing Ship US Navy New 7 Jan 1943 In Service (Taiwanese Chung Suo) 431 Chaffee
(DE 230) Rudderow (TEV) Class Destroyer Escort US Navy New -- Contract Transferred 432 Hodges
(DE 231) Rudderow (TEV) Class Destroyer Escort US Navy New -- Contract Transferred 433 Kinzer
(DE 232) Rudderow (TEV) Class Destroyer Escort US Navy New -- Contract Transferred 434 Register
(DE 233) Rudderow (TEV) Class Destroyer Escort US Navy New -- Contract Transferred 435 Brock
(DE 234) Rudderow (TEV) Class Destroyer Escort US Navy New -- Contract Transferred 436 John Q. Roberts
(DE 235) Rudderow (TEV) Class Destroyer Escort US Navy New -- Contract Transferred 437 William M. Hobby
(DE 236) Rudderow (TEV) Class Destroyer Escort US Navy New -- Contract Transferred 438 Ray K. Edwards
(DE 237) Rudderow (TEV) Class Destroyer Escort US Navy New -- Contract Transferred 439 Midway
(CVB 41) Midway Class Aircraft Carrier US Navy New 10 Sept 1945 Stricken 1997; Pending Disposal 440 Coral Sea
(CVB 43) Midway Class Aircraft Carrier US Navy New 1 Oct 1947 Scrapped 1993-1999 441 CV 44 Midway Class Aircraft Carrier US Navy New -- Cancelled 11 Jan 1943 442 CVB 56 Midway Class Aircraft Carrier US Navy New -- Cancelled 27 Mar 1945 443 Tallahassee
(CL 116) Fargo Class Light Cruiser US Navy New -- Cancelled 12 Aug 1945 444 Cheyenne
(CL 117) Fargo Class Light Cruiser US Navy New -- Cancelled 12 Aug 1945 445 Chattanooga
(CL 118) Fargo Class Light Cruiser US Navy New -- Cancelled 12 Aug 1945 446 Leyte
(CV 32) Essex Class Aircraft Carrier US Navy New 11 Apr 1946 Scrapped 1971 447 Iwo Jima
(CV 46) Essex Class Aircraft Carrier US Navy New -- Cancelled 11 Aug 1945 448 Cabildo
(LSD 16) Casa Grande Class Dock Landing Ship US Navy New 15 Mar 1945 Target 9/1985 449 Catamount
(LSD 17) Casa Grande Class Dock Landing Ship US Navy New 9 Apr 1945 Scrapped 1983 450 Colonial
(LSD 18) Casa Grande Class Dock Landing Ship US Navy New 15 May 1945 Scrapped 1994 451 Comstock
(LSD 19) Casa Grande Class Dock Landing Ship US Navy New 2 July 1945 Scrapped 1985 452 Donner
(LSD 20) Casa Grande Class Dock Landing Ship US Navy New -- Contract Transferred 453 Fort Mandan
(LSD 21) Casa Grande Class Dock Landing Ship US Navy New -- Contract Transferred 454 Calibogue
(AV 19) Kenneth Whiting Class Seaplane Tender US Navy New -- Contract Transferred 455 Hobe Sound
(AV 20) Kenneth Whiting Class Seaplane Tender US Navy New -- Contract Transferred 456 Newport News
(CA 148) Salem Class Heavy Cruiser US Navy New 29 Jan 1949 Scrapped 1993 457 CA 149 Salem Class Heavy Cruiser US Navy New -- Cancelled 12 Aug 1945 458 Parsimina 455' Refrigerated Cargo Ship United Fruit Co. New 16 Jan 1947 Scrapped 1977 459 Heredia 455' Refrigerated Cargo Ship United Fruit Co. New 19 Mar 1947 Scrapped 1977 460 Metapan 455' Refrigerated Cargo Ship United Fruit Co. New 7 May 1947 Scrapped 1977 461 America Troopship West Point US Maritime Commission for United States Lines Reconversion to Passenger Liner 31 Oct 1946 Wrecked 18 Jan 1994 462 Artillero Escort Aircraft Carrier HMS Smiter Dodero Navigation Conversion to C3 Freighter 16 Dec 1947 Wrecked 18 July 1967; Scrapped 1968 463 Coracero Escort Aircraft Carrier HMS Arbiter Dodero Navigation Conversion to C3 Freighter 12 Jan 1948 Scrapped 1973 464 Lancero Escort Aircraft Carrier HMS Speaker Dodero Navigation Conversion to C3 Freighter 9 Feb 1948 Scrapped 1973 465 Corrientes Escort Aircraft Carrier HMS Tracker Rio De La Plata, S.A. Conversion to Immigrant Passenger Ship 19 Jan 1949 Scrapped 1964 466 General Simon B. Buckner P2 Troopship Admiral E.W. Eberle (AP 123) US Army Refit for Peacetime Service 12 Feb 1948 Pending Disposal 467 R.J. Bowman 109' Harbor Tug Chesapeake & Ohio Ry. Co. New 2 July 1948 Abandoned 1980; Sank 1 Aug 1981 468 A.T. Lowmaster 109' Harbor Tug Chesapeake & Ohio Ry. Co. New 25 June 1948 In Service (Wilfred M. Cohen) 469 General Edwin D. Patrick P2 Troopship Admiral C.F. Hughes (AP 124) US Army Refit for Peacetime Service 29 Apr 1948 Pending Disposal 470 General Daniel I. Sultan P2 Troopship Admiral W.S. Benson (AP 120) US Army Refit for Peacetime Service 24 June 1948 Pending Disposal 471 General Hugh J. Gaffey P2 Troopship Admiral W.L. Capps (AP 121) US Army Refit for Peacetime Service 19 Aug 1948 Sold 1995; Pending Scrapping 472 Salta Escort Aircraft Carrier HMS Shah Rio De La Plata, S.A. Conversion to Immigrant Passenger Ship 4 Apr 1949 Scrapped 1966 473 General William O. Darby P2 Troopship Admiral W.S. Sims (AP 127) US Army Refit for Peacetime Service 14 Oct 1948 Pending Disposal (IX 510) 474 Carpenter
(DDK 825) Gearing Class Destroyer (Incomplete) US Navy Completion as Carpenter Class Hunter-Killer Destroyer 15 Dec 1949 Discarded 1997 475 Esso Suez 26,000 DWT, 628' Tanker Esso Shipping Co. (Standard Oil Co. of NJ) New 1 Apr 1949 Scrapped 1984 476 Esso Montevideo 26,000 DWT, 628' Tanker Esso Shipping Co. (Standard Oil Co. of NJ) New 26 May 1949 Barged 1973; Scrapped 1976 477 Esso Christobal 26,000 DWT, 628' Tanker Esso Shipping Co. (Standard Oil Co. of NJ) New 15 July 1949 Scrapped 1972 478 Esso Stockholm 26,000 DWT, 628' Tanker Esso Shipping Co. (Standard Oil Co. of NJ) New 26 Aug 1949 Scrapped 1978 479 Atlantic Emperor 26,000 DWT, 628' Tanker Atlantic Maritime Co. New 1 Oct 1949 Scrapped 1972 480 Esso Genova 26,000 DWT, 628' Tanker Esso Shipping Co. (Standard Oil Co. of NJ) New 11 Nov 1949 Scrapped 1976 481 Esso Lima 26,000 DWT, 628' Tanker Esso Shipping Co. (Standard Oil Co. of NJ) New 21 Dec 1949 Scrapped 1984 482 Esso Bermuda 26,000 DWT, 628' Tanker Esso Shipping Co. (Standard Oil Co. of NJ) New 27 Jan 1950 Scrapped 1976 483 Esso Havana 26,000 DWT, 628' Tanker Esso Shipping Co. (Standard Oil Co. of NJ) New 3 Mar 1950 Scrapped 1995 484 Esso New York 26,000 DWT, 628' Tanker Esso Shipping Co. (Standard Oil Co. of NJ) New 14 Apr 1950 In Service (Drillship Falcon Duchess) 485 Esso Santos 26,000 DWT, 628' Tanker Esso Shipping Co. (Standard Oil Co. of NJ) New 19 May 1950 Scrapped 1972 486 United States
(CVA 58) United States Class Aircraft Carrier US Navy New -- Cancelled 23 Apr 1949 487 Ankara Hospital Ship Solace (AH 5) Turkish Government Reconversion to Passenger Ship 12 Apr 1949 Scrapped 1981 488 United States 990' Passenger Liner United States Lines New 29 June 1952 Extant (Hulk) 489 Lake Champlain
(CV 39) Essex Class Aircraft Carrier US Navy SCB 27A Modernization 19 Sept 1952 Scrapped 1972 490 Old Dominion Mariner Mariner Class 561' C4-S-1U Freighter US Maritime Administration for American President Lines New 8 Oct 1952 Scrapped 1986 491 Tar Heel Mariner Mariner Class 561' C4-S-1U Freighter US Maritime Administration for Pacific Far East Line New 28 Nov 1952 Scrapped 1980 492 Volunteer Mariner Mariner Class 561' C4-S-1U Freighter US Maritime Administration for Matson Lines New 14 Aug 1953 Scrapped 1980 493 Palmetto Mariner Mariner Class 561' C4-S-1U Freighter US Maritime Administration for Pope And Talbot Lines New 11 Dec 1953 Scrapped 1974 494 Cracker State Mariner Mariner Class 561' C4-S-1U Freighter US Maritime Administration for South Atlantic Steamship Line New 29 May 1954 Scrapped 1992 495 North Dakota 18,000 DWT, 565' Tanker Texas Co. (Texaco) New 6 Mar 1953 Collision 1980; Scrapped 1984 496 New York 18,000 DWT, 565' Tanker Texas Co. (Texaco) New 31 July 1953 Scrapped 1993 497 Connecticut 18,000 DWT, 565' Tanker Texas Co. (Texaco) New 6 Nov 1953 Scrapped 1990 498 California 18,000 DWT, 565' Tanker Texas Co. (Texaco) New 5 Feb 1954 Scrapped 1990 499 Esso Newark 26,000 DWT, 628' Tanker Esso Shipping Co. (Standard Oil Co. of NJ) New 19 Aug 1952 Scrapped 1984 500 Esso Chester 26,000 DWT, 628' Tanker Esso Shipping Co. (Standard Oil Co. of NJ) New 10 Oct 1952 Scrapped 1984 501 Esso Bangor 26,000 DWT, 628' Tanker Esso Shipping Co. (Standard Oil Co. of NJ) New 16 Jan 1953 Scrapped 1984 502 Esso Gloucester 26,000 DWT, 628' Tanker Esso Shipping Co. (Standard Oil Co. of NJ) New 1 May 1953 Scrapped 1977 503 Esso Huntington 26,000 DWT, 628' Tanker Esso Shipping Co. (Standard Oil Co. of NJ) New 9 Oct 1953 Scrapped 1984 504 Esso Florence 26,000 DWT, 628' Tanker Esso Shipping Co. (Standard Oil Co. of NJ) New 15 Jan 1954 Laid Up (Florence) 505 Randolph
(CVA 15) Essex Class Aircraft Carrier US Navy SCB 27A Modernization 1 July 1953 Scrapped 1975 506 Forrestal
(CVA 59) Forrestal Class Aircraft Carrier US Navy New 1 Oct 1955 Stricken 1993; Pending Disposal 507 Intrepid
(CVA 11) Essex Class Aircraft Carrier US Navy SCB 27A Modernization 18 June 1954 Preserved @ New York 508 Flying A New York 26,000 DWT, 628' Tanker Tide Water Associated Oil New 26 Mar 1954 Laid Up (Beaujolais) 509 Flying A Delaware 26,000 DWT, 628' Tanker Tide Water Associated Oil New 2 July 1954 Scrapped 1984 510 W. Alton Jones 38,900 DWT, 707' Tanker Grand Bassa Tankers New 15 June 1954 In Service (Drillship Ocean Clipper) 511 Statue of Liberty 38,900 DWT, 707' Tanker Grand Bassa Tankers New 16 Aug 1954 Scrapped 1983 512 Cradle of Liberty 38,900 DWT, 707' Tanker Grand Bassa Tankers New 15 Oct 1954 Scrapped 1995 513 Liberty Bell 38,900 DWT, 707' Tanker Grand Bassa Tankers New 15 Dec 1954 Scrapped 1977 514 Ranger
(CVA 61) Forrestal Class Aircraft Carrier US Navy New 10 Aug 1957 In Reserve 515 Florida 18,000 DWT, 565' Tanker Texas Co. (Texaco) New 15 July 1956 Extant 1980's (Texaco Florida) 516 York County
(LST 1175) De Soto County Class Tank Landing Ship US Navy New 8 Nov 1957 Discarded 1989 517 Graham County
(LST 1176) De Soto County Class Tank Landing Ship US Navy New 17 Apr 1958 Scrapped 1978 518 John Sergeant Liberty Ship US Maritime Administration for United States Lines Re-engine & Modernize 26 Sept 1956 Scrapped 1974 519 Esso Gettysburg 37,800 DWT, 715' Tanker Esso Shipping Co. (Standard Oil Co. of NJ) New 1 Mar 1957 Laid Up (Gettysburg) 520 Esso Washington 37,800 DWT, 715' Tanker Esso Shipping Co. (Standard Oil Co. of NJ) New 17 May 1957 Scrapped 1994 521 Santa Rosa 584' Passenger Liner Grace Lines, Inc. New 12 June 1958 In Service (Emerald) 522 Santa Paula 584' Passenger Liner Grace Lines, Inc. New 9 Oct 1958 Burned 1991; Scrapped 523 Matsonia 639' Passenger Liner Matson Navigation Co. Recondition & Modernize 10 May 1957 Laid Up (Belofin 1) 524 -- 635' Tanker Big Tankers, Inc. New -- Cancelled 525 -- 635' Tanker Big Tankers, Inc. New -- Cancelled 526 -- 635' Tanker Big Tankers, Inc. New -- Cancelled 527 Esso Jamestown 37,800 DWT, 715' Tanker Esso Shipping Co. (Standard Oil Co. of NJ) New 20 Dec 1957 In Service (Jamestown) 528 Esso Lexington 37,800 DWT, 715' Tanker Esso Shipping Co. (Standard Oil Co. of NJ) New 25 Apr 1958 Laid Up (Lexington) 529 Arietta S. Livanos 41,000 DWT, 712' Tanker Ocean Tanker Line Ltd. New 30 June 1958 Scrapped 1979 530 G.S. Livanos 41,000 DWT, 712' Tanker Ocean Tanker Line Ltd. New 27 Aug 1958 Scrapped 1984 531 Sansinena 60,000 DWT, 810' Tanker Barracuda Tanker Corp. New 24 Oct 1958 Blown Up 17 Dec 1976; Scrapped 532 Torrey Canyon 60,000 DWT, 810' Tanker Barracuda Tanker Corp. New 9 Jan 1959 Wrecked 18 Mar 1967 533 Lake Palourde 60,000 DWT, 810' Tanker Barracuda Tanker Corp. New 25 May 1959 Scrapped 1984 534 -- 41,000 DWT, 712' Tanker Ocean Tanker Line, Ltd. New -- Cancelled 535 Thetis 41,000 DWT, 712' Tanker Rye Marine Corp. New 15 Sept 1959 Scrapped 1986 536 Achilles 41,000 DWT, 712' Tanker Newport Tankers Corp. New 7 June 1960 Scrapped 1984 537 National Defender 60,000+ DWT, 810' Tanker National Transport Corp. New 23 Oct 1959 Scrapped 1991 538 -- 82,678 DWT, 810' Tanker National Carrier Corp. New -- Cancelled 539 -- 41,000 DWT, 712' Tanker Trader's Tankers Corp. New -- Cancelled 540 Esso Baltimore 48,800 DWT, 740' Tanker Esso Standard Division (Standard Oil Co. of NJ) New 15 July 1960 Extant 1980's (Exxon Baltimore) 541 Esso Boston 48,800 DWT, 740' Tanker Esso Standard Division (Standard Oil Co. of NJ) New 22 Nov 1960 In Service (Coastal Corpus Christi) 542 -- 48,800 DWT, 740' Tanker Esso Standard Division (Standard Oil Co. of NJ) New -- Cancelled 543 -- 48,800 DWT, 740' Tanker Esso Standard Division (Standard Oil Co. of NJ) New -- Cancelled 544 -- 48,800 DWT, 740' Tanker Esso Standard Division (Standard Oil Co. of NJ) New -- Cancelled 545 Shark
(SSN 591) Skipjack Class Submarine US Navy New 9 Feb 1961 Scrapped 1996 546 Enterprise
(CVAN 65) Enterprise Class Aircraft Carrier US Navy New 25 Nov 1961 In Service 547 Robert E. Lee
(SSBN 601) George Washington Class Ballistic Missile Submarine US Navy New 16 Sept 1960 Scrapped 1991 548 Sam Houston
(SSBN 609) Ethan Allen Class Ballistic Missile Submarine US Navy New 6 Mar 1962 Scrapped 1992 549 John Marshall
(SSBN 611) Ethan Allen Class Ballistic Missile Submarine US Navy New 21 May 1962 Scrapped 1993 550 Hunley
(AS 31) Hunley Class Ballistic Missile Submarine Tender US Navy New 16 June 1962 Stricken 1995; Pending Disposal 551 California States Steamship Co. 565' Mariner Class C4-S-1u Freighter New 18 Jan 1962 In Reserve (Cape Jacob) 552 Oregon States Steamship Co. 565' Mariner Class C4-S-1u Freighter New 19 Apr 1962 In Service (Empire State) 553 Washington States Steamship Co. 565' Mariner Class C4-S-1u Freighter New 26 June 1962 Laid Up (Mormacwave) 554 Hawaii States Steamship Co. 565' Mariner Class C4-S-1u Freighter New 16 Aug 1962 In Reserve (Cape Juby) 555 Thomas Jefferson
(SSBN 618) Ethan Allen Class Ballistic Missile Submarine US Navy New 4 Jan 1963 Scrapped 1998 556 American Challenger 560' Challenger Class Freighter United States Lines New 21 Aug 1962 Scrapped 1988 557 American Challenger 560' Challenger Class Freighter United States Lines New 23 Oct 1962 Scrapped 1988 558 American Charger 560' Challenger Class Freighter United States Lines New 18 Dec 1962 Scrapped 1988 559 American Champion 560' Challenger Class Freighter United States Lines New 8 Mar 1963 Scrapped 1987 560 American Chieftain 560' Challenger Class Freighter United States Lines New 24 Apr 1963 Scrapped 1988 561 America
(CVA 66) Kitty Hawk Class Aircraft Carrier US Navy New 23 Jan 1965 Stricken 1998; Pending Disposal 562 James Monroe
(SSBN 622) Lafayette Class Ballistic Missile Submarine US Navy New 7 Dec 1963 Scrapped 1995 563 Henry Clay
(SSBN 625) Lafayette Class Ballistic Missile Submarine US Navy New 20 Feb 1964 Scrapped 1997 564 Atlantic Prestige 32,600 DWT, 667' Tanker Atlantic Refining Co. New 27 Nov 1962 Laid Up (Pennsylvania Trader) 565 James Madison
(SSBN 627) Lafayette Class Ballistic Missile Submarine US Navy New 28 July 1964 Scrapped 1997 566 John C. Calhoun
(SSBN 630) Lafayette Class Ballistic Missile Submarine US Navy New 22 June 1963 Scrapped 1994 567 Von Steuben
(SSBN 632) Lafayette Class Ballistic Missile Submarine US Navy New 30 Sept 1964 Stricken 1994; Pending Scrapping 568 Sam Rayburn
(SSBN 635) Lafayette Class Ballistic Missile Submarine US Navy New 2 Dec 1964 Training Hulk 1989; Extant 569 Simon Bolivar
(SSBN 641) Benjamin Franklin Class Ballistic Missile Submarine US Navy New 29 Oct 1965 Scrapped 1995 570 Lewis And Clark
(SSBN 644) Benjamin Franklin Class Ballistic Missile Submarine US Navy New 22 Dec 1965 Scrapped 1996 571 Queenfish
(SSN 651) Sturgeon Class Submarine US Navy New 6 Dec 1966 Scrapped 1993 572 Ray
(SSN 653) Sturgeon Class Submarine US Navy New 12 Apr 1967 Stricken 1993; Pending Scrapping 573 Esso Houston 66,700 DWT, 800' Tanker Humble Oil & Refining Co. (Standard Oil Co. of NJ) New 11 Dec 1964 Scrapped 1989 574 George C. Marshall
(SSBN 654) Benjamin Franklin Class Ballistic Missile Submarine US Navy New 29 Apr 1966 Scrapped 1994 575 George Washington Carver
(SSBN 656) Benjamin Franklin Class Ballistic Missile Submarine US Navy New 15 June 1966 Scrapped 1994 576 Esso New Orleans 66,700 DWT, 800' Tanker Humble Oil & Refining Co. (Standard Oil Co. of NJ) New 9 Apr 1965 In Service (Didon) 577 John F. Kennedy
(CVA 67) John F. Kennedy Class Aircraft Carrier US Navy New 7 Sept 1968 In Service 578 Lapon
(SSN 661) Sturgeon Class Submarine US Navy New 14 Dec 1967 Stricken 1992; Pending Scrapping 579 Hammerhead
(SSN 663) Sturgeon Class Submarine US Navy New 28 June 1968 Scrapped 1995 580 Sea Devil
(SSN 664) Sturgeon Class Submarine US Navy New 30 Jan 1969 Stricken 1991; Pending Scrapping 581 Spadefish
(SSN 668) Sturgeon Class Submarine US Navy New 14 Aug 1969 Scrapped 1997 582 Finback
(SSN 670) Sturgeon Class Submarine US Navy New 4 Feb 1970 Scrapped 1997 583 Charleston
(AKA 113) Charleston Class Attack Cargo Ship US Navy New 14 Dec 1968 In Reserve 584 Durham
(LKA 114) Charleston Class Attack Cargo Ship US Navy New 24 May 1969 In Reserve 585 Mobile
(LKA 115) Charleston Class Attack Cargo Ship US Navy New 20 Sept 1969 In Reserve 586 St. Louis
(LKA 116) Charleston Class Attack Cargo Ship US Navy New 22 Nov 1969 In Reserve 587 Alaskan Mail 605' C5-S-75a Freighter American Mail Line New 29 Oct 1968 In Reserve (Cape Girardeau) 588 Indian Mail 605' C5-S-75a Freighter American Mail Line New 31 Dec 1968 In Reserve (Cape Gibson) 589 Korean Mail 605' C5-S-75a Freighter American Mail Line New 25 Apr 1969 Scrapped 1995 590 Hong Kong Mail 605' C5-S-75a Freighter American Mail Line New 25 July 1969 In Service (Wilson) Newport News hull numbers since 1969 are not available. Subsequent vessels are listed in approximate order by date of order or authorization. American Mail 605' C5-S-75a Freighter American Mail Line New 22 Oct 1969 In Service (Cleveland) El Paso
(LKA 117) Charleston Class Attack Cargo Ship US Navy New 17 Jan 1970 In Reserve Mount Whitney
(LCC 20) Blue Ridge Class Amphibious Command Ship US Navy New 16 Jan 1971 In Service Nimitz
(CVAN 68) Nimitz Class Aircraft Carrier US Navy New 3 May 1975 In Service California
(DLGN 36) California Class Frigate US Navy New 16 Feb 1974 Decom 1998; Pending Scrapping South Carolina
(DLGN 37) California Class Frigate US Navy New 25 Jan 1975 Decom 1998; Pending Scrapping L. Mendel Rivers
(SSN 686) Sturgeon Class Submarine US Navy New 1 Feb 1975 In Service Richard B. Russell
(SSN 687) Sturgeon Class Submarine US Navy New 16 Aug 1975 Stricken 1994; Pending Scrapping Dwight D. Eisenhower
(CVN 69) Nimitz Class Aircraft Carrier US Navy New 18 Oct 1977 In Service Los Angeles
(SSN 688) Los Angeles Class Submarine US Navy New 13 Nov 1976 In Service Virginia
(CGN 38) Virginia Class Cruiser US Navy New 11 Sept 1976 Stricken 1994; Pending Scrapping Baton Rouge
(SSN 689) Los Angeles Class Submarine US Navy New 25 June 1977 Scrapped 1997 Memphis
(SSN 691) Los Angeles Class Submarine US Navy New 17 Dec 1977 In Service Cincinnati
(SSN 693) Los Angeles Class Submarine US Navy New 26 May 1978 Stricken 1996; Pending Scrapping Birmingham
(SSN 695) Los Angeles Class Submarine US Navy New 16 Dec 1978 Stricken 1997; Pending Scrapping Texas
(CGN 39) Virginia Class Cruiser US Navy New 10 Sept 1977 Stricken 1993; Pending Scrapping Mississippi
(CGN 40) Virginia Class Cruiser US Navy New 5 Aug 1978 Stricken 1997; Pending Scrapping El Paso Southern 948' LNG Tanker El Paso LNG Co. New 31 May 1978 In Service (LNG Delta) El Paso Arzew 948' LNG Tanker El Paso LNG Co. New 8 Dec 1978 In Service (Galeomma) El Paso Howard Boyd 948' LNG Tanker El Paso LNG Co. New 29 June 1979 In Service (Matthew) Carl Vinson
(CVN 70) Nimitz Class Aircraft Carrier U.S. Navy New 13 Mar 1982 In Service Arkansas
(CGN 41) Virginia Class Cruiser US Navy New 18 Oct 1980 Stricken 1998; Pending Scrapping U.S.T. Atlantic 398,000 DWT, 1187' ULCC Tanker Connecticut National Bank for VLCC I Corp. (Shell) New 7 Mar 1979 In Service (Marine Atlantic) U.S.T. Pacific 398,000 DWT, 1187' ULCC Tanker Connecticut National Bank for VLCC I Corp. (Shell) New 7 Dec 1979 In Service (Marine Pacific) -- 398,000 DWT, 1187' ULCC Tanker Zapata Ocean Carriers New -- Cancelled San Francisco
(SSN 711) Los Angeles Class Submarine US Navy New 24 Apr 1981 In Service Atlanta
(SSN 712) Los Angeles Class Submarine US Navy New 6 Mar 1982 Decom 1999; Pending Scrapping Houston
(SSN 713) Los Angeles Class Submarine US Navy New 25 Sept 1982 In Service Norfolk
(SSN 714) Los Angeles Class Submarine US Navy New 21 May 1983 In Service Buffalo
(SSN 715) Los Angeles Class Submarine US Navy New 5 Nov 1983 In Service Salt Lake City
(SSN 716) Los Angeles Class Submarine US Navy New 12 May 1984 In Service Olympia
(SSN 717) Los Angeles Class Submarine US Navy New 17 Nov 1984 In Service Honolulu
(SSN 718) Los Angeles Class Submarine US Navy New 6 July 1985 In Service Theodore Roosevelt
(CVN 71) Nimitz Class Aircraft Carrier U.S. Navy New 11 Nov 1989 In Service Chicago
(SSN 721) Los Angeles Class Submarine US Navy New 13 Oct 1984 In Service Key West
(SSN 722) Los Angeles Class Submarine US Navy New 12 Sept 1987 In Service Oklahoma City
(SSN 723) Los Angeles Class Submarine US Navy New 9 July 1988 In Service Newport News
(SSN 750) Los Angeles Class Submarine US Navy New 3 June 1989 In Service Albany
(SSN 753) Los Angeles Class Submarine US Navy New 7 Apr 1990 In Service Abraham Lincoln
(CVN 72) Nimitz Class Aircraft Carrier US Navy New 11 Nov 1989 In Service George Washington
(CVN 73) Nimitz Class Aircraft Carrier US Navy New 4 July 1992 In Service Scranton
(SSN 756) Los Angeles Class Submarine US Navy New 26 Jan 1991 In Service Asheville
(SSN 758) Los Angeles Class Submarine US Navy New 28 Sep 1991 In Service Jefferson City
(SSN 759) Los Angeles Class Submarine US Navy New 29 Feb 1992 In Service Boise
(SSN 764) Los Angeles Class Submarine US Navy New 7 Nov 1992 In Service Montpelier
(SSN 765) Los Angeles Class Submarine US Navy New 13 Mar 1993 In Service Charlotte
(SSN 766) Los Angeles Class Submarine US Navy New 16 Sept 1994 In Service Hampton
(SSN 767) Los Angeles Class Submarine US Navy New 6 Nov 1993 In Service Toledo
(SSN 769) Los Angeles Class Submarine US Navy New 24 Feb 1995 In Service Tucson
(SSN 770) Los Angeles Class Submarine US Navy New 18 Aug 1995 In Service Greenville
(SSN 772) Los Angeles Class Submarine US Navy New 16 Feb 1996 In Service Cheyenne
(SSN 773) Los Angeles Class Submarine US Navy New 13 Sept 1996 In Service John C. Stennis
(CVN 74) Nimitz Class Aircraft Carrier US Navy New 9 Dec 1995 In Service Harry S. Truman
(CVN 75) Nimitz Class Aircraft Carrier US Navy New 25 July 1998 In Service Ronald Reagan
(CVN 76) Nimitz Class Aircraft Carrier US Navy New -- Building American Progress 600' Double Eagle Tanker Mobil Oil Corp. New 26 Sept 1997 In Service Nantucket Shoals 600' Double Eagle Tanker Hvide Marine, Inc. New 19 Oct 1998 In Service Cape Lookout Shoals 600' Double Eagle Tanker Hvide Marine, Inc. New 1 Oct 1998 In Service Diamond Shoals 600' Double Eagle Tanker Hvide Marine, Inc. New 9 Nov 1998 In Service Ambrose Channel 619' Double Eagle Tanker Hvide Marine, Inc. New 22 Feb 1999 In Service Brenton Reef 619' Double Eagle Tanker Hvide Marine, Inc. New 21 June 1999 In Service Virginia
(SSN 774) Virginia Class Submarine Electric Boat Division for US Navy Module Construction Texas
(SSN 775) Virginia Class Submarine US Navy New -- Ordered Hawaii
(SSN 776) Virginia Class Submarine Electric Boat Division for US Navy Module Construction North Carolina
(SSN 777) Virginia Class Submarine US Navy New -- Ordered Cutthroat
(LSV 2) Submersible Test Vehicle US Navy New -- Building
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This is a list of tankers. The list includes merchant tankers as well as naval tankers that do not fall into more specialized lists such as List of replenishmen...
|
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https://www.wikiwand.com/en/articles/List_of_tankers
|
Operator Origins Class or name Builder Type Year Built DWT Year of Retirement Fate Euronav NV Belgium HELLESPONT FAIRFAX Daewoo Shipbuilding and Marine Engineering Supertanker 2002 still active Overseas Shipping Group United States TI class supertankers/TI Asia, formerly Hellespont Alhambra Daewoo Shipbuilding and Marine Engineering Supertanker 2002 2009 converted to FSO United States TI class supertankers/TI Africa, formerly Hellespont Metropolis Daewoo Shipbuilding and Marine Engineering Supertanker 2002 2010 converted to FSO Maersk Line United States Maersk Peary STX Offshore & Shipbuilding polar tanker 2004 still active Exxon Panama Exxon Valdez National Steel and Shipbuilding Company Supertanker 1986 converted to ore carrier and renamed Dong Fang Ocean BP United Kingdom P-Class Samsung Heavy Industries Very Large Crude Carriers (VLCC) 1999-2000 still active - 4 vessels in class BP United Kingdom Tree Class Tsuneishi Shipbuilding Co. Aframax 2002-2004 still active - 8 vessels in class BP United Kingdom Bird Class Samsung Heavy Industries Aframax 2003-2006 still active - 12 vessels in class BP United Kingdom E-Class Hyundai Mipo Dockyard medium range products tanker 2003-2007 still active - 5 vessels in class BP United Kingdom Virtue Class Hyundai Mipo Dockyard large range product tanker 2004-2005 still active - 12 vessels in class BP United Kingdom C- Class Mitsubishi Heavy Industries liquefied petroleum gas (LPG) carrier 2006-2007 still active - 4 vessels in class BP United Kingdom Trader Class Samsung Heavy Industries LNG carrier 2002-2003 still active - 3 vessels in class BP United Kingdom GEM Class Hyundai Heavy Industries LNG carrier 2007-2008 still active - 4 vessels in class Wilhelmsen Lines[26] Singapore LPG Gas Carriers/LPG/C Ayame,[27] Mitsubishi Heavy Industries LPG gas carrier 2010 still active OOCL Liberia Seawise Giant; later Knock Nevis, Jahre Viking, Happy Giant Sumitomo Heavy Industries, Ltd. Supertanker 1981 2009 scrapped in Alang, India France Prairial; renamed Hellas Fos, renamed Sea Giant Chantiers de l'Atlantique/Alstom Marine Supertanker 1979 2003 scrapped in Pakistan France Batillus class supertankers/Pierre Guillaumat; renamed Ulsan Master Chantiers de l'Atlantique/Alstom Marine Supertanker 1977 1983 scrapped in Ulsan, South Korea Esso International Shipping (Bahamas) Co Ltd, Nassau Bahamas
Greece Esso Atlantic; renamed Kapetan Giannis Hitachi Zosen Supertanker 1977 1990 scrapped in Pakistan 2002 Esso Eastern Marine Ltd., Bermuda and Ceres Hellenic Shipping Enterprises Inc Bermuda, Greece Esso Pacific; renamed Kapetan Michalis Hitachi Zosen Supertanker 1977 1990 scrapped in Pakistan 2002 Nav Alta Italia Italy Ultra Large Crude Carrier/Nai Superba Eriksbergs Mekaniska Verkstad Supertanker 1978 2000 scrapped in Chittagong Roads, Bangladesh Nav Alta Italia Italy Ultra Large Crude Carrier/Nai Genova Eriksbergs Mekaniska Verkstad Supertanker 1978 2000 scrapped in Alang, India Société Maritime Shell France France Batillus class supertankers/Batillus Chantiers de l'Atlantique/Alstom Marine Supertanker 1976 1985 scrapped in Kaohsiung, Taiwan Zenit Tank AB Sweden Ultra Large Crude Carrier/T/T Nanny Uddevallavarvet Supertanker 1978 2003 scrapped in Jiangyin, China Saléninvest AB Sweden Ultra Large Crude Carrier/T/T Sea Saga Kockums Supertanker 1977 2003 scrapped in China Saléninvest, Sweden Sweden Ultra Large Crude Carrier/Sea Serenade Kockums Supertanker 1976 1984 decommissioned after hit by Iraqi rockets in the Gulf of Persia; aft was complete burnt out; scrapped in Kaohsiung, Taiwan Salénrederierna, Sweden Sweden Ultra Large Crude Carrier/Sea Symphony Kockums Supertanker 1975 2002 scrapped in Bangladesh Saléninvest, Sweden Sweden Ultra Large Crude Carrier/Sea Song Kockums Supertanker 1977 converted to FPSO named Kome Kribi 1 Salénrederierna, Sweden Sweden Ultra Large Crude Carrier/Sea Saint Kockums Supertanker 1974 converted to FPSO named Fluminense. Two active in a series of six. Rederi AB Malmoil Sweden Ultra Large Crude Carrier/Sea Scape Kockums Supertanker 1975 2002 scrapped in Xinhui, China Sture Ödner, Sweden Sweden Ultra Large Crude Carrier/Sea Stratus Kockums Supertanker 1975 2000 scrapped in Alang, India Société Maritime Shell France France Batillus class supertankers/Bellamya Chantiers de l'Atlantique/Alstom Marine supertankerSupertanker 1976 1986 scrapped in Ulsan, South Korea Barracuda Tanker Corporation United States/United Kingdom Torrey Canyon Newport News Shipbuilding Supertanker 1960? 1967 wrecked Varun Shipping Company Pvt Ltd[28] India LPG Gas Carriers/LPG/C Maharshi Shubhatreya, formerly LPG/C Libin[29] Mitsubishi Heavy Industries LPG gas carrier 1982 still active Varun Shipping Company Pvt Ltd[30] India LPG Gas Carriers/LPG/C Maharshi Bhardwaj, formerly LPG/C Nordanger[31] Hyundai Heavy Industries LPG gas carrier 1992 still active
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https://www.yanmar.com/global/marinecommercial/news/2024/04/11/136202.html
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Achieved a 93.8% Methane Slip Reduction Rate in Onshore Tests and Received the Statement of Fact for the First Time in the World｜2024｜News｜Marine Commercial｜YANMAR
|
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[] |
2024-04-11T00:00:00
|
Achieved a 93.8% Methane Slip Reduction Rate in Onshore Tests and Received the Statement of Fact for the First Time in the World
|
en
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/ltc/assets/img/icon/9bd3c13d1c/apple-touch-icon.png
|
YANMAR
|
https://www.yanmar.com/global/marinecommercial/news/2024/04/11/136202.html
|
Achieved a 93.8% Methane Slip Reduction Rate in Onshore Tests and Received the Statement of Fact for the First Time in the World
April 11, 2024
Hitachi Zosen Corporation
Mitsui O.S.K. Lines, Ltd.
YANMAR POWER TECHNOLOGY CO., LTD.
Hitachi Zosen Corporation (hereafter, Hitachi Zosen), Mitsui O.S.K. Lines, Ltd.(hereafter, MOL), and YANMAR POWER TECHNOLOGY CO., LTD. (hereafter, Yanmar PT) achieved a 93.8% of reduction rate (at an engine load rate of 100%) in the development of the technology to reduce the methane slip※1 from LNG-fueled vessels through catalyst and engine improvements (hereafter, this project). This project was adopted by the New Energy and Industrial Technology Development Organization (hereafter, NEDO), and the achievement of the reduction rate was confirmed by ClassNK (NK) through the Statement of Fact (SOF) for the first time in the world.
The project aims to achieve a 70% or more reduction in methane slip from LNG-fueled vessels by combining methane oxidation catalyst and engine improvements during the six-year period from fiscal 2021 to fiscal 2026. It also aims to socially implement technology for reducing methane slip, which has not been established even on land, in the field of marine transportation, ahead of the rest of the world.
In 2022, Hitachi Zosen and the Yanmar PT developed the “Methane Oxidation Catalyst System”※2, which reduces methane slip by oxidizing methane emitted from marine engines fueled by LNG, and received NK's “Approval in Principle”※3. In December 2023, a land-based test achieved a reduction rate of 93.8%, far exceeding the target of more than 70%, by combining engine improvements with EGR※4 and a methane oxidation catalyst system, and the vehicle was the first in the world to receive the SOF from NK. The results were highly evaluated and passed the screening by NEDO for selection for continued support in February 2024. The demonstration test will start in the autumn of 2024 on a large coal carrier (vessel name: REIMEI) operated by MOL.
In July 2023, the International Maritime Organization (IMO) adopted a new plan to achieve zero emissions by around 2050, and the Maritime Cluster※5 has been developing new technologies to convert ships' fuels into new fuels that emit less greenhouse gases.
As for fuels for ships, methanol, ammonia and hydrogen are being considered as future option. However, the widespread use of LNG fuel is currently being promoted as a low emission fuel that is feasible at present. Nevertheless, while LNG fuel has the potential to reduce CO2 emissions, methane slip is an issue.
The Hitachi Zosen, MOL, and Yanmar PT will work to quickly establish a technique for reducing methane slip through this project and actively contribute to reducing greenhouse gases emissions in the global marine transportation sector.
[Outline of this project]
Public offering: National Institute of New Energy and Industrial Technology Development (NEDO)
Project name: Green Innovation Fund Project "Development of Next-Generation Ships" Project
Implementor:
(Managing Company) Hitachi Zosen Corporation. (Osaka Prefecture, President and COO: Michi Kuwahara)
(Joint Implementer) Mitsui O.S.K. Lines, Ltd. (Tokyo, President and CEO: Takeshi Hashimoto),
YANMAR POWER TECHNOLOGY CO., LTD. (Osaka Prefecture, President and CEO: Tomohisa Tao)
R&D Theme: Development of technology to reduce methane slips from LNG-fueled vessels by improving catalysts and engines.
Implementation period: FY2021 to FY2026
[Roles of each party in this project and initiatives for social implementation]
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https://www.wikiwand.com/en/SS_Esso_Maracaibo
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SS Esso Maracaibo
|
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Esso Maracaibo was a tanker of the Creole Petroleum Corporation. She was the second ship of that enterprise to bear that name, the first one having been USS Nar...
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en
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https://www.wikiwand.com/en/articles/SS_Esso_Maracaibo
|
Esso Maracaibo was a tanker of the Creole Petroleum Corporation (a subsidiary of Standard Oil Corporation of New Jersey). She was the second ship of that enterprise to bear that name, the first one having been USSNarraguagas. Its purpose was to transport crude oil between Lake Maracaibo and Aruba. It made international headlines on 6 April 1964, when it rammed the General Rafael Urdaneta Bridge, causing two spans of it to collapse.[4]
Quick Facts History, Venezuela ...
History Venezuela Name
Esso Maracaibo (1959–1976)
Lagoven Maracaibo (1976–1985)
Owner
Creole Petroleum Corp (1959–1976)
Lagoven S.A. (1976–1985)
RouteMaracaibo-San Nicolaas BuilderHitachi Zosen, Innoshima Cost$ 7,000,000 Yard number3824 Launched23 February 1959 CompletedJuly 1959 CommissionedJuly 1959 Maiden voyage26 July 1959–18 August 1959 RenamedLagoven Maracaibo (1976) Refit1964, repairs, and new section added Stricken20 June 1985 Homeport Maracaibo IdentificationIMO number:5107891 FateScrapped June 1985, at National Ship Demolition, Kaohsiung NotesRammed General Rafael Urdaneta Bridge, 6 April 1964 General characteristics Class and typeEsso Maracaibo class TypeTanker Tonnage
24,727GRT (1959–1964)
24,088GRT (1964–1985)
35,601DWT (1959–1964)
40,925DWT (1964–1985)
Length
198.1 m (649 ft 11 in) (1959–1964)
212.2 m (696 ft 2 in) (1964–1985)
Beam27.7 m (90 ft 11 in) Draft11 m (36 ft) Installed powerSteam turbine, 12,500 hp (9,300 kW) PropulsionSingle screw Speed15 knots (28 km/h) Crew
50 (1959)[1][2]
42 (1964)[3]
Sensors and
processing systemsRadar, sonar
Close
Esso Maracaibo was one of four tankers built in 1959 for the Creole Petroleum Corporation at shipyards in Japan.[2][5] Like her sister Esso Caracas (yard no. 3825),[6] she was built at the Hitachi Zosen shipyard in Innoshima where she was launched on 23 February 1959.[7] Two other ships of the same class, Esso Amuay and Esso Caripito, were built by Mitsui Shipbuilding & Engineering.[8][9] At 24,727 GRT, with 30 tanks, built along classic lines with bulbous bow, bridge and officer's quarters located amidships, and engines, crew quarters and aft deckhouse located toward the stern, those oil tankers were typical in both size and design for their time.[10] They were equipped with modern navigational devices, radar and sonar, and air conditioning for the crew quarters.[1] While at $7,000,000 each, those ships were a substantial investment, they made up for that by being able to transport about three times as much crude oil per voyage as the biggest lake tanker of the company so far.[2]
Following outfitting, Esso Maracaibo entered service in July 1959,[7] to run the route between the ports of Maracaibo and San Nicolaas.[5] She arrived at Maracaibo on 18 August 1959 after a maiden voyage of 24 days, and then delivered 205,800 barrels (32,720 m3) of crude to the Lago refinery at Aruba on 21 August 1959. This was less than her maximum capacity of 296,000 barrels (47,100 m3), because the outer bar of the Lake Maracaibo channel only had a depth of 33.5 feet (10.2 m), before being dredged, while Esso Maracaibo had a summer draft of 36 feet (11 m), fully loaded.[1] In later years, the four big tankers of the Creole Petroleum Corporation moved 160,600,000 barrels (25,530,000 m3) of crude and other oil products to refineries on Aruba in a year.[11]
On 6 April 1964 Esso Maracaibo, carrying 236,000 barrels (37,500 m3) of crude oil, was on her way through the outlet of Lake Maracaibo when she lost her steering because of an electrical malfunction.[4] Unable to navigate, the ship first hit pier 31 of the General Rafael Urdaneta Bridge and then also crushed pier 32. This led to the collapse of a 259-metre (849 ft 9 in) long section of the bridge. Four cars fell to the sea, resulting in seven deaths.[lower-alpha 1] Parts of the bridge came down on the bow of the tanker, short of the superstructure, and oil leaked out, but the ship stayed afloat. Nobody of the 42 crew members was injured.[3]
During repairs, an additional section was added to Esso Maracaibo, bringing her length to 212.2 metres (696 ft 2 in) (203 m (666 ft) at the waterline) and increasing capacity to 40,925 DWT[10][7] (Fairplay magazine reported in 1985 27,695 GRT and 41,582 DWT).[12] She continued to transport crude for the Creole Petroleum Corporation, with a break in 1973, when she was in drydock and Greek tanker Dorias (94,000 DWT, 846 feet (258 m)) substituted for her.[13] In 1976, after Venezuela had nationalized the Venezuelan branch of the company, she was renamed Lagoven Maracaibo, but otherwise kept her service routine. In 1985, she was decommissioned, together with Dorias towed to Taiwan, and scrapped there.[14]
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https://assafinaonline.com/news_details/en/19363/N2O-Removal-System-for-Ammonia-Fueled-Ships-selected-as-Next-Generation-Ship-Development
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N2O Removal System for Ammonia-Fueled Ships selected as Next Generation Ship Development
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[
"ClassNK",
"IMO",
"NYK",
"Hitachi Zosen",
"ammonia-Fueled Ship",
"greenhouse gases",
"Robban Assafina"
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[
"COMPU-VISION"
] | null |
Hitachi Zosen Corporation. (Osaka; Sadao Mino, President & CEO; hereinafter “Hitachi Zosen”) and Nippon Yusen Kabushiki Kaisha (Tokyo; Takaya Soga, President; hereinafter “NYK”) are pleased to announce that their jointly proposed "Development of N2O Reactor for an Ammonia-Fueled Ship" has been selected by the Japan’s New Energy and Industrial Technology Development Organization (NEDO) as a “Next-Generation Ship Development”, which is additionally invited in November 2023 as part of Green Innovation Fund Projects (hereinafter “GI Fund Projects”).
In July 2023, the International...
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en
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images/favicon/apple-icon-57x57.png
|
Roban Assafina
|
https://assafinaonline.com/news_details.php?language=en&id=19363&news_name=N2O-Removal-System-for-Ammonia-Fueled-Ships-selected-as-Next-Generation-Ship-Development
|
Hitachi Zosen Corporation. (Osaka; Sadao Mino, President & CEO; hereinafter “Hitachi Zosen”) and Nippon Yusen Kabushiki Kaisha (Tokyo; Takaya Soga, President; hereinafter “NYK”) are pleased to announce that their jointly proposed "Development of N2O Reactor for an Ammonia-Fueled Ship" has been selected by the Japan’s New Energy and Industrial Technology Development Organization (NEDO) as a “Next-Generation Ship Development”, which is additionally invited in November 2023 as part of Green Innovation Fund Projects (hereinafter “GI Fund Projects”).
In July 2023, the International Maritime Organization (IMO) set a target of reaching net-zero greenhouse gases (GHG) emitted from international marine transportation by or around 2050. To achieve this target, it is imperative to prioritize R&D towards the creation of next-generation ships that do not emit GHGs. In particular, the development of technology to convert marine fuel from conventional fossil fuels to alternative fuels such as ammonia, which emits no carbon dioxide (CO2) when combusted, is being promoted as GI Fund Projects.
The project jointly proposed by Hitachi Zosen and NYK aims to develop a catalytic removal system (hereinafter “N2O Reactor”) for nitrous oxide (N2O) emitted when ammonia is used as fuel. N2O's global warming potential* is about 300 times that of CO2. Therefore, reducing N2O emissions is essential in order to realize ammonia-fueled ships that are highly effective in reducing GHG emissions. By developing and disseminating an N2O Reactor, we are aiming for the early realization of a carbon-neutral in international maritime transport.
Read More: NYK Group Establishes Region Heads Worldwide
Hitachi Zosen has a strong track record and know-how in catalytic technology, including the development of a marine vessel selective catalytic reduction (SCR) system for removing nitrogen oxides (NOx) in marine engines. In this project, Hitachi Zosen develops catalysts and equipment to reduce N2O for marine 2-stroke engines** and optimizes equipment layout.
NYK plans to install the N2O Reactor developed by Hitachi Zosen on an ammonia-fueled ship scheduled to be delivered in November 2026. NYK conducts safety and performance verification on demonstration voyages. As a partner organization, ClassNK will conduct safety verification of N2O reactors and basic research on the development of international guidelines.
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http://www.aukevisser.nl/inter-2/id303.htm
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en
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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://hexagon.com/company/newsroom/press-releases/2023/hexagon-hitachi-zosen-sign-agreement-to-provide-terrastar-x-enterprise-corrections-in-japan
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en
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Hexagon and Hitachi Zosen sign agreement to provide TerraStar-X Enterprise corrections in Japan
|
http://hexagon.com/-/media/project/one-web/shared/logos/hexagon_logo.jpg
|
http://hexagon.com/-/media/project/one-web/shared/logos/hexagon_logo.jpg
|
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GNSS corrections will provide lane-level accuracy and instant convergence for automotive and consumer market applications
|
en
|
/-/media/project/one-web/master-site/defaults/icons/favicon.png
|
Hexagon
|
https://hexagon.com/company/newsroom/press-releases/2023/hexagon-hitachi-zosen-sign-agreement-to-provide-terrastar-x-enterprise-corrections-in-japan
|
(Calgary, Canada, May 23, 2023) – Hexagon’s Autonomy & Positioning division and Hitachi Zosen Corporation (Hitachi Zosen) are proud to announce that they have signed an agreement to bring the TerraStar-X Enterprise correction service to Japan.
As a regional leader in the GNSS industry, Hitachi Zosen manages a nationwide network of 1,300 reference stations operated by the Geospatial Information Authority of Japan (GSI). Nippon GPS Data Service (NGDS), a subsidiary of Hitachi Zosen, will provide Hexagon with GNSS data from this network. With this data, Hexagon can offer exceptional levels of redundancy and accuracy through the TerraStar-X Enterprise GNSS correction service, which is important for automotive applications. The service is now available for testing in the Tokyo area and will be expanded across Japan.
Hexagon currently has operational testbeds for TerraStar-X Enterprise in various locations throughout North America, Europe and China that provide reliable, lane-level accuracy in under a minute. With the addition of a testbed in Japan, vehicle manufacturers and technology providers can use the same design for all their correction service requirements.
“Our collaboration with Hitachi Zosen and NGDS allows us the opportunity to expand our service offerings and better equip our automotive and consumer customers with access to TerraStar-X Enterprise across major markets,” said Sara Masterson, director of positioning services at Hexagon’s Autonomy & Positioning division. “Our testbed in Japan is available to technology partners wanting to experience the high performance from TerraStar-X in their advanced driver assistance systems, smartphone applications, micromobility or safety-critical applications.”
“We are very pleased to be working with Hexagon to bring TerraStar-X Enterprise to Japan,” said Takeshi Nakamura, associate executive officer of the electronic control business unit at Hitachi Zosen and president at NGDS. “Our local technical and market expertise, combined with Hexagon’s 30+ years of positioning experience delivering global corrections across major markets, makes for an excellent partnership.”
By utilising data created from GSI network observations, Hexagon’s TerraStar-X Enterprise will ensure fast convergence to lane-level accuracy and is available to support large-scale programs with functional safety requirements in Japan.
Learn more about TerraStar-X Enterprise corrections by visiting novatel.com/terrastar-x.
For further information, please contact:
About Hexagon
Hexagon is a global leader in digital reality solutions, combining sensor, software and autonomous technologies. We are putting data to work to boost efficiency, productivity, quality and safety across industrial, manufacturing, infrastructure, public sector, and mobility applications.
Our technologies are shaping production and people-related ecosystems to become increasingly connected and autonomous – ensuring a scalable, sustainable future.
Hexagon’s Autonomy & Positioning division is a global technology leader, pioneering end-to-end solutions for assured positioning for land, sea and air. Its solutions power intelligent positioning ecosystems in vital industries and safety-of-life applications, enabling the advancement of the Autonomous X (cars, UAVs, industrial vehicles, trains, vessels and more). The division includes leading brands NovAtel, Veripos and AutonomouStuff.
Hexagon (Nasdaq Stockholm: HEXA B) has approximately 24,000 employees in 50 countries and net sales of approximately 5.2bn EUR. Learn more at hexagon.com and follow us @HexagonAB.
About Hitachi Zosen Corporation
Hitachi Zosen is one of the largest Japanese industrial and engineering companies. Our aim is to be a reliable solution provider for the creation of a recycling-oriented society, through addressing global and social issues by utilising their core business areas; energy and water.
In the field of GNSS business, Hitachi Zosen has been engaged by the Geospatial Information Authority of Japan to build, operate and maintain an Electronic Datum Point Network and real-time continuous monitoring system capable of monitoring systems and services to support advanced applications involving satellite positioning and geospatial data. We also supply systems capable of measuring surface height and tide levels at very high precision in real-time and at very long distances of up to 1,000 km. This data is used in disaster prevention and maritime applications.
Today Hitachi Zosen employs over 10,000 people who are dedicated to tackling global environmental challenges. Our net sales amounted to approximate 441.8bn (JPY). More information at hitachizosen.com.
About Nippon GPS Data Service Corporation
|
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https://www.marketscreener.com/quote/stock/HITACHI-ZOSEN-CORPORATION-6492488/news/Imabari-Shipbuilding-Co-Ltd-agreed-to-acquire-Marine-engine-business-of-Hitachi-Zosen-Corporation-41878044/
|
en
|
Imabari Shipbuilding Co., Ltd. agreed to acquire Marine engine business of Hitachi Zosen Corporation on September 26, 2022.
|
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2022-09-26T00:00:00+02:00
|
Imabari Shipbuilding Co., Ltd. entered into a basic agreement to acquire Marine engine business of Hitachi Zosen Corporation on September 26, 2022. As of December 14, 2022, Imabari Shipbuilding Co.,...
|
en
|
MarketScreener
|
https://www.marketscreener.com/quote/stock/HITACHI-ZOSEN-CORPORATION-6492488/news/Imabari-Shipbuilding-Co-Ltd-agreed-to-acquire-Marine-engine-business-of-Hitachi-Zosen-Corporation-41878044/
|
Imabari Shipbuilding Co., Ltd. entered into a basic agreement to acquire Marine engine business of Hitachi Zosen Corporation on September 26, 2022. As of December 14, 2022, Imabari Shipbuilding Co., Ltd. entered into a legally binding definitive agreement to acquire Marine engine business of Hitachi Zosen Corporation. The business has sales of Ã20 billion.
Transaction is expected to be completed on April 1, 2023.
|
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| 3
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https://www.theshipyardblog.com/supertankers-when-giants-crossed-the-seas/
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Supertankers – Back When Giants Crossed the Seas
|
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2022-03-28T08:25:56+00:00
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Though ultimately a short-lived trend, supertankers were the result of long-term economic, political, and technological developments.
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en
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The Shipyard
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https://www.theshipyardblog.com/supertankers-when-giants-crossed-the-seas/
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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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1857
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dbpedia
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2
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https://zeymarine.com/largest-oil-tankers-ever-built/
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en
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Largest Oil Tankers Ever Built
|
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2020-11-17T19:07:41+00:00
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Here are the largest oil tankers the world has ever seen. 5. Berge Emperor and Berge Empress Berge Emperor and her twin sister Berge Empress were supertankers built in 1975, in Japan, by Mitsui. Owned by Bergesen d.y. & Co., they were launched the same year. Berge Emperor served until 1986, while Berge Empress survived
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en
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Zeymarine | Shipping, Protecting, Husbandry Agency Services
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https://zeymarine.com/largest-oil-tankers-ever-built/
|
Here are the largest oil tankers the world has ever seen.
5. Berge Emperor and Berge Empress
Berge Emperor and her twin sister Berge Empress were supertankers built in 1975, in Japan, by Mitsui. Owned by Bergesen d.y. & Co., they were launched the same year. Berge Emperor served until 1986, while Berge Empress survived eight more years before she was also scrapped.
Berge Empress had a gross tonnage of 198,783, while Berge Emperor had 203,112. Add their length of 381.82 m (1,252.7 ft.), they were two of the largest oil tankers ever built.
4. Nai Superba and Nai Genova
The Nai Superba and her sister Nai Genova were Ultra Large Crude Carriers (ULCC) that were launched in 1978. They were built at Eriksbergs Mekaniska Verkstads AB shipyard in Goteborg, Sweden. They were among the last built at that facility before it closed in 1979 due to financial issues that had begun when Japanese shipyards began to exert a level of dominance within the industry.
Boosted by a steam engine, Nai Superba and Nai Genova had a gross tonnage of 198,783, a deadweight tonnage of 409,400, and a length of 381.81 m (1,253 feet). Their beam was just under 63.4 m (208 feet).
While they were originally known as oil ships, they also transported chemicals to ports around the world. Despite this versatility, they were sold multiple times between 1985 and 1997. After three more years of economic struggles, the sad decision to scrap them was made in 2000 (for Nai Genova) and 2001 (for Nai Superba).
3. ESSO Atlantic and ESSO Pacific
Esso Atlantic and Esso Pacific were two of only seven ships to surpass a half million tons deadweight in maritime history. Served between 1977 and 2002, they both approached a gross tonnage of 235,000 and 508,628 tonnes deadweight tonnage.
When plying the sea, these two ships of the Esso Atlantic class had a fully laden draft of 25.3 m (83 ft), which made it impossible for them to navigate the English Channel, the Suez Canal, or the Panama Canal when loaded up to capacity. They were 406.57 m (1,333.89 ft) in length and 31.22 m (102.43 ft) in depth.
They were renamed Katepan Giannis in 2002, when they were sold by Esso Eastern Marine Ltd., Bermuda, to Ceres Hellenic Shipping Ent. Ltd., Greece. They were both scrapped in August and September 2002 in Gadani Beach, Pakistan.
2. Batillus Class
Batillus, Bellamya, Pierre Guillaumat, and Prairial were the four Batillus-class supertankers built in France between 1976 and 1979. The class continued to serve until the final one (Prairial) was scrapped in 2003.
414.22 m (1,359 ft) in length, 35.92 m (117.8 ft) in depth, and with a laden draft of 28.5 m (94 ft), they were, at the time, the largest ships of any type ever constructed measured by gross tonnage. While there were minor differences between the four ships, they all approached a gross tonnage of 275,000 and 555,000 tonnes deadweight tonnage.
Unlike most other ULCCs, including the Seawise Giant, the Batillus-class vessels had twin screws, twin boilers of full size and power, and twin rudders. This allowed them to be more easily and safely operated than with a single propeller and a single boiler, in case of an emergency.
1. Seawise Giant
Seawise Giant was a ULCC supertanker that was the longest ship ever, built by Sumitomo Heavy Industries in Yokosuka, Kanagawa, Japan. Ordered in 1974 and delivered in 1979, Seawise Giant was later named Happy Giant, Jahre Viking, Knock Nevis, Oppama, and Mont, until her retirement in 2009.
Seawise Giant was sunk during the 1980–1988 Iran–Iraq War by an Iraqi Air Force attack while anchored off Larak Island, Iran on 14 May 1988. Shortly after the war ended, Norman International bought the shipwreck, salvaged and repaired it. The ship’s 36-tonne anchor was saved and donated to the Hong Kong Maritime Museum in 2010. The anchor, currently a monument, now resides next to a Hong Kong Government Dockyard building on Stonecutters Island.
485.45 m (1,504.10 ft) in length, 24.611 m (97.77 ft) in depth, and with a laden draft of 24.6 m (80.74 ft), it was incapable of navigating the English Channel, the Suez Canal, or the Panama Canal. Fully loaded, the displacement of the Seawise Giant was 657,019 tonnes, which made her possess the greatest deadweight tonnage ever recorded. According to her captain, S. K. Mohan, the ship could reach up to 16.5 knots (30.6 km/h) in good weather.
Bonus: TI-Class Supertankers
The four TI class of supertankers, TI Africa, TI Asia, TI Europe, and TI Oceania were constructed for shipping company Hellespont Group by Daewoo Shipbuilding & Marine Engineering in Okpo, South Korea, and entered service between March 2002 and April 2003. This makes them the first ULCCs to be built in 25 years.
Even though they couldn’t make the top 5 on our list (they rank 6th), unlike the other five, they are still in service, which means they are the largest oil tankers in the world currently. By displacement (of 67,591 tonnes light and 509,484 tonnes full load), deadweight tonnage (of 441,893), and gross tonnage (of 234,006), the TI class ships are smaller only than Pioneering Spirit, which is a crane ship.
In 2009 and 2010, TI Asia and TI Africa were converted into FSO vessels. In 2017, TI Europe was chartered by Statoil and converted to an FSO vessel. In 2019, it was announced that TI Oceania would be converted to an FSO vessel and moored off the coast of Singapore.
Related Articles
World’s Biggest Ports
Shipwrecks in 2020
World’s Largest Bulk Carriers
World’s Largest Cargo Ships
World’s Largest Container Ships
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http://pwencycl.kgbudge.com/T/2/T2-SE-A1_class.htm
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The Pacific War Online Encyclopedia: T2
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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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https://en.wikipedia.org/wiki/List_of_Esso_Atlantic-class_supertankers
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List of Esso Atlantic
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History Liberia NameEsso Atlantic and Esso Pacific OwnerEsso Tankers Inc. Liberia (ExxonMobil) BuilderHitachi Zosen Corporation Ariake Yard number4484, 4485 LaunchedOctober 2, 1977, June 13, 1977 Completed1977 FateScrapped August, 2002, September, 2002 General characteristics Class and typeULCC Tonnage
259,532 GT
186,500 NT after rename
516,895 DWT after rename
Displacement
73,418 tons light ship
590,308 tons full load
Length406.57 m (1,333.89 ft) Beam71.07 m (233.17 ft) Draught25.29 metres (83.0 ft) Depth31.22 m (102.43 ft) PropulsionSteam Turbine Speed15.5 knots, 1 Propeller Notes
Esso Atlantic IMO 7376525
Esso Pacific IMO 7376537
The two ships of the Esso Atlantic class, Esso Atlantic and Esso Pacific, were two of only seven ships to surpass a half million tons deadweight in maritime history.
When plying the sea, the vessels had a fully laden draft of 25.3 m (83 ft),[1] rendering them unable to navigate the English Channel, the Suez Canal or the Panama Canal when loaded to capacity.
Esso Atlantic (1977-1990) 234,626 tons to 247,160 tons, 508,628 DWT
[edit]
10/02/1977 : Esso Atlantic launched and built
1/2/1983 : Transferred to Bahamian flag, owned by Esso International Shipping Co Ltd, Nassau, Bahamas
16/08/1986 : Laid Up near Ålesund
??/??/1990 : By Esso Eastern Marine Ltd., Bermuda, to Ceres Hellenic Shipping Ent. Ltd., Greece. Renamed Kapetan Giannis
13/06/2002 : from Fujairah Anchorage bound for LOOP Oil Terminal. Sold to Pakistani breakers in 2002. [2]
Esso Pacific (1977-1990) 234,626 tons to 247,161 tons, 508,628 DWT
[edit]
13/06/1977 : Esso Pacific launched and built
??/??/1983 : Transferred to Bahamian flag, owned by Esso International Shipping Co Ltd, Nassau, Bahamas
16/08/1986 : Laid Up near Ålesund
??/??/1990 : By Esso Eastern Marine Ltd., Bermuda, to Ceres Hellenic Shipping Ent. Ltd., Greece. Renamed Kapetan Michalis
2002: Broken up in Gadani Beach, Pakistan.[3]
See also
[edit]
Orders of magnitude (length)
List of world's longest ships
List of tankers
Notes
[edit]
References
[edit]
Burton, Sandra (1954). "Beijing's Capitalist". Time Magazine. New York: Time. Archived from the original on December 14, 2007 .
Pike, John (11 November 2006). "Knock Nevis / ex-Jahre Viking". Military Systems. globalsecurity.org .
Singh, Baljit (11 April 1999). "The World's Biggest Ship". The Tribune. India: The Tribune House .
Watt, Nick (4 January 2007). "Skipper Shortage: Supply Not Keeping Pace". Nightline. ABC News .
"Hitachi Zosen Shipyard" .
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https://www.iiresearch.com/article/2cztm9r1toxr5xh74ugow/2016-all-japan-research-team-plant-engineering-amp-shipbuilding-no-3-masanori-wakae
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2016 All-Japan Research Team: Plant Engineering & Shipbuilding, No. 3: Masanori Wakae
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Masanori Wakae of Mizuho Securities Group celebrates his tenth consecutive appearance on this roster.
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Institutional Investor Research
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https://www.iiresearch.com/article/2cztm9r1toxr5xh74ugow/2016-all-japan-research-team-plant-engineering-amp-shipbuilding-no-3-masanori-wakae
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Masanori Wakae of Mizuho Securities Group celebrates his tenth consecutive appearance on this roster.
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phoebus
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phoebus Phoebus 1923 - 1950
The Phoebus was built by Howaldtswerke, Kiel during 1923 for the Deutsche Amerikanische Petroleum Gesellschaft, (DAPAG) Hamburg (or German American Petroleum Company). DAPAG was a German affiliate of ESSO (originally known as the Standard Oil Company of New Jersey), one of the companies created following the ruling by the Supreme Court of the United States that ordered the dissolving of Standard Oil Company.
The ship was launched during February 1923 and completed during August 1923.
By October 1927 the Jersey fleet and its affiliates consisted of 92 tankers, with the Phoebus and twelve other tankers under the Baltisch-Amerikanische (BAPICO) registry based in the free city of Danzig.
The tanker Phoebus travelled through the troubled pages of history without itself becoming headline news, but during April 1933 it became part of the story surrounding the loss of the dirigible USS Akron (ZRS-4). The USS Akron was operating along the coast of New England assisting in the calibration of radio direction finder stations. Having departed Lakehurst, New Jersey severe weather was already affecting the Akron as she passed the Barnegat Light, New Jersey at 10pm on April 3rd. The worsening weather, in particular the very strong wind gusts became a serious problem in the control of the Akron. About thirty minutes after midnight the wind pushed the Akron into the Atlantic, crashing tail first before disappeaing under the waves. Nearby the tanker Phoebus had seen the Akron's lights descending toward the ocean and altered course to starboard to investigate, assuming an aeroplane was in trouble. At 12.55am the Phoebus pulled Lieutenant Commander Herbert V. Wiley, Akron's executive officer from the water, whilst the ship's boat picked up three more men. Of the seventy seven men on the Akron these were the only ones to be rescued alive, regretably one of the rescued would succumb whilst on the Phoebus.
The boats of the Phoebus searched the area for survivors for five hours without success. About dawn the United States Coast Guard cutter Tucker (CG-23) arrived, the first of several ships hurrying to the area. The survivors were transferred to the Tucker from the Phoebus, which then returned to its regular voyage.
On May 31st 1935, with growing concern over Nazi intentions in Europe, the entire BAPICO fleet was transferred from Danzig, Germany to Panamanian registry, creating the Panama Transportation Company (PTC) as an affiliate. These ships continued to be manned by German crews
With the political situation deteriorating in Europe the German crews manning the PTC ships were replaced as the vessels visited American ports, by August 31st 1939 the German crews of 16 of the 27 ships had been replaced. It was an increasing challenge for the laid off German crews to return to Germany. During January 1940 some of these men would be part of the reason in the stopping of the Asama Maru on the high seas by a British warship. The Phoebus had arrived in Hamburg, Germany on August 16th 1939 still manned by a German crew. The ship was to be held for two months to allow for repairs. The Phoebus departed Hamburg on October 17th 1939, manned by a Danish crew and headed for Kirkwall (October 27th) and reaching Aruba on November 17th. The ship's cargo included 150 tons of spare parts for other PTC ships, two launches and a small tow boat.
The neutral registry of the Panama Transportation Company permitted the PTC ESSO tankers to deliver petroleum products to Great Britain and France. The neutrality act of November 1st 1939 had placed restrictions on American flagged ships operating in Europe.
Between November 1939 and June 1941 the Phoebus travelled between the Eastern Seaboard, the Carribean and Brazil & Argentina, visiting Aruba, Santos, Rio De Janeiro, Caripito, Boston, New York, Buenos Aires, Campana (Argentina) and Pernambuco.
From June 1941 to June 1942 the sailings to Brazil and Argentina were discontinued, now operating along the Eastern Seaboard and the Carribean, including New York, Philadelphia, Aruba, Hampton Roads, Caripito, Pernambuco, Hampton Roads, Bermuda and Trinidad.
Between July 1942 and August 1945 the Phoebus operated either in convoys or independently on the Eastern Seaboard and Carribean routes, visiting Baytown, Texas City, Baltimore, Port Everglades, Lake Charles, Corpus Christi, Boston, Halifax, Portland, Charleston, Guantanamo, Trinidad, Caripito, Curacao, Key West, New York City, Galveston Bar, Hampton Roads, Brownsville and New Orleans.
Following the end of World War Two the Phoebus continued its sailings between the ports of the Eastern Seaboard and the Caribbean.
The Phoebus was broken up at Baltimore during the third quarter of 1950 by the Patapsco Scrap Company.
Sister ships: Vistula & Prometheus.
Built: Howaldtswerke, Kiel (#625)
Launched: February 1923
Tonnage: 9,226 grt tons, ?? net
Deadweight: 14,000 tons
Length: 500 ft
Breadth: 64 ft
Draught: 39 ft 4 in
Propulsion: 2 x 4ST68 diesel engines producing 3,400hp at 90rpm; built by Sulzer, Ludwigshafen.
Auxiliary engines: 2 x 4SS34 diesel engines producing 820hp at 200rpm.
Screws:2
Speed: 11.7 knots
ID Number: 5605961
Resources
Arnold Hague's Database - Convoyweb
Auke Visser's International Esso Tankers site
Page added January 11th 2012.
Last updated October 25th 2015.
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HyperWar: Gray Steel and Black Oil [Chapter 15]
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15 Wartime Requisition and Conversion of Merchant Tankers
Although the War Plans Division anticipated the need to convert large numbers of merchantmen in the event of war, arrangements for the timely requisition of merchant vessels were not instituted until 1939. In August of that year, Congress amended Section 902 of the Merchant Marine Act allowing the maritime commission to requisition or acquire any vessel or watercraft owned by a citizen of the United States for use in a national emergency. The navy promptly worked out a procedural agreement with the commission under which requisitioned vessels could be transferred to the navy.1
Other changes followed. By the beginning of 1941, it had become apparent within the department that the rapid expansion of the fleet would require a corresponding increase in auxiliaries. The Auxiliary Vessels Board was established in January to advise the secretary of the navy on the number and types of auxiliaries needed and to coordinate the requisition and conversion of all merchant ships that were acquired for use as naval auxiliaries.2 In practice, the board reviewed requests submitted by the various operational commands for additional auxiliaries and made recommendations as to what specific merchant ships should be acquired according to need and availability. Acquisitions approved by the Auxiliary Vessels Board were routinely endorsed by the chief of naval operations, then passed on to the secretary of the navy who usually did the same.
The pace of acquiring merchant ships for use as auxiliaries increased dramatically after the Japanese attack on Pearl Harbor. On the day after the attack, President Roosevelt "concerned with the necessity of securing the most effective use of the Merchant Marine to carry out the war," decided to form the Strategic Shipping Board.3 Under his supervision it would establish policies for the wartime employment and allocation of merchant shipping. The strategic board was to be composed of the chairman of the maritime commission, the chief of staff, the chief of naval operations, and presidential advisor Harry
--146--
Hopkins. The strategic board was short lived, however, having immediately recommended the formation of an office of shipping coordination with Admiral Land appointed "coordinator."4
This proposal led to the creation of the War Shipping Administration (WSA) created by executive order of 7 February 1942. On that date all of the functions, duties, and powers formally conferred upon the maritime commission with respect to the operation, purchase, charter, insurance, repair, maintenance, and requisition of vessels were transferred to the WSA. Vessels under the control of the WSA were to constitute a pool to be allocated to the army, navy, other federal departments, and the Allies. The administrator of this new organization was given extraordinary powers and responsibilities with the admonition that he "keep the President informed with regard to the progress made in carrying out this order and perform such related duties as the President shall from time to time assign or delegate to him."5 It was no surprise when Roosevelt appointed Admiral Land as chief administrator three days later.
Still chairman of the maritime commission, Land retained control over the huge shipbuilding program already instituted. With his appointment as administrator of the War Shipping Administration, moreover, he emerged as undisputed wartime "czar" of merchant shipping. His first official act after being anointed head of the WSA was to make Commissioner Howard L. Vickery the deputy administrator for ship construction.6 This served to tie the two organizations together. Henceforth, all oilers acquired by the U.S. Navy in World War II would be obtained from one or the other of these two agencies. In the case of merchant vessels already in commission, procurement would proceed via the WSA, while those being built by the maritime commission would be acquired directly from that agency.
Chicopee Class AO-34 and AO-35
The first oilers to be acquired under emergency war regulations were the Standard Oil tankers Esso Trenton and Esso Albany. Ironically, both vessels had been ordered as replacements for their T3 namesakes, which had already been taken over by the navy. First to be completed was the Esso Albany (II). Trials were held on 15 November 1991, and although she was only designed for 151/2 knots, she easily achieved a speed in excess of 17 knots, making her one of the fastest tankers in the United States Merchant Marine.7 The high speed of the Esso Albany and her sister ship the Esso Trenton made them ideal candidates for use as fleet oilers. They were immediately acquired by the maritime commission and transferred to the navy. The Esso Trenton was the first taken over, having been acquired on 3 January, and thus became lead ship of the class even though she had been completed one month after the Esso Albany.8
--147--
The Esso Trenton was renamed the Chicopee (AO-34) and quickly commissioned (on 9 February 1942). After a short period as station tanker at Casco Bay, Maine, she was pressed into service as a coastal tanker making runs between the oil ports on the Gulf of Mexico and the East Coast. This was during the height of the tanker sinkings along the East Coast at a time when the shortage of escorts along the Atlantic seaboard and the lack of a convoy system forced ships carrying cargoes critical to the war effort to proceed alone "through waters infested with German submarines."9 It is likely that the Chicopee was chosen for this duty because of her high speed. Earlier studies had shown that ships steaming at speeds of 15 knots or more would be relatively safe from attack by submarine. Steaming at high speed shortened the transit time within a potential attack zone, reducing the likelihood of being detected by an enemy submarine in the area. Even if sighted by an enemy submarine, high-speed steaming greatly complicated the targeting problem for the U-boat making it extremely difficult for the enemy to get into position for the required torpedo solution. Unless the target vessel's track passed directly in front of a lurking submarine, it was very unlikely to be attacked.
The Chicopee's sister ship, the Esso Albany, became the Housatonic (AO-35) when commissioned on 19 February 1942. After a short shakedown cruise, she too was engaged in transporting fuel oil and aviation gasoline from the gulf until July, when she performed her first refueling at sea, servicing the Ranger (CV-4), Augusta (CA-31), and six destroyers that were engaged in ferrying aircraft to North Africa.10
Kennebec Class (AO-37 through 40 and 48) and Mattaponi Class (AO-41 through 44 and 47)
In addition to the Esso Albany and the Esso Trenton, the navy also decided to acquire the Socony tankers Corsicana, Caddo, and Calusa. The first two had been launched in April and October respectively, with Calusa nearing completion. All three had been constructed by Bethlehem Steel Sparrows Point under the maritime commission's second contract for national defense tankers. The increased speed of these vessels (161/2 knots) made them ideally suited for conversion to fleet oilers--as intended when they were laid down. The Corsicana was renamed the Kennebec (AO-37), becoming the lead ship of her class when commissioned on 4 February 1942.
Further steps to acquire additional oilers were taken in March when the Auxiliary Vessels Board advised that "steps be taken to acquire and man at least six [more] tankers" from those nearing completion.11 Recommended for immediate acquisition were two more national defense tankers being built by Bethlehem: the Colina and Conestoga, as well as Kalkay, Ellkay, Jorkay, and Emmkay, four others ordered by Keystone Shipping that were nearing completion at the Sun yard in Chester. First of the Keystone ships to be acquired was the Kalkay.
--148--
Housatonic (AO-35) wears an early war camouflage scheme at Norfolk Navy Yard, 26 May 1942. Built by Sun, the Housatonic and her sister the Chicopee (AO-34) were less-powerful versions of the national defense tankers built for the Keystone Transportation Company. (National Archives)
She was renamed the Mattaponi (AO-41), becoming the lead ship of her class.
For some unexplained reason two other national defense tankers, Keystone's Aekay and Socony's Catawba, were not immediately acquired by the navy. They would be acquired in the near future, however, and renamed the Neches and the Neosho upon commissioning. In the meantime the expediencies of war dictated the assignment of additional hull numbers for two more tankers that were suddenly taken into the navy.
Big Horn (AO-45) and Victoria (AO-46)
Hull numbers AO-36 through AO-44 were assigned to the national defense tankers described in the last section. The Aekay and the Catawba should have been included in this group for consistency, but the next unassigned hull number was given the Big Horn. Originally built by Sun Shipbuilding and Dry Dock Company as the SS Gulf Dawn for the Gulf Oil Company, Big Horn was taken into the navy on 31 March 1942 and placed into commission on 16 April at Bethlehem Steel's Shipbuilding Division Pier #4 in Brooklyn, New York. She departed New York on 22 April for the Boston Navy Yard for conversion into a Q-ship under the navy's "Project LQ."12
Q-ships were supposed to act as decoys inviting a close-in torpedo attack. In theory, an exploding torpedo would have little effect on a Q-ship since it would be filled with empty oil drums or some other buoyant cargo designed to keep the vessel afloat in the event of a hit. The strategy was to get the U-boat to surface to finish off the stricken tanker. When this occurred, the Q-ship would open fire from guns
--149--
The former Gulf Oil tanker Gulf Dawn, Big Horn (AO-45) masqueraded as a Q-ship for more than a year without once engaging an enemy submarine. (National Archives)
concealed behind false structures or tarpaulins. Adm. Adolphus Andrews, chief of the Eastern Sea Frontier, thought that the best decoy would be a tanker since the enemy had been concentrating on this type of vessel.13 Thus, Big Horn was first deployed operationally as a Q-ship on 27 September 1942. Masquerading under her original identity as Gulf Dawn, she sailed for Guantanamo Bay to join convoy GAT-11 bound for Trinidad. Disguised as a merchant oiler, the Big Horn spent the next twelve months plying the trade routes of the Caribbean and the East Coast without once engaging the enemy. In January 1944, she was transferred to the U.S. Coast Guard and redesignated as a weather ship, WAO-124.
Victoria (AO-46)
By a coincidence of history, the George G. Henry was destined to serve once again with the U.S. Navy as she had in the First World War, albeit with a different name. Still owned by the Standard Oil Company of New Jersey in 1941, she was time chartered in the early months of 1941 to the Standard-Vacuum Oil Company for use in the Far East. Over the next six months, the old ship carried oil from Balikpapan and Palembang in the Dutch East Indies; Tarakan, Borneo; and Miri, Sarawak, to ports in the Philippines, Shanghai, and Hong Kong. Oblivious to the war clouds darkening the skies in the Far East, the George G. Henry steamed toward Manila in the first few days of December 1941 with a cargo of oil.
--150--
The venerable tanker had already discharged that part of her cargo consigned for delivery at Manila and was preparing to depart for Cebu in the southern Philippines when Pearl Harbor was attacked on 8 December (7 December, east of the International Date Line). As she stood out of the harbor, the ship received a signal from the army signal station on the island of Corregidor that "No ships are allowed to leave port." By 10 December she had exchanged her civilian colors for a coat of "war gray" paint and lay anchored in Manila Bay when Japanese planes leisurely bombed the Cavite Navy Yard. Several bombs landed near the tanker causing the old girl "to roll and vibrate as if she were breaking up on the rocks." Emerging unscathed, she discharged her remaining cargo and departed under cover of darkness on 15 December with orders from the navy to proceed to Balikpapan, Borneo.14
Steaming southward, the George G. Henry reached Balikpapan on 20 December having made the passage from Manila in four days, eight hours, and three minutes--a record run according to her engineer's log. There she loaded 75,000 barrels of fuel oil--the last cargo of oil to be taken from the Royal Dutch Shell refinery before its capture by the Japanese--and headed for Surabaya on the southeast tip of Java. The George G. Henry reached Surabaya on 26 December and anchored offshore the next day to await further instructions. Under way again on New Years Eve, the heavily laden ship sailed with a heavily guarded convoy bound for Darwin, Australia, making port on 6 January 1942.
During the next three months, the George G. Henry was the only privately owned American-built ship to fuel the warships of the Asiatic Fleet in company with the navy oilers Trinity (AO-13) and ill-fated Pecos (AO-6), the latter bombed and sunk on 1 March 1942.15 Though the George G. Henry fueled the four American survivors of the Battle of the Java Sea soon after they arrived in Australian waters, the demise of the Asiatic Fleet eliminated the need for a tanker in the waters she served, so in the last week in March, the old girl steamed to Melbourne, arriving 8 April.
When her time charter to Standard-Vacuum ran out on 15 April, the ship was taken over by the navy and her master, Capt. Jens G. Olsen--a member of the Naval Reserve--called to active duty as a lieutenant commander and given command of the ship. Captain Olsen knew the ship well for he had sailed in the George G. Henry as a boatswain in 1917 and was said to have been the last civilian crewman to leave the ship when she was taken over by the navy in World War I. Erroneously named the Victor, she was taken to Sydney where her correct name the Victoria was received. Classified as AO-46, the Victoria was fitted out for service at Mort's Dock under the supervision
--151--
of the Royal Australian Navy and manned by a navy crew made up from survivors of the Langley, Peary, and Pecos--three casualties of the running fight in the Java Sea.
The Victoria served with distinction throughout the Pacific issuing 2,136,228 barrels of navy special oil. She was decommissioned on 14 December 1945 and struck from the Naval Vessel Register on 8 January 1946.
T2-SE-A1 Tankers Suamico (AO-49) and Tallulah (AO-50)
By June 1942, the navy was desperately short of the tankers needed to support the far-ranging ships that the department was beginning to deploy around the world. Although nine additional tankers had been acquired since the start of war, the total number of oilers in commission had only increased by three. Two, the Neosho and the Pecos, had already been lost to enemy action. In addition, four of the Cimarron class had been taken out of service and were being converted into escort carriers.
On 9 June, the commander in chief, Pacific Fleet, indicated an immediate need for four more fleet oilers.16 The Auxiliary Vessels Board met on 18 June and recommended the acquisition of the Aekay and the Catawba, then operating in the Pacific, and two of the new T2-SE-A1 type, which were just coming down the ways.17 By this point, auxiliaries board recommendations for the acquisition of specific merchant vessels had developed a standard procedure that included final endorsement by the vice chief of naval operations, now responsible for shipbuilding. Once endorsed, the recommendation was passed to the secretary of the navy for action. The auxiliaries board usually consulted with both the War Shipping Administration and the Bureau of Ships before a report was issued. Members of both agencies were usually present at board meetings as was a representative of the commander in chief.
The first T2-SE-A1 tankers acquired by the navy were the Harlem Heights (MC hull number 319) and the Valley Forge (MC hull number 321). Both were built at the Sun yard in Chester, Pennsylvania. The Harlem Heights was delivered to the navy on 27 June 1942, immediately converted to a fleet oiler at the Brooklyn Navy Yard, and renamed the Suamico (AO-49) when commissioned on 10 August 1942. The Valley Forge followed, becoming the Tallulah (AO-50) when commissioned on 5 September 1942. Both vessels were immediately sent to the South Pacific with urgently needed cargoes of fuel oil.
The Ashtabula Class AO-51 through AO-64
Earlier in the war, Emory S. Land, chairman of the maritime commission and former chief constructor, recognized that the navy would need to build additional fleet oilers. Since the navy was already overloaded with combatant construction, Land proposed that the maritime commission build fourteen additional oilers of the Cimarron class directly for the
--152--
navy.18 This action was approved by the secretary of the navy on 28 January 1942.19 As a result, funding for fourteen AOs was included in the Large Auxiliaries Section of the Maximum War Effort Building Program passed by Congress on 20 March 1942.20 Two days later, the maritime commission awarded a contract to Bethlehem Steel's Sparrows Point Yard for the construction of fourteen Cimarron-type tankers.21 Sparrows Point was a logical choice for constructing these vessels since it was one of the few prewar yards that had specialized in tanker construction. Sparrows Point had also participated in the earlier Cimarron program having built the Platte, Sabine, and Chemung. As the lead yard in the original T3-S2-A1 program, Sun Shipbuilding probably would have been the preferred yard, but its building ways were already committed to the construction of T2-SE-A1 tankers.
Hull numbers and names for the new tankers were assigned that summer, even though the keel for the lead ship, the Ashtabula, would not be laid until October. At about this time, the Bureau of Ships arranged with the maritime commission to convert the ships to fleet oilers while under construction so that they would be immediately ready for duty when delivered. Fitting out after completion was scheduled to be accomplished at the Norfolk Navy Yard.22
Except for their main armament, which now consisted of one 5-inch, .38 caliber, dual-purpose and four 3-inch, 50-caliber, dual-purpose guns, the Ashtabula and her sister ships were nearly identical to the earlier Cimarron class. The change in armament had been necessitated by a shortage of 5-inch, 38-caliber guns. The huge expansion program initiated in late 1940 had created a tremendous demand for this weapon, which formed the main antiaircraft battery for almost all combatants then under construction or refit. In March 1941, the Antiaircraft Defense Board advised the chief of naval operations that no 5-inch, 38-caliber guns or directors would be available for auxiliaries during the next two years.23 To avoid delays in the conversion of acquired auxiliaries, the board recommended the adoption of the 3-inch, 50-caliber gun with a follow-the-pointer director system as the main antiaircraft battery for auxiliary vessels.24 All auxiliaries (including fleet oilers) converted after this date were armed with four 3-inch guns plus one 5-inch, 38-caliber gun for surface engagement.25A secondary battery of four twin 40 mm antiaircraft guns plus as many 20 mm mounts as could be fitted was later adopted to further strengthen antiaircraft defenses.
Pecos (AO-65), Atascosa (AO-66), and Cache (AO-67)
The Ashtabula would not be commissioned until 7 August 1943, and in the meantime, the continued shortage of fleet oilers forced the navy to acquire and convert additional commercial tankers. The shortage became critical in the late summer and early fall of 1942. In desperation, the navy requisitioned the next two T2-SE-A1 tankers off the
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ways as well as the Esso Columbia, one of nine 18,000-ton deadweight tankers ordered from Sun Shipbuilding and Dry Dock Company by the Standard Oil Company of New Jersey in February 1940.26 Built for its Panama Transport Company subsidiary, the contracts issued by Standard Oil called for the construction of five diesel and four steam-powered ships. The Esso Columbia was one of the four ships built with steam-driven geared turbines. This feature plus a design speed of 151/2 knots made her ideally suited for the navy and she was acquired on 12 October 1942. Renamed the Atascosa (AO-66) and commissioned on 9 November 1942, she was the largest oiler (by cargo capacity) operated by the U.S. Navy in World War II. The Atascosa was a single-ship class since no other vessels of her type were acquired by the navy. Her characteristics are listed in table 14.
The Chiwawa Class AO-68 through AO-72
The next five oilers acquired by the navy had been laid down under the expanded emergency shipbuilding program initiated by the "unlimited state of emergency" declared by President Roosevelt on 21 May 1941.27 Appropriations for an additional 50 percent increase in construction funding for merchant tonnage was submitted to Congress in July of that year. The maritime commission's stated goal was to "load the shipbuilding industry with all the ships it [could] absorb as fast as it [could] absorb them."28 After additional funds were approved on 25 August, the commission immediately placed orders for as many vessels as could be scheduled in those yards not committed to naval construction.
Among the new orders placed by the commission was a contract with Bethlehem Steel's Sparrows Point Yard for thirteen tankers (MC hull numbers 516 through 528).29 The ships ordered under this contract were classified as T3-S-A1 tankers in accordance with the commission's standard terminology for designating various types of vessels being built by the commission. They were apparently intended to be duplicates of the Mobilfuel, a Bethlehem-built vessel that had already
TABLE 14
Principal Dimensions of Atascosa (AO-66)
Length, overall 547' 3" Length, between perpendiculars 521' 0" Beam, molded 70' 0" Depth, molded to upper deck at side 40' 0" Draft, molded, summer freeboard 30' 31/2" Total displacement 23,976 tons Total deadweight capacity 18,450 tons Tank capacity, barrels 156,840 Shaft horsepower, max. continuous 9,020 Speed on trials 15.70 knots Nominal sea speed (trial speed at 80% s.h.p.) 14.80 knots
--1--
Atascosa (AO-66), the former Esso Columbia II, was the only ship of her class to be taken over by the navy during the tanker shortage of 1942. (National Archives)
demonstrated its value in commercial operation. The maritime commission was not very concerned about their lack of speed, since the record suggests that they were ordered with the same size power plants used on the earlier Mobilfuel and its sister ships.30 These were rated at 4,000 s.h.p.--enough power for a normal speed of 13 knots. A decision to enlarge the size of the engines must have been made sometime after January 1942, however, as all T3-S-A1 types were subsequently delivered with engines rated at 7,000 s.h.p. raising their speed of 15 knots.31 This change probably occurred before the keel for the first vessel was laid and was certainly influenced by wartime needs. The first five to be completed were quickly taken over by the navy for conversion into fleet oilers. The first of these, the Chiwawa (AO-68), was acquired and commissioned on Christmas Eve 1942. The next four were completed in monthly intervals and commissioned as the Enoree (AO-69), Escalante (AO-70), Neshanic (AO-71), and Niobrara (AO-72).
--155--
AO-73 through AO-79
On 7 August 1942 the Auxiliary Vessels Board had recommended that the navy acquire and convert twelve additional oilers "now building" at the rate of two per month starting that month.32 Even though the board recognized the advantage of a single standard type, it realized that the navy would have to accept a number of different ships in order to obtain the required number in the time allotted. The navy would have preferred to have obtained as many of the Chiwawa class as possible since the greater speed of these vessels (15 knots) was "in accordance with the expressed desires of the commander-in-chief."33Although Bethlehem had orders for fifteen of this type, only five could be completed in time to meet the navy's timetable for delivery. To make up the difference, a decision was made to procure seven additional T2-SE-A1 tankers from those under construction for the maritime commission at the Sun yard even though these vessels were half a knot slower
Chiwawa (AO-68), taken 20 June 1943. The first of the Bethlehem-built T3-S-Als, she carried an extensive AA suite of four 3-inch 50s, two twin 40 mms, twelve 20 mms, and a single 5-inch 38 gun at the stern. (National Archives)
--156--
than the Chiwawa. Hull numbers for all seven of these Suamico-class vessels were assigned at one time. The first two, the Saranac (AO-74) and the Saugatuck (AO-75), were acquired on the last day of 1942. Both were subsequently commissioned in February 1943. They were followed by the Millicoma (AO-73), Schuylkill (AO-76), Cossatot (AO-77), Chepachet (AO-78), and Cowanesque (AO-79).
Escambia Class AO-80 through AO-86
By the early summer of 1942, commercial-tanker sinkings in the Atlantic were exceeding the rate of new tanker construction. Even though the number of shipways committed to the construction of tankers had been greatly increased during the prior year, the number scheduled for delivery was still below demand. Both of the older yards that had specialized in tankers prior to the war--the Sun yard at Chester and the Bethlehem yard at Sparrows Point--had already expanded beyond their original capacity. Two new yards, the Kaiser Swan Island yard in Oregon and the Alabama Dry Dock and Shipbuilding yard in Mobile, had also been committed solely to the construction of the T2-SE-A1 design. To meet the need for even more tanker hulls, the maritime commission decided to shift the production in the new Marinship yard (recently established at Sausalito, California) from Liberty Ships, as originally intended, to tankers.
On 27 July 1942, Commissioner Vickery visited the new yard for the first time and announced that it would be converted to tanker construction.34 The first order for tankers was not received until 26 October.35 On that date the maritime commission issued Marinship a contract to build twenty-two T2 tankers. Nine of these would eventually be converted to navy oilers, although this was not known at the time the orders were placed.
While the commission's staff was planning the conversion of the Marinship yard to tanker construction, the shortage of main propulsion equipment became critical. Only two companies had facilities for manufacturing the 6,600-horsepower, turboelectric propulsion units utilized in the T2-SE-A1 design, and both were already producing at peak capacity. It was determined, however, that the General Electric Company would be able to furnish 10,000-horsepower units in time to meet the launching schedules desired by the commission. These had been developed for the ten P2-SE2-R1 "Admiral Class" transports that the maritime commission had ordered from the Bethlehem yard in Alameda in February.36 To meet the urgent need for more tankers, it was decided to incorporate these larger units in the tankers to be built by Marinship. Thus the development of the 10,000-horsepower, T2-SE-A2 design was awarded to Marinship.
In awarding the contract for these ships, the maritime commission emphasized that Marinship was to incorporate as much of the Sun
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Shipbuilding and Dry Dock Company T2-SE-A1 design as possible.37Sun tracings of the T2-SE-A1 design had been received in Sausalito by late October.38 They were immediately reviewed by Marinship's Engineering Department in order to determine what changes would be needed to incorporate the 10,000-horsepower power plant. Steel requirements for the hull were almost identical to the original version and required little change. Redesigning the machinery arrangement to allow for the larger power plant presented considerable difficulty, however, due to the limited space available within the engine room and a decision by the maritime commission to add an extra bulkhead at Frame 19. This latter requirement necessitated the elimination of the original shaft-alley arrangement wherein the aft bilge and fire pumps, salt-water service pumps, main feed pumps, and main thrust bearing were located in a single convenient and readily accessible location immediately aft of the lower engine room space. In lieu of the original arrangement, the aforementioned pumps had to be crowded into the space between Frame 19 and Frame 25 on both sides of the shaft, and the thrust bearing had to be moved to the forward end of the main propulsion motor, thus making the lower machinery space more crowded. Other changes were made in the design of the plant and in the heat balance of the power plant itself, which required changes to the basic design. The most important of these were (1) changing the boilers from transverse drum-section header type with air heaters to fore and aft drum-bent tube-type with economizers; (2) elimination of the second-stage heater because of the addition of the economizer; (3) addition of a drain cooler; (4) turbine-driven, in lieu of motor-driven, forced draft fans; (5) installation of a contaminated evaporator to provide heating steam for all contaminated (oil) heating exclusive of cargo oil heating; (6) installing the main turbogenerator set with the turbine forward instead of aft; and (7) supporting the main condenser on an independent foundation instead of suspending it from the main turbine.39 All were major design changes departing from the basic T2-SE-A1 design.
Toward the end of 1942, the navy decided to acquire the first nine T2-SE-A2 tankers completed by Marinship. The Escambia was the first of these. Launched on 24 April 1943, she was delivered to the maritime commission on 30 June and immediately transferred to the navy on the same day. Plans for converting the Escambia and eight other Marinship tankers still to be delivered were drawn under separate contract by the Matson Company in San Francisco.40Because of the considerable amount of work that was required for conversion, the Escambia (AO-80) was not commissioned until 28 October.
Fleet oilers required a significant amount of special equipment not carried by commercial oilers in addition to more accommodations for
--158--
the much larger crew needed for a navy ship. Conversion of the T2-SE-A2s required few alterations within the machinery spaces, although the fire-fighting systems were completely revised and certain damage-control precautions added. Changes outside the machinery spaces included modification of the cargo system so fuel oil, gasoline, and diesel oil could be handled separately, an enlarged distilling plant, addition of an emergency diesel fire pump, and installation of fueling-at-sea gear. Considerable changes and additions were also made to the electrical system.
The last of the nine Escambia-class tankers completed by Marinship was the Tomahawk (AO-88). Launched on 10 August 1943, she was delivered on 24 October 1943, but was not commissioned until 16 April 1944. By then Marinship had begun to complete its second group of eighteen T2-SE-A2s.41
Pasig (AO-89) and Shikellamy (AO-90)
The next two oilers acquired by the U.S. Navy were each one of a kind. The Pasig (AO-89), built in 1917 as the J. C. Donnell, was acquired on 22 January 1943. She was intended to serve as a station tanker, but was replaced by concrete barges. The Shikellamy (AO-90) was the former merchant tanker Daniel Pierce, owned and operated by the Sinclair Refining Company. She was acquired by the navy through the War Shipping Administration on 26 March 1943 on a bare-boat basis. She was converted for naval use by the Tampa Shipbuilding Company and placed into commission on 14 April. Her classification was changed from AO-90 to AOG-47 in July while in dry dock at Balboa, Canal Zone. The Shikellamy operated in the Southwest Pacific throughout the war and was returned to her owners in January 1946.
AO-91 through AO-90
Of the eighteen vessels in the second group of T2-SE-A2 tankers awarded to Marinship, the last six were assigned to the navy as AOs. Marinship was awarded a separate contract to convert them to fleet oilers based on the Matson plans used to convert the first group of Marinship-built AOs. Except for some minor design changes, these ships were identical to the Escambia class completed earlier. The Pasig, launched as the Mission San Xavier, was the first to be completed. She was redesignated as a water tanker and commissioned as AW-3. The Ataban (AO-92), the next to be launched, was also redesignated as a water tanker and commissioned as AW-4. Both vessels were modified to distill and carry fresh water and were designed to supply boiler feed and drinking water to ships and shore stations without other source of supply. The need for this type of vessel evolved out of the large-scale amphibious operations then being conducted in the Pacific. The lack of natural sources on the islands being invaded, the large number of troops involved, and the presence of a large number
--159--
of small ships having minimal distilling capabilities created a shortage of water for both ships and men.
The first navy oiler actually commissioned at Marinship was the Soubarissen (AO-93) on 5 January 1945. The Tamalpais (AO-96) was the final member of this group of tankers to be launched and the last oiler acquired before the war officially ended.
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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://utkilen.no/history/
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en
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History
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2022-09-26T09:19:58+02:00
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In a way the history of the company goes back to 1916, when the father of Anders Utkilen bought a small freight vessel called "Alstein". His sons, among them
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en
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Utkilen
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https://utkilen.no/history/
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The Utkilen family has its roots in Kilstraum, located in the municipality of Austrheim, situated at the seaside about one hour drive north of Bergen. The sea was, and still is, important to the people in this community. The sea was previously the most important means of communication for this district, fisheries played an important role as well as transportation of various goods along the coast.
In a way the history of the company goes back to 1916, when the father of Anders Utkilen bought a small freight vessel called “Alstein”. His sons, among them Anders, worked onboard this vessel and learned their skills the hard way. Anders Utkilen, in fact, became a captain onboard “Alstein” at the age of 17.
At the age of 23 he bought a share of 1/3 of “Alstein”. In 1930 Anders and his brothers bought an old sailing ship which was completely rebuilt to a motor ship and used for transportation of living fish as well as other goods. Anders had undoubtedly a technical talent and was very inventive in many ways as far as technical solutions onboard the ships were concerned.
Anders and his brothers engaged in the transportation of goods, mainly on the Norwegian coast, as well as fisheries (trawling) until the early 1950s. In 1945 the administration of the company was moved to Bergen. Anders and his brothers bought and sold smaller ships over the years and managed to build up equity in their jointly owned company (Brødrene Utkilen). In 1958 and 1962 Anders’ two brothers left the company, and in 1962 the company changed name to Anders Utkilens Rederi. In 1967 the company was established as a stockholding company, Anders Utkilens Rederi AS (now Utkilen AS). At this time the present owner, Ove Utkilen, joined the company.
In the latter half of the sixties the company started its specialization towards operation of small tankers. As early as back in 1946 Brødrene Utkilen bought their first small tank vessel, “Empire Cricketer”, which was renamed “Havstraum”. This vessel was on timecharter to Norske Fina for 7 years and thereafter to Norske Esso for 12 years. Consequently, the company has long experience operating tanker vessels.
In 1970 the company took delivery of its first small tank newbuilding from a Norwegian yard. The vessel was about 820 dwt. and was given the name “Fostraum”. This vessel was sold some 20 years later and taken back on a timecharter.
At the end of 1973 the company bought a Danish built small tanker (built 1969) which was named “Havstraum”. This vessel was delivered to the company early 1974, and at that time Anders Utkilens Rederi owned altogether three small tankers (“Solstraum” abt. 730 dwt., “Fostraum” abt. 820 dwt. and “Havstraum” abt. 1 320 dwt.). At the end of the 1980s “Havstraum” was sold and taken back on timecharter.
The company was able to operate profitably and in this way build up a healthy financial position. In December 1979 a milestone was reached. The company took delivery of a newbuilding of 2 500 dwt. built at Bolsoenes yard in Molde. This was probably the most modern and well equipped small tank vessel at that time. She had double bottom and deep-well pumps in all her cargo tanks. In 1980 and 1981 the company took delivery of two more vessels from the same yard. These vessels were named “Saltstraum” and “Sydstraum” and were in fact basically sister vessels to “Golfstraum” apart from one feature which appeared to have a crucial effect on the later development of the company; namely the fact that these ships had stainless steel center tanks and thus were able to carry high grade chemical (IMO 2) cargoes as well as acid products.
In 1982 the company started transportation of calcium carbonate slurry from Elnesvaagen on the west coast of Norway (close to the city of Molde). In order to carry this product it was absolutely essential to have vessels with stainless steel cargo tanks, not because it was a dangerous cargo, but due to the fact that the cargo, which is used by the paper industry, is very easily contaminated. The only cargo tanks which provide a sufficiently clean environment for transportation are in fact stainless steel cargo tanks. The volumes of calcium carbonate slurry increased significantly. Parallel to this development Utkilen managed to build up a portfolio of transportation contracts (“Contracts of Affreightment”).
In 1985 the company took delivery of “Nordstraum”. This ship, which had a deadweight of about 4 700 dwt., had double skin, double bottom and all the cargo tanks were made of stainless steel. This ship was in fact the first of a series of many newbuildings coming from Aukra Industrier AS, a relatively small, but high quality shipyard located in the vicinity of Molde. The yard is now owned by STX yards and has so far delivered a total of 11 chemical tankers to Anders Utkilens Rederi.
In December 1991 the company took delivery of “Fostraum”, a fully stainless steel tanker of about 3 000 dwt. to enter a long term timecharter to Dow Chemicals. It was built at Baatservice shipyard in Mandal.
In addition, the company has bought some chemical tankers second hand. In 1994 and 1995, respectively, the company bought two sister vessels today named “Mostraum” and “Vikstraum”. These ships are built in Swedish, and like most of the vessels owned and operated by Utkilen, have highest ice class, making them suitable for trading in The Baltic waters. In 1996 the company bought a 4 700 dwt. Danish built vessel today named “Sundstraum” and in 2008 Utkilen aqcuired the two 5 800 dwt sistervessels “Fjordstraum” and “Fjellstraum”.
In 2006 the company entered into newbuilding contracts for five advanced chemical tankers all with stainless steel cargo tanks. Three 9 500 dwt. chemical tankers were ordered at the DePoli yard in Italy and two 19 500 dwt. chemical tankers were ordered in China at the Qingshan yard in Wuhan. Early 2009 the contracts at the DePoli yard was cancelled due to financial difficulties at the shipyard. Two of the three hulls were reacquired late 2009 and completed at the 3MAJ shipyard in Croatia in November 2011 and March 2012. The Qingshan newbuildings were delivered in May 2009 and January 2010.
Most of the vessels contracted were delivered to single purpose companies in which Utkilen had substantial parts as well as being disponent owner. This was necessary to raise the equity and loan financing required to make this big expansion possible. Today most of the ships are either fully owned or majority owned by Utkilen.
In March 2007 the company changed its name from Anders Utkilens Rederi AS to Utkilen AS.
Today Utkilen owns and operates, in part or wholly, more than 16 modern chemical tankers altogether, ranging from around 5 000 dwt to 17 000 dwt., which makes the company one of the major operators in this market segment in Northern Europe. This remarkable development is rooted on the seamanship of Anders Utkilen and his people, on hard work and a skilled organization.
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https://independent.academia.edu/JohnBoran/CurriculumVitae
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Academia.edu
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Academia.edu is a place to share and follow research.
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https://www.protenders.com/companies/hitachi-zosen-corporation
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Hitachi Zosen Corporation
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Learn more about Hitachi Zosen Corporation, a contractor based in Japan. Explore its profile, certifications, projects, staff, awards and more.
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en
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/favicon.ico
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https://www.protenders.com/companies/hitachi-zosen-corporation
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Hitachi Zosen Corporation - Contractor
Hitachi Shipbuilding Corporation is a major Japanese industrial and engineering corporation. It produces waste treatment plants, industrial plants, precision machinery, industrial machinery, steel mill process equipment, steel structures, construction machinery, tunnelling machines, and power plants. Despite its name, Hitachi Shipbuilding no longer builds ships, having spun this business off in 2002.
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dbpedia
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https://www.relevantsearchscotland.co.uk/seawise-giant.html
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en
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Seawise Giant
|
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Seawise Giant was the worlds largest ever ship an Ultra Large Crude Oil Carrier
|
en
| null |
RS Home
Names
Seawise Giant (Happy Giant) (Jahre Viking) (Knock Nevis) (Mont)
Class
Ultra Large Crude Carrier
Ent/Service
1981
Built
Sumitomo Oppama / Japan
Weight
260,851 Tons
Length
1,504 Feet
Width
226 Feet
Speed
15 Knots
Propellers
1- 30 Feet Diameter 5 Blades
Engines
1 - Geared Steam Turbine - 50,000 HP
Seawise Giant was the largest ship built in the 20th Century with a volume of 260,851 Gross Registered Tons. As oil tankers have to be built with double hulls since the Exxon Valdez spillage in Alaskan waters March 27th 1989, it is unlikely any new tankers will exceed this size. As of 2023, this was still the largest ship ever built, although a moving platform for the oil and gas industry has been constructed larger.
The largest Container Ships today are about 1,300 feet long, 200 feet wide, 232,618 gross tons. Largest Cruise Ships 1,181ft long, 198ft wide, 227,000 Gross Registered Tons, largest Aircraft Carriers 1,092ft long, 252ft wide, 100,000? Gross Registered Tons. GRT is the dimensions of a ship, length, width and height.
The image below is courtesy of PhotoFlite, stockist of high resolution ship images. Website: fotoflite.com. Larger Image.
Construction of this Oil Tanker began in 1979 for a Greek shipping magnate. As a result of the oil embargo in the 1970s, the original owner was declared bankrupt before his ship could be completed. This led to the Hong Kong shipping magnate Mr. C. Y. Tung buying the incomplete ship under an agreement the builders would increase its length so the Dead Weight Tonnage (full load) could be increased from 480,000 to 564,763 tons.
Seawise Giant was first operated in the Gulf of Mexico and Caribbean Sea. She was later transferred to the Persian Gulf to be used for exporting oil from Iran. While Seawise Giant was traveling through the Hormus Straits in 1986, during the Iran / Iraq war, she was attacked by Iraqi jets and hit with Exocet missiles. The extensive damage caused by these attacks led to her sinking in shallow waters at Kharg Island.
A few months after the end of the Iran-Iraq War, August 1988, Norman International bought Seawise Giant, had her refloated, repaired by the Keppel Shipyard in Singapore, and renamed her Happy Giant. The prestige of owning the world’s largest ship seems to have been the main reason this company made the purchase.
By 1999, she had been sold to the Norwegian company Jahare Wallem to be operated under the name Jahre Viking. This ship is so large, four football fields could be laid end to end on her deck, braking distance is about three and a half miles, and fully loaded she sits 80 feet in the water.
The Oppama shipyard was established in the early 1970s as a large modern yard with a building dock 1,800 feet long, 260 feet wide and 41 feet deep for the construction of ultra large tankers and bulkers. On June 1st 1997, the Oppama yards name was changed to Yokosuka. Although they are unlikely to build any more ships as large as Seawise Giant, they still build large tankers and bulkers.
C. Y. Tung was born in Shanghai/China in 1912. His interest in shipping began when he found work as a shipping clerk in 1930. Tung fled with his family to Hong Kong after the communists were victorious in the Chinese Civil War 1945-1949. By 1970, he had become one of the worlds leading independent ship owners operating a fleet of more than 150 ships. As well as owning the world’s largest ship Seawise Giant, he also bought the world’s largest Trans Atlantic liner Queen Elizabeth in 1970. C. Y. Tung died April 15th 1982 aged 71.
In March 2004, Jahre Viking was sent by its new owner, First Olsen Tankers, to the Dubai drydocks to be refitted as a floating storage and offloading unit. Under the name Knock Nevis, she began operating at the Al Shaheen oilfield in waters of Qatar.
In December 2009, this vessel was sold to Indian breakers and renamed Mont for her final journey. After clearing Indian customs, she was intentionally beached in India for ship breaking. She was photographed beached for scrapping at Alang, India on 4 January 2010. Scrapping Images & Information.
The other six tankers to break the 500,000 dwt mark were:
Battilus 553,662 dwt 1976 - 1985
Bellamya 553,662 dwt 1976 - 1986
Pierre Guillaumat 555,051 dwt 1977 - 1983 largest ship ever constructed as designed
Esso Atlantic 516,000 dwt 1977 - 2002
Esso Pacific 516 dwt 1977 - 2002
Prairial 554,974 dwt 1979 - 2003
The first four double hull tankers over 400,000 tons were built for the Hellespont Shipping Corporation of Greece in 2000 with all being registered under the Marshall Islands. The first of these sisters at 442,000 dwt, 234,006 gross tons, the MV Hellespont Alhambra, was registered with the Marshall Islands on March 7th 2002, with the Hellespont Metropolis following on June 3rd. The last two sister ships in the series, the Hellespont Fairfax and Hellespont Tara joined the Marshall Islands register later that year.
Passenger ships that could eventually exceed the tonnage of Seawise Giant are floating cities or cruise ships. Floating cities could soon become a reality, as some have already been designed.
The Oil and Gas vessel named Pioneering Spirit entered service in 2014 at 403,342 gross tons, although many people would class this more as a vessel / moving platform, than a ship.
Photos and information of many more tankers can be found at aukevisser.nl/supertankers
Largest Cruise Ships RS Home
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dbpedia
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2
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https://www.shipspotting.com/photos/1704877
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en
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Kapetan Giannis
|
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Information, photos and AIS vessel tracker for the Ship Kapetan Giannis (IMO 7376525)
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en
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/assets/images/favicon.png
| null |
There is no AIS Position Data available for this ship!
Would you like to add AIS Coverage?
|
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1857
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dbpedia
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1
| 5
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https://zeymarine.com/largest-oil-tankers-ever-built/
|
en
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Largest Oil Tankers Ever Built
|
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2020-11-17T19:07:41+00:00
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Here are the largest oil tankers the world has ever seen. 5. Berge Emperor and Berge Empress Berge Emperor and her twin sister Berge Empress were supertankers built in 1975, in Japan, by Mitsui. Owned by Bergesen d.y. & Co., they were launched the same year. Berge Emperor served until 1986, while Berge Empress survived
|
en
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Zeymarine | Shipping, Protecting, Husbandry Agency Services
|
https://zeymarine.com/largest-oil-tankers-ever-built/
|
Here are the largest oil tankers the world has ever seen.
5. Berge Emperor and Berge Empress
Berge Emperor and her twin sister Berge Empress were supertankers built in 1975, in Japan, by Mitsui. Owned by Bergesen d.y. & Co., they were launched the same year. Berge Emperor served until 1986, while Berge Empress survived eight more years before she was also scrapped.
Berge Empress had a gross tonnage of 198,783, while Berge Emperor had 203,112. Add their length of 381.82 m (1,252.7 ft.), they were two of the largest oil tankers ever built.
4. Nai Superba and Nai Genova
The Nai Superba and her sister Nai Genova were Ultra Large Crude Carriers (ULCC) that were launched in 1978. They were built at Eriksbergs Mekaniska Verkstads AB shipyard in Goteborg, Sweden. They were among the last built at that facility before it closed in 1979 due to financial issues that had begun when Japanese shipyards began to exert a level of dominance within the industry.
Boosted by a steam engine, Nai Superba and Nai Genova had a gross tonnage of 198,783, a deadweight tonnage of 409,400, and a length of 381.81 m (1,253 feet). Their beam was just under 63.4 m (208 feet).
While they were originally known as oil ships, they also transported chemicals to ports around the world. Despite this versatility, they were sold multiple times between 1985 and 1997. After three more years of economic struggles, the sad decision to scrap them was made in 2000 (for Nai Genova) and 2001 (for Nai Superba).
3. ESSO Atlantic and ESSO Pacific
Esso Atlantic and Esso Pacific were two of only seven ships to surpass a half million tons deadweight in maritime history. Served between 1977 and 2002, they both approached a gross tonnage of 235,000 and 508,628 tonnes deadweight tonnage.
When plying the sea, these two ships of the Esso Atlantic class had a fully laden draft of 25.3 m (83 ft), which made it impossible for them to navigate the English Channel, the Suez Canal, or the Panama Canal when loaded up to capacity. They were 406.57 m (1,333.89 ft) in length and 31.22 m (102.43 ft) in depth.
They were renamed Katepan Giannis in 2002, when they were sold by Esso Eastern Marine Ltd., Bermuda, to Ceres Hellenic Shipping Ent. Ltd., Greece. They were both scrapped in August and September 2002 in Gadani Beach, Pakistan.
2. Batillus Class
Batillus, Bellamya, Pierre Guillaumat, and Prairial were the four Batillus-class supertankers built in France between 1976 and 1979. The class continued to serve until the final one (Prairial) was scrapped in 2003.
414.22 m (1,359 ft) in length, 35.92 m (117.8 ft) in depth, and with a laden draft of 28.5 m (94 ft), they were, at the time, the largest ships of any type ever constructed measured by gross tonnage. While there were minor differences between the four ships, they all approached a gross tonnage of 275,000 and 555,000 tonnes deadweight tonnage.
Unlike most other ULCCs, including the Seawise Giant, the Batillus-class vessels had twin screws, twin boilers of full size and power, and twin rudders. This allowed them to be more easily and safely operated than with a single propeller and a single boiler, in case of an emergency.
1. Seawise Giant
Seawise Giant was a ULCC supertanker that was the longest ship ever, built by Sumitomo Heavy Industries in Yokosuka, Kanagawa, Japan. Ordered in 1974 and delivered in 1979, Seawise Giant was later named Happy Giant, Jahre Viking, Knock Nevis, Oppama, and Mont, until her retirement in 2009.
Seawise Giant was sunk during the 1980–1988 Iran–Iraq War by an Iraqi Air Force attack while anchored off Larak Island, Iran on 14 May 1988. Shortly after the war ended, Norman International bought the shipwreck, salvaged and repaired it. The ship’s 36-tonne anchor was saved and donated to the Hong Kong Maritime Museum in 2010. The anchor, currently a monument, now resides next to a Hong Kong Government Dockyard building on Stonecutters Island.
485.45 m (1,504.10 ft) in length, 24.611 m (97.77 ft) in depth, and with a laden draft of 24.6 m (80.74 ft), it was incapable of navigating the English Channel, the Suez Canal, or the Panama Canal. Fully loaded, the displacement of the Seawise Giant was 657,019 tonnes, which made her possess the greatest deadweight tonnage ever recorded. According to her captain, S. K. Mohan, the ship could reach up to 16.5 knots (30.6 km/h) in good weather.
Bonus: TI-Class Supertankers
The four TI class of supertankers, TI Africa, TI Asia, TI Europe, and TI Oceania were constructed for shipping company Hellespont Group by Daewoo Shipbuilding & Marine Engineering in Okpo, South Korea, and entered service between March 2002 and April 2003. This makes them the first ULCCs to be built in 25 years.
Even though they couldn’t make the top 5 on our list (they rank 6th), unlike the other five, they are still in service, which means they are the largest oil tankers in the world currently. By displacement (of 67,591 tonnes light and 509,484 tonnes full load), deadweight tonnage (of 441,893), and gross tonnage (of 234,006), the TI class ships are smaller only than Pioneering Spirit, which is a crane ship.
In 2009 and 2010, TI Asia and TI Africa were converted into FSO vessels. In 2017, TI Europe was chartered by Statoil and converted to an FSO vessel. In 2019, it was announced that TI Oceania would be converted to an FSO vessel and moored off the coast of Singapore.
Related Articles
World’s Biggest Ports
Shipwrecks in 2020
World’s Largest Bulk Carriers
World’s Largest Cargo Ships
World’s Largest Container Ships
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dbpedia
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https://www.worldatlas.com/articles/the-longest-ships-ever-built.html
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en
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The Longest Ships Ever Built
|
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2017-03-08T10:41:00-05:00
|
With a length of 1,504.1 feet, the Oil tanker Seawise Giant is the longest ship ever built.
|
en
|
/nwa_assets/img/site/favicon.png
|
WorldAtlas
|
https://www.worldatlas.com/articles/the-longest-ships-ever-built.html
|
Many ships have been built over the ages including oil tankers, passenger ships, container ships, and other luxury ships (like the Titanic). Among them were the longest ships which included the Seawise Giant, Batillus, Esso Atlantic Esso Pacific, Barzan, Pioneering Spirit and Queen Mary among others. These ships have a great history and have helped in making strides within the shipping industry. The long ships encountered challenges such as taking too long to halt when at high speed and also great financing was needed for their maintenance. Nevertheless, they helped in driving the economies of their time.
1. The Seawise Giant
The Seawise Giant ship was an oil tanker which was 1504.1 feet long and 226 feet wide in size. It was twice the length of the famous Titanic ship and had a cargo capacity of just about 564,763 tons. The Seawise Giant ship traveled between the Middle East and the United States. It met its fate in the Iran-Iraq War in 1988 where it was bombed causing the largest ship ever built to sink to the bottom of the sea. At the end of the war, however, the shipwreck was bought by a Norwegian firm who repaired it and renamed it ‘Happy Giant.' By the time the Seawise Giant was broken up into pieces, it had acquired three other names: ‘Jahre Viking’s,' ‘Knock Nevis’ and ‘Mont.' It had also become inconvenient to keep it as it became difficult to sail and there were many changes in the oil market.
2. Batillus Class (4 ships)
The Batillus Ship was manufactured at a time when the world needed a transport medium for oil rather than depend on fixing pipes from one point to another. It was an oil tanker, which was 1359.0 feet long and had a tonnage of 553,662 deadweights. It had a speed of 16.7 knots and had 40 tanks built within it. The Batillus transported oil between the Persian Gulf and Northern Europe making a total of 30 voyages each year. However, between 1977 and 1980, the courses reduced to about 4 per year due to a depression in the oil market. Batillus made its last run in 1983 after which she was sold for less than US$ 8 million and scrapped in Taiwan in 1985.
3. Esso Atlantic And Esso Pacific
The Esso Atlantic and Esso Pacific were oil tankers just like the Batillus and the Seawise Giant ships. It was 1333.9 feet long and weighed about 508,628 deadweight tons when loaded to full capacity. They were owned by Esso International Shipping Company in the Bahamas and were later broken up in the year 2002.
4. Barzan
The Barzan is a container ship with a length of 1312 feet. It was built by Hyundai Samho, completed in 2015 and is currently in service. The Barzan has a weight of 199,714 tons which is only third of the weight of the Batillus and Seawise Giant ships. It is famous for its environmental friendliness as it has very low carbon emissions. Barzan cruises between Asia and Europe, mostly around North, Central and South China.
5. Pioneering Spirit
The Pioneering Spirit is a crane vessel which was built in-house by DSME shipyard in Korea. It is 1253 feet long and has two other barges built on it called the Iron Lady and the Bumblebee. The ship engages in offshore operations which involve complementing lift systems, removing topsides and straddling platforms. This ship is an inspiration of Pieter Schelte Heerema who was a pioneer of heavy lifting.
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dbpedia
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https://www.fotw.info/flags/us~hfexx.html
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en
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House Flags of U.S. Shipping Companies: ExxonMobil
|
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ExxonMobil Corporation (and its corporate predecessors)
Throughout its history, this company has owned one of the largest tanker fleets in the world. It was founded in 1882 as the Standard Oil Company of New Jersey, which was later the most important of the components into which John D. Rockefeller's Standard Oil Trust was broken in 1911. The name Exxon was adopted in 1972. The company was renamed Exxon Shipping Company (1982-93) and its predecessor, Marine Department of Exxon Company USA. Both used the Exxon House Flag. From 1993 to present, the company is SeaRiver Maritime, Inc.
Joe McMillan, 11 October 2001; Maurice Gordon, 10 October 2003
The companies that came about after the Standard Oil breakup were:
Standard Oil Company of New York (Socony) serving Maine, New Hampshire, Vermont, Massachusetts, Rhode Island, Connecticut, and New York.
Atlantic Refining (Atlantic) - Pennsylvania and Delaware.
Standard Oil of New Jersey (Jersey Standard a.k.a. "Standard") - operating in New Jersey, Maryland, D.C., Virginia, West. Virginia, North Carolina, and South Carolina.
Standard Oil of Ohio (The Standard Oil Company a.k.a. Sohio) in Ohio.
Standard Oil of Kentucky (Kyso) - Kentucky, Georgia, Florida, Alabama, and Mississippi.
Standard Oil of Indiana (Stanolind) - Indiana, Michigan, Illinois, Wisconsin, Minnesota, North Dakota, South Dakota, Iowa, Kansas and northern Missouri.
Standard Oil Company of Louisiana (Stanocola) - eastern Louisiana (New Orleans and vicinity) and Tennessee.
Waters-Pierce - southern Missouri, western Louisiana, Arkansas, Oklahoma, and Texas, purchased by Sinclair (1930).
Standard Oil of Nebraska - Nebraska.
Continental Oil Company (Conoco) - Idaho, Montana, Wyoming, Utah, Colorado, and New Mexico.
Standard Oil of California (Socal) - Washington, Oregon, Arizona, California and the territories of Alaska and Hawaii.
Phil Nelson, 20 October 2003
Standard Oil Co.
image by Joe McMillan
Standard Oil Co. The earliest flag I have found for this company was simply white with a blue "S."
Source: Wedge (1926)
Joe McMillan, 9 October 2001
The simple answer to this one appears to be that Wedge (1926) made a mistake in Brown's Flags and Funnels (1926), repeated 1929, in reversing the flag colours. In Brown 1934 it is corrected to show blue with a white "S", i.e. it is the flag of Standard Oil Company of New York. Browns show it under the names of Standard Oil Co. and Standard Transportation Co., both domiciled New York, which is confusing with Standard Oil Co. of New Jersey also based there.
Neale Rosanoski, 6 November 2003
Standard Shipping Co.
image by Joe McMillan
Standard Shipping Co.
The Standard Shipping Company was created as a separate subsidiary in 1927 but reabsorbed into the parent company in 1934 as the Marine Department of Standard Oil of NJ. The flag shown in National Geographic (1934) is white with a red design of a circle and stripes in red with the name "Standard" superimposed.
National Geographic (1934); Talbot-Booth (1937) attributes this flag to Standard Vacuum Transportation Co., a joint venture of Standard of New Jersey and Socony-Vacuum.
Joe McMillan, 9 October 2001
Talbot-Booth in Ships & The Sea 1936 shows the flag with a notation that "it now has a 'V' incorporated". However this appears to be a rather sweeping statement being in line with the basic design but not with the colouring of the resultant Stanvac flags. The reabsorption back into Standard Oil Co. of New Jersey in 1933 would appear to be related to the formation of the joint venture Standard-Vacuum Oil Co. in that year but going by information on the Exxon website this venture only operated in the Asia-Pacific region and it seems that there was independent operations continuing in other parts of the world and this explains the continued showing of Standard Oil Co. of New Jersey by Talbot-Booth in Merchant Ships 1942 & 1944. Unfortunately he does not show a flag but does give the funnel markings as being those of the old Standard Shipping Co.
Neale Rosanoski, 6 November 2003
Esso Standard Oil Co.(?)
image by Joe McMillan
Esso Standard Oil Co., New York
"Esso" came to be used as a trade name based on the phonetic spelling of the initials of the company, "S.O." Talbot-Booth says the flag was changed to this pattern, divided diagonally red and blue with a white S on the center, in 1938, but also states incorrectly that Standard Oil Co. of NJ was controlled by Standard Oil Company of California . This may therefore properly be a flag of SoCal. As of 1949, Esso had 61 tankers under U.S. flag for a total of 607,000 grt, plus foreign flag holdings.
Source: Talbot-Booth (1937)
Joe McMillan, 9 October 2001
Talbot-Booth (1937) appears to have got confused with the connection between the various split offs of the old Standard Oil Trust in 1911 (not surprising seeing that there were 34 in the initial spin off according to the Exxon site) and going by the reference he makes in his 1949 Merchant Ships the quote is "controlled by the Standard Oil Co. of California" i.e. "of California" is a domicile and not part of the name [and of course incorrect]. Certainly Standard Oil of California are not connected by any other source that I have seen. It is actually the flag of Standard Oil Co. of New Jersey being shown by Brown 1929 to 1943 with Loughran (1979) giving it as the pre WW2 flag. However Talbot-Booth may be partly correct in alleging that it was adopted in 1938 as it could have been readopted. I would imagine that the flag of Standard Shipping Co. would have been used at sea from 1927 and possibly continued after 1933 but with its similarity to the Stanvac flags it would not surprise if they reverted to their original flag and its continued use is indicated by the other sources.
Neale Rosanoski, 6 November 2003
Standard Oil of New Jersey (Esso)
image by Joe McMillan
The Esso Shipping Company constituted as separate entity in 1950; reabsorbed by the parent company in 1958. Esso changed its name to Exxon Corporation in 1972; the shipping arm was designated Exxon Shipping in the late 1970s. As far as I can determine, all of the tankers in the Exxon fleet (as opposed to those still under the Mobil flag) are under flags of convenience.
Sources: Stewart (1953), US Navy's 1961 H.O.
Joe McMillan, 9 October 2001
Esso was used as the trade name from pre-WW2 and with its world wide associations the adoption as a name for its international shipping company network is not surprising (until of course the problem of oil spillages caused oil companies to look for anonymity). The flag appears to date from the post-WW2 formation of the Esso Group and I cannot find any source which shows it under the Standard Oil name. However this comment may only apply to the USA operations as the logo is given for the funnels of vessels of Standard Transportation Co. Ltd. of Hong Kong pre-WW2 which may indicate that a flag was also used outside of the USA although in 1949 Talbot-Booth shows the Esso funnel mark with diagonal biband flag shown under Esso Standard Oil Co. (?) for the American company Esso Standard Oil Co. so the adoption of the flag internationally may not have occurred earlier. The parent company appear to have retained the Standard Oil Co. of New Jersey name, with the shipping and possibly other areas operating as "Esso", until the change to Exxon in 1972 with this brand name only relating to USA and the rest of the world still using the "Esso" name and brand. Some of the American shipping subsidiaries also then retained the Esso name e.g. Esso Tankers Inc., which were still shown in the mid 1980s. Most of the international companies used this flag as well and continued to do so.
Neale Rosanoski, 6 November 2003
Exxon Mobil Corporation
image by Jarig Bakker, 17 September 2005
Merger completed 30.11.1999 according to the Exxon website. Exxon Corporation itself is shown by Loughran (1979) as having a white flag with within a narrow black frame the red stylized legend "EXXON" with a thick blue underline [see E206 attached] with later editions of Brown showing a horizontal biband of white and blue with the white taking � the field and bearing the red stylized "EXXON".
Neale Rosanoski, 6 November 2003
ExxonMobil Corporation (and its Mobil corporate predecessors)
The other half of the ExxonMobil combine, the former Mobil Corporation and its predecessors, plus an earlier joint venture between Standard of NJ and Standard of NY, foreshadowed Exxon by about half a century or so.
Standard Oil Company of New York
image by Joe McMillan
Standard Oil Company of New York
The Standard Oil Company of New York was a unit of the Standard Oil Trust and one of the major components into which the Trust was broken in 1911. The first house flag was plain blue with a white "S" (Lloyds 1912 shows the "S" with serifs, later sources without; Talbot-Booth 1937 labels this flag "Standard Shipping Co."
Sources: Lloyd's 1912, Talbot-Booth (1937), www.steamship.net (no longer available)
Joe McMillan, 11 October 2001
Sources vary with their portrayal of the "S". In 1931 the company, with its initials producing "Socony", merged into Socony-Vacuum Oil Co. Apparently its shipping activities went through Standard Transportation Co. Talbot-Booth's confusion with the Standard Group appears to be in action here as by 1942 he refers to this company in respect of the Socony activities whilst the noted 1937 reference, Standard Shipping Co., are given in relationship with Standard Oil Co. of New Jersey. According to Loughran 1979 the flag continued in use until 1944.
Neale Rosanoski, 6 November 2003
Socony-Vacuum Oil Co.
image by Joe McMillan
Socony-Vacuum Oil Co, New York (Sources: Brown's Flags & Funnels (1951), Stewart (1953)
According to www.steamship.net (no longer available) this white swallowtail with blue edges and a red Pegasus was used from the 1930s to 1966 (but see below). The Pegasus trademark came to the company from Vacuum Oil, which merged with Socony in 1931. In 1949, when this flag was in use, Socony-Vacuum had 20 tankers in service under the US flag for a total of 198,000 gross tons, plus another ten ships and 61,000 gross tons under the UK flag.
Joe McMillan, 11 October 2001
I recall Mobil as a renaming of the Socony-Vacuum Oil company (perhaps in the 1950s?). Socony is an acronym for Standard Oil Company of New York, a product of the break-up of the Standard Oil Company of Rockefeller parentage.
Albert S. Kirsch, 19 October 2003
In 1955 the name was changed to Socony Mobil Oil Co. Talbot-Booth (1937) shows the flag as shown but other sources show a tapered swallowtail. According to the Exxon website the Pegasus actually comes from the days of the Standard Oil Trust having originated in the late 19th century when used by several members of the Standard Oil Trust. In 1911, after the breakup of the Trust, Vacuum Oil Co. registered a white Pegasus for use as a trademark in South Africa whilst in 1920 Standard Oil Co. of New York started using a red Pegasus in Japan and Indonesia. With their merger a new red Pegasus was designed, being used from 1954 with the newly adopted "Mobil" logo and then in 1965 the Pegasus was redesigned with bolder lines and with the direction changed i.e. facing the fly of a flag. The flag shown here may have been a shore flag for service stations etc as opposed to the tapered version for at sea where it is first recorded as being used by the "Shabonee" 30.8.1944. Despite the 1955 name change the flag did not change until 1957.
Neale Rosanoski, 6 November 2003
Socony Mobil Oil Co.
image by Joe McMillan
Socony Mobil Oil Co, New York
At some point in the 1950s, Socony-Vacuum Oil Co. dropped the name "Vacuum" (but kept the Pegasus) and added "Mobil," which had originated as a trade name for lubricating oils. It also added a stylized wing-like device under the Pegasus in the flag.
Source: US Navy's 1961 H.O.
Joe McMillan, 11 October 2001
Pegasus came into use for the Standard Oil Trust in the 1800s and has been "redesigned" several times. Vacuum Oil of South Africa first used it after Standard Oil was split. Pegasus has been redesigned several times over the years, going from a white outline to the more familiar all-red version.
Source: Mobil & Pegasus: Timeline
Phil Nelson, 19 October 2003
I have a photo of an actual flag which shows a shallow fork. The device under the Pegasus has been given as a heavily stylized "V" and the last reminder of the Vacuum Oil Co.
Neale Rosanoski, 6 November 2003
image by Ant�nio Martins-Tuv�lkin, 10 May 2010
From a postcard collection: 11.2.2: Socony Mobil Oil Co. Inc.
Postcard #11, 2nd row, 2nd flag of the collection reads "Socony Mobile Oil Co. Inc." and shows a very dark blue over white triband, with the white area much larger and divided with arched, not straight lines (arches bowing away from the center of the flag, but not concentrically), charged on its center with a red Pegasus rearing on a heavily stylized red "V". The Pegasus depiction matches the one for Mobil Shipping and Transportation Co., i.e., hind legs both bent inwards not the left one bent downwards, while the wide "V" makes it more like the post-1957 flag of Socony Mobil Oil Co.
Ant�nio Martins-Tuv�lkin, 10 May 2010
A scan from the said postcard collection shows that the top blue band is in fact straight and not curved with the apparent curve resulting from the portrayal of the flag images as slightly flapping so that the "inner" curve is matched by the "outer" curve. The straightening of the upper band then makes it more in line, apart from not being a swallowtail, with Joe's image above this one. Going by the funnel colours shown on the postcard it is the livery which Loughran (1979) states as applying 1957-1964 but both he and US Navy 1961 show the flag as swallowtailed. I enclose a scan of an actual flag which shows that the tail was very shallow and could be mistaken if working from an actual flying flag. I found it interesting that the postcard collection labeled it "Socony Mobile Oil Co. Inc." and then searching that version to find "Mobile" does seem to have been an alternative spelling and indeed possibly still existing with a firm of that name noted for Waterbury CT.
Neale Rosanoski, 6 February 2011
Mobil Shipping and Transportation Co.
image by Ant�nio Martins-Tuv�lkin
Mobil Shipping and Transportation Co.
The name was eventually changed to Mobil Corporation. According to Lloyd's Maritime Directory for 2001, Mobil Shipping & Transportation seems to have retained its separate identity within ExxonMobil, so this flag may still be in use.
Joe McMillan, 11 October 2001
According to Loughran (1979) this is a shore flag used at service stations with a swallowtail for the shipping with such a version adopted 6/1967 and first flown by "Mobilgas" 1.11.1967. Subsequent sources though show the Pegasus once again facing to hoist.
Neale Rosanoski, 6 November 2003
Detail of emblem
image by Ant�nio Martins-Tuv�lkin
Standard-Vacuum Oil Co.
images by Joe McMillan
Standard-Vacuum Oil Co.
Standard-Vacuum (STANVAC) was a joint venture of Standard of New Jersey and Socony-Vacuum in the Far East, pairing Socony's marketing network in China with Standard of New Jersey's production capabilities in the Dutch East Indies (Indonesia). It was established in 1931 and somehow seems to have survived World War II. The flag followed the basic pattern of Standard of New Jersey flags of the time, the name flanked by bars above and below, all superimposed on a circle. However, the STANVAC flag had the colors reversed (red letters with blue design) and added a "V" for "Vacuum" to the circle.
Source: Wedge (1951)
Stewart (1953) shows a slightly different design, with the word "STANVAC" replacing "STANDARD" and the "V" omitted.
Joe McMillan, 11 October 2001
According to the Exxon website this venture lasted until 1962 although the company still appeared in Lloyds after this e.g. 1966-7 shows them c/- Esso International Inc. with a vessel having as "Esso" name in place of the previous "Stanvac". For both these flags sources actually show a normal circular ring effect rather than the elongated version shown here. Loughran (1979) appears to have his information in reverse for the 2 flags as he states that the 2nd came first with the other coming into use by the 1950s. The first version is therefore the likely one meant for his comment "that there were reports from the inter-war years for use by Standard-Vacuum Transportation Co. of New York, London and Hong Kong", which probably indicates the name under which their shipping interests operated. This fits with Talbot-Booth in 1936 noting for Standard Shipping Co. that a "V" had been added. However Brown 1943 and Loughran both show the horizontal lines on this flag as being red with Brown 1951 changing to blue as shown here.
Neale Rosanoski, 6 November 2003
History of Exxon and Predecessors
Our pages on the shipping flags of oil companies for the US has some information on the flags of the companies that emerged from the Standard Oil Company, established in 1870 by John D. Rockefeller and Henry Flagler. The break-up of the Trust in 1911 resulted in the company being divided into 34 parts, of which five were later liquidated. Many of the remaining parts have been significant in the oil industry and the flags of the companies and their predecessors are shown in various locations at FOTW. This simple piece attempts to put together the relationships that developed since the 1911 break-up and particularly in the field in the last 10 years.
Chevron/Texaco
Chevron began as the Pacific Oil Company in 1879 before being purchased by Standard Oil Co. and consolidated with other western US operations to create Standard Oil Company (California). In 1911 it became an independent company Standard Oil Company of California (Socal) and merged with Pacific Oil in 1926. During the 1920s and 1930s it created or acquired interest in Bahrain Petroleum Corp and the California-Arabia Standard Oil Company (Casoc). Texaco would later purchase half interest in these companies and in 1936 Caltex Oil Co was formed as a joint venture between Socal and Texaco. In 1961, Socal purchased Standard Oil of Kentucky, and in 1984 purchased Gulf Oil Corporation, with the change of name to Chevron Corp. Texaco was acquired in a merger in 2001.
Gulf Oil Corp. was founded in 1907 when Gulf Refining Co. and J. M. Guffey Petroleum Co. were reorganized into a single company.
Texaco was founded in 1897 as the Texas Fuels Company and later the Texas Oil Company. It first began using its trademark Texaco in 1906. In the 1950s and 1960s it started an aggressive takeover plan which saw it purchase Regent Oil of the UK, the Paragon group, White Fuel Corporation and Superior Oil (Venezuela). In 1984 it purchased Getty Oil and formed Star Enterprise with Saudi Refining Inc. The 1990s saw it purchase Monterey Resources, a California gas and oil company and founded a joint venture with Norsk Hydro to create Hydro Texaco, a marketing arm in Scandinavia. It engaged in a variety of joint ventures
in 1998 in the mid-east.
Exxon/Mobil
Both Exxon and Mobil go back to Standard Oil. Mobil can date its origin to the formation of the Vacuum Oil Company and Standard Oil of New York, predating the 1911 dissolution of the trust.
Standard Oil of New York (Socony) would purchase over the years interest or in whole Magnolia Petroleum Co., General Petroleum Corps of California and White Eagle Oil and Refining. Vacuum Oil would purchase Waldhams Oil Corp and White Star Refining Co. Socony purchased all Vacuum Oil in 1931 and changed the name of the company to Socony-Vacuum Corp. It participated in joint ventures with in the mid-east, including Aramco and Iranian Oil Participants Ltd. In 1955 the company name was changed to Socony-Mobil Oil Company and in 1966 to Mobil Oil Corp. In 1985 it purchased Superior Oil and would merge with Exxon in 2001.
Exxon was formed in 1882 as the Standard Oil Company of New Jersey and in 1999 it had established Anglo-American Oil Co to market in the British Isles (later Esso Petroleum Co.; Anglo-American was apparently split as a separate company in 1911, but reacquired in 1930). In 1898 it acquired Imperial Oil Limited of Canada and interests in the Turkish Petroleum Company, later known as Iraq Petroleum Co. In 1911 Humble Oil Company was formed and in 1919 Standard Jersey became the majority partner, purchasing the balance of the company in 1959. With Socony-Vacuum it established Stanvac to control common interests in the mid-east. It became a partner with Socony-Vacuum, Socal and Texaco in Aramco in 1948 and with numerous other companies in Iran Oil Participants Ltd. In 1960 it began to market under the name Esso. The 1960s were a period of growth as Standard Jersey would purchase Monterrey Oil and Honolulu Oil. In 1972, the name was changed to Exxon.
Amoco
Originally Amoco was the Standard Oil Company of Indiana. In 1925 it purchased Pan American Petroleum and Transport Company although the company did not formally merge until 1954 to become American Oil Company (Amoco). The company has created joint ventures with Iran (Iranian Oil Consortium) and the UAE (Amoco Sharjah Oil Company). The company is presently a part of British Petroleum (circa 2001).
According to a chart from Chevron, Amoco also either acquired or merged with Standard Oil of Nebraska and Standard Oil of Kansas.
ARCO
ARCO began operations in 1866 as Atlantic Petroleum Storage Company and became part of Standard Oil in 1874. In 1911 it became independent of the Standard Oil Trust. In 1963 Atlantic purchased Hondo Oil and Gas.
Richfield Oil began operations in 1905 and although it went into receivership in 1931 it emerged in 1936. Atlantic and Richfield merged in 1966 to create the Atlantic Richfield company (ARCO) and in 1969 the company acquired Sinclair Oil Corp (founded in 1905, Sinclair had previously merged with Prairie Oil and Gas Companies, another Standard Oil Company). ARCO is now a part of British Petroleum.
Marathon Oil
Formed in 1887 as the Ohio Oil Company, it purchased Transcontinental Oil Co., giving it access to the Marathon Brand and logos. In 1962 the company was renamed Marathon Oil Company. It was acquired by US Steel Corporation (USX) in 1982. Marathon moved its headquarters to Houston TX in 1990. (Note: the Chevron Chart shows Ohio Oil separate from Standard Oil of Ohio (Sohio), which operated under the brand names Sohio and Boron. Sohio would be purchased by BP from 1978 to full control in 1987 and would run the company under the BP logo).
Phil Nelson, 20 October 2003
Exxon Mobil today
image by Eugene Ipavec, 27 March 2006
The Exxon Mobil corporation uses a white flag with its name in red--I saw it on a deep-water drilling ship in a TV documentary.
Eugene Ipavec, 27 March 2006
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2013-11-24T17:00:52+00:00
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Anyone know anything about cable laying ships? Such as TYCO ? or any other company? time on/off, pay, life aboard, stability ? any info would be great !!!
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https://global.discourse-cdn.com/business6/uploads/gcaptain_maritime_forum/optimized/2X/8/82b62723d1dee425f6ec069e95a71f12aaa9b4b6_2_32x32.ico
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https://forum.gcaptain.com/t/cable-laying-ship-companies/11518
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During the last Two America’s Cup series in NZ a cable ship was on station to handle any issues with the transpacific cable. Presumably to make sure the tycoons in their super yachts could continue to have uninterrupted access to their portfolios.
I was invited for drinks on a British flag vessel and it was like stepping back in time. A steward was behind the bar slicing lemons for the gin and tonics.
With vacation pay the 3rd Mate wage is just over 15k a month. If you have a DP cert they pay $21.23 a day extra. I’m sure there are better paying deep sea jobs out there but they are at least in the ball park of what I’ve made on MM&P and MEBA contracts up on the Great Lakes. I’m glad it’s not one of those 5k a month AMO contracts. My friend did it for while. Cool port calls when they were working and a great deck crew of Filipino ABs. They were working 75 on 75 off.
I think this dumpster fire Jones Act Specialty Vessel Bla Bla Bla has been touched on in the past in a couple other gCaptain ratholes.
OCS GoM is a hotbed for this stuff. Wondering if this will become a problem on the East Coast too. Big John and Brave tern did a good job with the liftboat shuttles for the RI windfarms.
What I really want to know is when Aeolus will be building all these Cadillac Wind Vessels? Will AMO try and get a hand in it?
I’ve never had a port call 20 minutes from home.
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https://monitor.noaa.gov/shipwrecks/
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Monitor National Marine Sanctuary
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Shipwrecks
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North Carolina Shipwrecks
North Carolina's waters have entombed thousands of vessels and countless mariners who lost a desperate struggle against the forces of war, piracy and nature. The rich maritime heritage of coastal North Carolina runs deep with a vast array of shipwrecks. While the area is well known for shipwrecks dating from the Age of North American exploration to present day, the most prominent collection of shipwrecks and time period represented is from World War II's Battle of the Atlantic. This area off North Carolina's coast is where the war came home to the continental United States.
Since 2008, NOAA and its partners, with the assistance of local divers, avocational researchers, and the fishing community, have worked to document these shipwrecks. Click on the links below and learn more about each ship.
To learn more about how NOAA works to preserve our nationâs maritime heritage, download the free curriculum guide Maritime Archaeology: Discovering and Exploring Shipwrecks.
Read an overview of North Carolina's maritime cultural landscape and learn more about existing laws that protect our cultural heritage.
World War I
June 2018 marked the start of the 100th anniversary of World War I off the North Carolina coast. To honor the anniversary and the men who fought and died during World War I off our shore, Monitor National Marine Sanctuary actively conducts research on World War I and the ships that sank off our coast. Visit our World War I webpage to learn the history, discover the shipwrecks, and visit often as new data and images are added. If you want to dive a little deeper, click here to read the full document, The Enemy in Home Waters—How World War I Came Home to North Carolina.
Download a free curriculum guide, World War I: Discovering and Exploring the Great War off the North Carolina Coast for students in grades 6-12.
Click here to request more information on these shipwrecks or future maritime heritage projects.
World War II
From January through July of 1942, German U-boats sank ships off the American east coast with relative impunity. This American Theatre of World War II was the closest area of conflict to the continental United States. This complex naval battlefield stretched from New England into the Gulf of Mexico, but the area off Cape Hatteras, North Carolina, emerged as a strategic hotspot for this activity and the resulting concentration of shipwrecks is unparalleled in the nation. In just three years, from 1942 to 1945, 90 ships were lost off North Carolina alone as a result of this action. The result is an amazing collection of 78 merchant tankers and freighters, eight Allied warships, and four German U-boats resting on the seabed as a memorial to this history and to the sacrifice of Allied servicemen and the U.S. Merchant Marine in World War II. Explore each shipwreck to learn more about World War II off the North Carolina Coast.
Download a free curriculum guide, Battle of the Atlantic: Discovering and Exploring When the War Came Home, for students in grades 6-12.
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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
|
en
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https://dimensionofstuff.com/longest-oil-tankers-in-the-world/
|
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.classnk.or.jp/hp/en/hp_news.aspx%3Fid%3D11043%26type%3Dpress_release%26layout%3D1
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en
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ClassNK
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Unable to locate page
We're sorry, but the page you have requested was not found.
The page may have been removed, its name may have changed, or access may be temporarily disabled.
Please try to open the Home Page or the Site Map to look for links to the information you are looking for.
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https://link.springer.com/content/pdf/10.1057/9780230233539_7
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Family Shipping Businesses
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[
"Ioannis Theotokas",
"Gelina Harlaftis"
] |
2009-08-11T00:00:00
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This part is mainly based on data drawn from interviews carried out between March and September 2003. Moreover, information has been drawn from the database created for the scope of this book (Pontoporeia, 1945–2000), which includes records of 25,000...
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/oscar-static/img/favicons/darwin/apple-touch-icon-92e819bf8a.png
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SpringerLink
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https://link.springer.com/chapter/10.1057/9780230233539_7
|
This part is mainly based on data drawn from interviews carried out between March and September 2003. Moreover, information has been drawn from the database created for the scope of this book (Pontoporeia, 1945–2000), which includes records of 25,000 Greek-owned ships. Furthermore, information has been drawn from the shipping press of the second half of the 20th century, as well as from books and other published material. For most of the traditional shipowning families data were drawn from the Ploto and Pontoporeia, studies of Greek shipping companies for the period from the end of the 18th century to the eve of the Second World War (Harlaftis et al., 2002; Harlaftis and Vlassopulos, 2004, hereafter referred to in the text as Ploto and Pontoporeia respectively). The research presented in this book covers the period from 1945 until 2003.
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http://ocyaniqueprofessionals.blogspot.com/2012/04/list-of-worlds-longest-ships-size.html
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ocyaniqueprofessionals: LIST OF WORLDS LARGEST SHIPS
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LIST OF WORLD'S LONGEST SHIPS Size comparison between five of the longest ships of their type The world's longest ships are l...
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http://ocyaniqueprofessionals.blogspot.com/favicon.ico
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http://ocyaniqueprofessionals.blogspot.com/2012/04/list-of-worlds-longest-ships-size.html
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LIST OF WORLD'S LONGEST SHIPS
Size comparison between five of the longest ships of their type
The world's longest ships are listed according to their overall length (LOA), which is the maximum length of the vessel measured between the extreme points in fore and aft. In addition the ships' deadweight tonnage (DWT) and gross tonnage (GT) are presented as they are often used to describe the size of a vessel.
To keep the size of the list reasonable only oil tankers and container ships over 370 metres (1,210 ft) in length and ships of other types with the maximum length over 350 metres (1,150 ft), with the exception of those in the comparison picture, are included in the list. Sister ships and ships of the same class are listed individually. Of ships under construction only vessels with given names and delivery dates in the near future are listed, excluding e.g. the 400-metre (1,300 ft) Maersk Triple E class.
This is an incomplete list, which may never be able to satisfy particular standards for completeness. You can help by expanding it with reliably sourced entries.
Name Type Length DWT GT/GRT In service Status Notes Ref
Seawise Giant Oil tanker 458.46 m (1,504.1 ft) 564,650 DWT 260,851 GT 1979–2009 Broken up Seawise Giant became the longest and largest ship by deadweight tonnage after lengthening. [1]
Pierre Guillaumat Oil tanker 414.23 m (1,359.0 ft) 555,051 DWT 274,838 GT 1977–1983 Broken up Pierre Guillaumat was the longest and largest ship by deadweight tonnage ever laid down. [2]
Batillus Oil tanker 414.22 m (1,359.0 ft) 553,662 DWT 273,550 GT 1976–1985 Broken up [3]
Bellamya Oil tanker 414.22 m (1,359.0 ft) 553,662 DWT 274,268 GT 1976–1986 Broken up [4]
Prairial Oil tanker 414.22 m (1,359.0 ft) 555,046 DWT 274,826 GT 1979–2003 Broken up [5]
Esso Atlantic Oil tanker 406.57 m (1,333.9 ft) 516,891 DWT 247,160 GT 1977–2002 Broken up [6]
Esso Pacific Oil tanker 406.57 m (1,333.9 ft) 516,421 DWT 247,160 GT 1977–2002 Broken up [7]
Emma Mærsk Container ship 397.71 m (1,304.8 ft) 158,200 DWT 170,794 GT 2006– In service Mærsk E class container ships are the longest ships currently in service and largest container ships ever built by container capacity. They will be superseded by 400-metre (1,300 ft) Mærsk Triple E class in 2014. [8]
Estelle Mærsk 2006– In service [9]
Eleonora Mærsk 2007– In service [10]
Evelyn Mærsk 2007– In service [11]
Ebba Mærsk 2007– In service [12]
Elly Mærsk 2007– In service [13]
Edith Mærsk 2007– In service [14]
Eugen Mærsk 2008– In service [15]
Nai Superba Oil tanker 381.92 m (1,253.0 ft) 409,400 DWT 198,783 GT 1978–2001 Broken up [16]
Nai Genova Oil tanker 381.92 m (1,253.0 ft) 402,932 DWT 188,947 GT 1978–2000 Broken up [17]
Berge Emperor Oil tanker 381.82 m (1,252.7 ft) 423,697 DWT 203,110 GT 1975–1986 Broken up [18]
Berge Empress Oil tanker 381.82 m (1,252.7 ft) 423,697 DWT 211,359 GT 1976–2004 Broken up [19]
FSO Africa FSO 380.00 m (1,246.72 ft) 441,655 DWT 234,006 GT 2002– In service TI class supertankers are the largest ships currently in service by deadweight tonnage. Two ships have been converted to floating storage and offloading (FSO) units. [20]
FSO Asia FSO 441,893 DWT 2002– In service [21]
TI Europe Oil tanker 441,561 DWT 2002– In service [22]
TI Oceania Oil tanker 441,585 DWT 2003– In service [23]
Globtik Tokyo Oil tanker 378.88 m (1,243.0 ft) 483,684 DWT 238,232 GT 1973–1986 Broken up [24]
Globtik London Oil tanker 378.88 m (1,243.0 ft) 483,960 DWT 238,207 GT 1973–1985 Broken up [25]
Nissei Maru Oil tanker 378.85 m (1,242.9 ft) 484,276 DWT 234,287 GT 1975–2003 Broken up [26]
Burmah Endeavour Oil tanker 378.42 m (1,241.5 ft) 457,841 DWT 231,629 GT 1977–2003 Broken up [27]
Burmah Enterprise Oil tanker 378.41 m (1,241.5 ft) 457,924 DWT 231,629 GT 1978–2003 Broken up [28]
Esso Mediterranean Oil tanker 378.39 m (1,241.4 ft) 457,062 DWT 218,447 GT 1977–2002 Broken up [29]
Esso Caribbean Oil tanker 378.39 m (1,241.4 ft) 456,368 DWT 218,447 GT 1976–2002 Broken up [30]
Coraggio Oil tanker 378.04 m (1,240.3 ft) 423,798 DWT 205,960 GT 1976–1985 Broken up [31]
Hilda Knutsen Oil tanker 378.01 m (1,240.2 ft) 423,638 DWT 203,966 GT 1975–2001 Broken up [32]
Robinson Oil tanker 378.01 m (1,240.2 ft) 410,590 DWT 203,043 GT 1976–2001 Broken up [33]
Hemland Oil tanker 378.01 m (1,240.2 ft) 372,217 DWT 176,053 GT 1974–1987 Broken up [34]
Esso Deutschland Oil tanker 378.00 m (1,240.16 ft) 421,678 DWT 203,860 GT 1976–2003 Broken up [35]
Titus Oil tanker 373.54 m (1,225.5 ft) 379,999 DWT 163,810 GT 1976–1999 Broken up [36]
Esso Madrid Oil tanker 373.52 m (1,225.5 ft) 388,118 DWT 173,086 GT 1976–2002 Broken up [37]
Esso Le Havre Oil tanker 373.52 m (1,225.5 ft) 375,868 DWT 173,086 GT 1977–2002 Broken up [38]
Jarmada Oil tanker 373.52 m (1,225.5 ft) 379,999 DWT 188,098 GT 1976–2008 Broken up [39]
Kristine Mærsk Oil tanker 370.47 m (1,215.5 ft) 336,107 DWT 167,204 GT 1974–1994 Broken up [40]
Katrine Mærsk Oil tanker 370.47 m (1,215.5 ft) 333,750 DWT 167,204 GT 1974–2000 Broken up [41]
Karoline Mærsk Oil tanker 370.47 m (1,215.5 ft) 339,308 DWT 167,207 GT 1976–1999 Broken up [42]
Karen Mærsk Oil tanker 370.47 m (1,215.5 ft) 337,816 DWT 159,147 GT 1977–2000 Broken up [43]
Karama Mærsk Oil tanker 370.47 m (1,215.5 ft) 337,733 DWT 167,727 GT 1977–2001 Broken up [44]
Kate Mærsk Oil tanker 370.45 m (1,215.4 ft) 339,205 DWT 167,207 GT 1976–1999 Broken up [45]
Kirsten Mærsk Oil tanker 370.45 m (1,215.4 ft) 339,001 DWT 167,207 GT 1975–1999 Broken up [46]
Bonn Oil tanker 370.24 m (1,214.7 ft) 392,607 DWT 188,668 GT 1976–1986 Broken up [47]
World Giant Oil tanker 370.24 m (1,214.7 ft) 392,841 DWT 177,045 GT 1976–1994 Broken up [48]
Ioannis Colocotronis Oil tanker 370.23 m (1,214.7 ft) 386,613 DWT 176,008 GRT 1976–2000 Broken up [49]
Bremen Oil tanker 370.23 m (1,214.7 ft) 392,982 DWT 176,070 GT 1975–1996 Broken up [50]
Shat-Alarab Oil tanker 370.23 m (1,214.7 ft) 392,627 DWT 177,045 GT 1975–1985 Broken up [51]
Wahran Oil tanker 370.23 m (1,214.7 ft) 392,627 DWT 177,045 GT 1977–1985 Broken up [52]
Vale Brasil Bulk carrier 362 m (1,188 ft) 402,347 DWT 198,980 GT 2011– In service [53]
Vale Italia 400,000 DWT 2011– In service [54]
Vale Rio de Janeiro 402,303 DWT 2011– In service [55]
Vale Beijing Bulk carrier 361 m (1,184 ft) 374,400 DWT 200,000 GT 2011– In service [56]
Berge Everest Bulk carrier 360.97 m (1,184.3 ft) 388,133 DWT 195,199 GT 2011– In service [57]
Vale China Bulk carrier 360 m (1,180 ft) 400,606 DWT 201,384 GT 2011– In service [58]
Oasis of the Seas Passenger ship 360 m (1,180 ft) 15,000 DWT 225,282 GT 2009– In service Oasis class cruise ships are the longest and largest passenger ships ever built by gross tonnage and passenger capacity. [59]
Allure of the Seas 19,750 DWT 2010– In service [60]
Queen Mary 2 Passenger ship 345 m (1,132 ft) 19,189 DWT 151,400 GT 2003– In service [61][62]
Berge Stahl Bulk carrier 343 m (1,125 ft) 364,767 DWT 175,720 GT 1986– In service Berge Stahl was the longest and largest bulk carrier by deadweight tonnage in 1986–2011. [63]
USS Enterprise Aircraft carrier 342 m (1,122 ft) 1961– In service [64]
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Energy, Oil & Gas issue 125 October 2015
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2015-10-08T08:22:25+00:00
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The latest edition of Energy, Oil & Gas
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en
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/favicon.ico
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Issuu
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https://issuu.com/schofieldpublishingltd/docs/energy_oil_and_gas_issue_125_octobe
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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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Does Japan firm’s Korean forced labour payout set an example? ‘Hitachi Zosen is betraying the nation’
|
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[
"Japan",
"South Korea",
"Hitachi Zosen",
"forced labour",
"payout",
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[
"Julian Ryall"
] |
2024-01-04T14:05:44+08:00
|
Critics say Osaka-based industrial and engineering firm Hitachi Zosen’s depositing of funds earmarked for compensation with a Korean court breaks with Japan’s position on the issue and sets a bad precedent.
|
en
|
https://assets-v2.i-scmp.com/production/favicon.ico
|
South China Morning Post
|
https://www.scmp.com/week-asia/politics/article/3247238/does-japan-firms-korean-forced-labour-payout-set-example-hitachi-zosen-betraying-nation
|
Advertisement
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Does Japan firm’s Korean forced labour payout set an example? ‘Hitachi Zosen is betraying the nation’
Critics say Hitachi Zosen’s depositing of funds earmarked for forced labour compensation with a Korean court breaks with Japan’s position on the issue
Tokyo continues to instruct Japanese companies not to compensate claimants – even if it one day means the seizure of their assets in South Korea
A major Japanese company has been accused of “betraying the nation” after transferring funds earmarked as compensation for a victim of forced labour to a South Korean court, in defiance of a government directive.
Hitachi Zosen Corp, an Osaka-based industrial and engineering firm, lost a compensation lawsuit in 2019 brought by an unnamed former labourer who was requisitioned during Japan’s colonial control of the Korean peninsula, between 1910 and the end of World War II in 1945.
The company, which was set up in 1881, built a variety of ships for the Japanese military immediately before and during the war, including minesweepers, landing craft and transport submarines.
After losing the case, Hitachi Zosen deposited about 6.6 million yen (US$46,230) with the court, the Yomiuri newspaper reported, as a security to prevent the seizure and liquidation of company assets in South Korea to compensate the former labourer – even though appeals were ongoing.
South Korean’s Supreme Court last week upheld the lower court’s ruling and ordered Hitachi Zosen to pay the plaintiff 50 million won (US$38,150). With all legal challenges now exhausted, the plaintiff has indicated that he intends to collect the funds soon, his lawyer said.
The top court also recently ordered two more Japanese companies – Mitsubishi Heavy Industries Ltd and Nippon Steel Corp – to compensate workers for forced labour, after turning down their appeals.
Korean courts have previously ruled that the assets of Japanese companies can be seized to compensate former forced labourers, but Hitachi Zosen is the only company known to have transferred funds. This is despite the Japanese government repeatedly stating that the Korean courts were ruling in contravention of a 1965 treaty that normalised diplomatic relations between the two countries and saw Tokyo pay US$500 million in compensation to Seoul for its decades of often brutal colonial occupation.
Japan has consistently asserted that the lump sum covered all claims against the country or its companies, but Korean courts have ruled that individuals do have the legal right to sue firms that employed them as forced labourers.
Since Yoon Suk-yeol became South Korea’s president in May 2022, bilateral relations have improved dramatically and the two governments have held talks on the creation of a foundation that would accept voluntary donations from Japanese and Korean companies to be disbursed to former labourers.
But the proposal has been rejected by former forced labourers and their supporters in South Korea, who say the redress should be made by the Japanese companies directly and be accompanied by a clear apology for their suffering.
02:53
South Korea, instead of Japanese firms, to compensate families of WWII forced labour victims
South Korea, instead of Japanese firms, to compensate families of WWII forced labour victims
The Japanese government continues to instruct domestic companies not to provide compensation to claimants, even if it means their property and assets in South Korea are seized and liquidated. Though this has yet to happen, if it did it would likely cause another major rift between the two countries.
Critics of the Korean courts’ rulings say Hitachi Zosen’s decision to transfer funds weakens Japan’s position and sets a bad precedent for other companies.
“It appears that Hitachi Zosen has gone against the government’s directions and this can only be bad for other companies as it’s a precedent that is negative for their cases,” said Yoichi Shimada, a conservative academic at Fukui Prefectural University.
“If this is accurate, then Hitachi Zosen is betraying the nation, the government and the other companies.”
After the initial court rulings, a number of firms had considered paying the Korean plaintiffs to protect their business interests in South Korea, Shimada said, but the government intervened to convince them to resist the demands.
“Hitachi Zosen has broken that unity and that betrayal is deeply regrettable,” he said.
The Korean courts were packed with left-leaning judges appointed by former President Moon Jae-in, Shimada claimed, adding that if Japanese firms’ assets were ordered to be sold for compensation then Tokyo “will have no choice but to retaliate by imposing some sanctions on Korea”.
In South Korea, the reaction has been more positive, with Kim Sang-woo, a former politician with the left-leaning South Korean Congress for New Politics and now a board member at the Kim Dae-jung Peace Foundation, calling the court’s decision a step forward.
“It’s good to hear that the courts are making their own judgments in these cases rather than being pressured into a decision by their own government or another government,” he said.
“I think Yoon really is trying to resolve this issue, but Japan is not doing so much to help the situation … That may be because Prime Minister [Fumio] Kishida is under so much pressure from every quarter that he can’t afford to upset anyone any more.”
|
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| 80
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https://asia.nikkei.com/Business/Transportation/Japan-s-NYK-becomes-national-champion-for-next-gen-shipbuilding
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en
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Japan's NYK becomes national champion for next-gen shipbuilding
|
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[
"Staff"
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2024-05-01T19:36:06+00:00
|
TOKYO -- Plans for a using a novel type of energy transport ship were announced on April 24, not one that hauls oil or natural gas, but a ve
|
en
|
/apple-touch-icon-144x144.png?ez
|
Nikkei Asia
|
https://asia.nikkei.com/Business/Transportation/Japan-s-NYK-becomes-national-champion-for-next-gen-shipbuilding
|
TOKYO -- Plans for a using a novel type of energy transport ship were announced on April 24, not one that hauls oil or natural gas, but a vessel that transports electricity in batteries.
Tokyo-based startup PowerX announced the memorandum of understanding with TEPCO Power Grid and the city of Yokohama on using PowerX's "battery tanker" to transport electricity from an offshore wind farm to the Yokohama waterfront, where it will be linked to the power grid.
|
||||
1857
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dbpedia
|
2
| 35
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https://currentaffairs.adda247.com/largest-ship-in-the-world/
|
en
|
Largest Ship in the World as of August 2024, List of Top-10
|
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[
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2024-08-03T12:05:00
|
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.
|
en
|
adda247
|
https://currentaffairs.adda247.com/largest-ship-in-the-world/
|
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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3
| 96
|
https://shipandbunker.com/news/apac/310469-japanese-engine-firm-falsified-fuel-efficiency-data-for-1366-ships
|
en
|
Japanese Engine Firm Falsified Fuel-Efficiency Data for 1,366 Ships
|
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This is the second data-falsification scandal hitting a Japanese engine manufacturer this year.
|
/favicon.ico?.v.630
|
Ship & Bunker
|
https://shipandbunker.com/news/apac/310469-japanese-engine-firm-falsified-fuel-efficiency-data-for-1366-ships
|
Japanese engine manufacturer Hitachi Zosen has said that it falsified fuel-efficiency data for 1,366 marine engines over the past 25 years.
After an internal investigation of its subsidiaries, Hitachi Zosen Marine Engine and IMEX, the company found that 950 marine engines produced by the former and 416 by the latter had an inaccurate fuel consumption rate recorded for customers in shop trial tests, it said in a statement on its website last week. The investigation went back to 1999.
"On April 24, 2024, the Ministry of Land, Infrastructure, Transport and Tourism Maritime Bureau issued a reminder to marine engine manufacturers about the importance of thoroughly complying with environmental and safety regulations related to the manufacturing of marine engines and the need for proper business operations," the company said in the statement.
"In response, Hitachi Zosen Marine Engine and IMEX immediately initiated an internal investigation.
"As a result, it was confirmed that there were inappropriate conducts on the 'fuel consumption rate' (inappropriate rewriting of data) recorded in the 'test results of shop trial' submitted to our customers at the shop trial test witnessed by the customer.
"Specifically, the usage of a program which displays a fuel consumption value different from the actual value was confirmed.
"Possible impact on the calculation of 'NOx emission' was confirmed as well.
"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 customerʼs specification and to reduce data variability."
|
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1857
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dbpedia
|
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| 7
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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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Ships Monthly October 2023 (Digital)
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DiscountMags.com
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https://www.discountmags.com/magazine/ships-monthly-october-1-2023-digital
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$6.35
This is a gift
$6.35
About Ships Monthly
Ships Monthly is the world’s number one shipping magazine and Britain’s best-selling monthly magazine for ship lovers. Read by seafarers and enthusiasts all over the world, it contains a unique mix of shipping and maritime news, broken down by ship type, with sections focussing on ferries, cruise ships, warships, preserved vessels, tugs and cargo ships. The features, written by experts in their field, cover ships old and new, historic shipping companies and their vessels, modern cruise liners and passenger ferries, warships and naval vessels, profiles of docks and harbours in the UK and around the world, and personal accounts of voyages on ships round the world. Every issue contains an interview with the captain of a ship. In addition to the latest happenings in the shipping industry, the Ship of the Month feature goes behind the scenes on a significant ship to give readers an all-round insight into the world of ships and shipping.
The number of issues included in a magazine subscription (frequency) is subject to change without notice. Additional double issues may be published, which count as 2 issues. Applicable sales tax will be added. Offer void in Vermont. Magazine covers are used for illustrative purposes only and you may not receive a copy of the particular issue depicted. Your subscription will include the most recent issue once your subscription begins. Magazine covers are the property of the publisher. This site is not officially affiliated with, associated with, or endorsed by Ships Monthly or the publisher.
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https://www.wikiwand.com/en/SS_Esso_Maracaibo
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SS Esso Maracaibo
|
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Esso Maracaibo was a tanker of the Creole Petroleum Corporation. She was the second ship of that enterprise to bear that name, the first one having been USS Nar...
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en
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https://www.wikiwand.com/en/articles/SS_Esso_Maracaibo
|
Esso Maracaibo was a tanker of the Creole Petroleum Corporation (a subsidiary of Standard Oil Corporation of New Jersey). She was the second ship of that enterprise to bear that name, the first one having been USSNarraguagas. Its purpose was to transport crude oil between Lake Maracaibo and Aruba. It made international headlines on 6 April 1964, when it rammed the General Rafael Urdaneta Bridge, causing two spans of it to collapse.[4]
Quick Facts History, Venezuela ...
History Venezuela Name
Esso Maracaibo (1959–1976)
Lagoven Maracaibo (1976–1985)
Owner
Creole Petroleum Corp (1959–1976)
Lagoven S.A. (1976–1985)
RouteMaracaibo-San Nicolaas BuilderHitachi Zosen, Innoshima Cost$ 7,000,000 Yard number3824 Launched23 February 1959 CompletedJuly 1959 CommissionedJuly 1959 Maiden voyage26 July 1959–18 August 1959 RenamedLagoven Maracaibo (1976) Refit1964, repairs, and new section added Stricken20 June 1985 Homeport Maracaibo IdentificationIMO number:5107891 FateScrapped June 1985, at National Ship Demolition, Kaohsiung NotesRammed General Rafael Urdaneta Bridge, 6 April 1964 General characteristics Class and typeEsso Maracaibo class TypeTanker Tonnage
24,727GRT (1959–1964)
24,088GRT (1964–1985)
35,601DWT (1959–1964)
40,925DWT (1964–1985)
Length
198.1 m (649 ft 11 in) (1959–1964)
212.2 m (696 ft 2 in) (1964–1985)
Beam27.7 m (90 ft 11 in) Draft11 m (36 ft) Installed powerSteam turbine, 12,500 hp (9,300 kW) PropulsionSingle screw Speed15 knots (28 km/h) Crew
50 (1959)[1][2]
42 (1964)[3]
Sensors and
processing systemsRadar, sonar
Close
Esso Maracaibo was one of four tankers built in 1959 for the Creole Petroleum Corporation at shipyards in Japan.[2][5] Like her sister Esso Caracas (yard no. 3825),[6] she was built at the Hitachi Zosen shipyard in Innoshima where she was launched on 23 February 1959.[7] Two other ships of the same class, Esso Amuay and Esso Caripito, were built by Mitsui Shipbuilding & Engineering.[8][9] At 24,727 GRT, with 30 tanks, built along classic lines with bulbous bow, bridge and officer's quarters located amidships, and engines, crew quarters and aft deckhouse located toward the stern, those oil tankers were typical in both size and design for their time.[10] They were equipped with modern navigational devices, radar and sonar, and air conditioning for the crew quarters.[1] While at $7,000,000 each, those ships were a substantial investment, they made up for that by being able to transport about three times as much crude oil per voyage as the biggest lake tanker of the company so far.[2]
Following outfitting, Esso Maracaibo entered service in July 1959,[7] to run the route between the ports of Maracaibo and San Nicolaas.[5] She arrived at Maracaibo on 18 August 1959 after a maiden voyage of 24 days, and then delivered 205,800 barrels (32,720 m3) of crude to the Lago refinery at Aruba on 21 August 1959. This was less than her maximum capacity of 296,000 barrels (47,100 m3), because the outer bar of the Lake Maracaibo channel only had a depth of 33.5 feet (10.2 m), before being dredged, while Esso Maracaibo had a summer draft of 36 feet (11 m), fully loaded.[1] In later years, the four big tankers of the Creole Petroleum Corporation moved 160,600,000 barrels (25,530,000 m3) of crude and other oil products to refineries on Aruba in a year.[11]
On 6 April 1964 Esso Maracaibo, carrying 236,000 barrels (37,500 m3) of crude oil, was on her way through the outlet of Lake Maracaibo when she lost her steering because of an electrical malfunction.[4] Unable to navigate, the ship first hit pier 31 of the General Rafael Urdaneta Bridge and then also crushed pier 32. This led to the collapse of a 259-metre (849 ft 9 in) long section of the bridge. Four cars fell to the sea, resulting in seven deaths.[lower-alpha 1] Parts of the bridge came down on the bow of the tanker, short of the superstructure, and oil leaked out, but the ship stayed afloat. Nobody of the 42 crew members was injured.[3]
During repairs, an additional section was added to Esso Maracaibo, bringing her length to 212.2 metres (696 ft 2 in) (203 m (666 ft) at the waterline) and increasing capacity to 40,925 DWT[10][7] (Fairplay magazine reported in 1985 27,695 GRT and 41,582 DWT).[12] She continued to transport crude for the Creole Petroleum Corporation, with a break in 1973, when she was in drydock and Greek tanker Dorias (94,000 DWT, 846 feet (258 m)) substituted for her.[13] In 1976, after Venezuela had nationalized the Venezuelan branch of the company, she was renamed Lagoven Maracaibo, but otherwise kept her service routine. In 1985, she was decommissioned, together with Dorias towed to Taiwan, and scrapped there.[14]
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https://www.ifs.com/news/cloud/hitachi-zosen-inova-selects-ifs-cloud
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Cleantech company Hitachi Zosen Inova selects IFS Cloud to support global transformation project
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IFS, the global cloud enterprise software company, today announced that global cleantech company Hitachi Zosen Inova has selected IFS Cloud.
|
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|
//www.ifs.com/news/cloud/hitachi-zosen-inova-selects-ifs-cloud
|
London, UK, September 13, 2022 – IFS, the global cloud enterprise software company, today announced that global cleantech company Hitachi Zosen Inova has selected IFS Cloud to support its mission-critical enterprise resource planning (ERP) processes.
Hitachi Zosen Inova operates in energy from waste and renewable gas. The company has their roots in Switzerland, where it was established in 1933. Since 2010 it has been part of the Hitachi Zosen Corporation, one of Japan’s largest industrial and engineering firms, and now has 1700 employees.
Sustainability is at the heart of Hitachi Zosen Inova’s operations – the company helps their clients recover useful materials contained in waste and dispose of non-recyclable waste hygienically and safely, generating renewable energy to reduce the use of raw materials and fossil fuels through state-of-the-art technologies that support modern and holistic waste management.
Hitachi Zosen Inova develops projects with their clients and draws on its experience as a general engineering, procurement and construction contractor to build and deliver complex turnkey plants and system solutions for thermal and biological energy-from-waste recovery, gas upgrading and power to gas. The company also offers comprehensive after-sales services for operators of existing plants and are expanding their business model to offer operation and maintenance of the plants they build.
To support their global transformation goals, Hitachi Zosen Inova selected IFS Cloud. A lack of transparency and visibility as well as inefficient and non-coherent work and reporting processes across the group didn’t support the company’s growth strategy and goal of becoming a key player in the global energy market. Hitachi Zosen Inova needed a project-centric ERP solution to replace their complex and fragmented system landscape (SAP and many small applications with different interfaces) and support the full project lifecycle of their operations, including bidding, design, procurement, finance, engineering, construction, services, manufacturing and logistics elements.
IFS Cloud will provide Hitachi Zosen Inova with a modern cloud-based platform, which will accelerate the company’s transformation and digitalization. With IFS’ cloud technology, Hitachi Zosen Inova will have complete end-to-end visibility and control. IFS’ extensive project management capabilities will support Hitachi Zosen Inova in realising their expansion strategy – entering new markets, expanding service offerings across operations and maintenance, and retrofitting projects that deliver complete customers satisfaction on time and on budget.
Finally, IFS Cloud’s unique industry functionality will enable Hitachi Zosen Inova to excel across all areas of the business, remove operational silos and connect teams to deliver best practice – all through the innovative user interface IFS Aurena. The IFS Cloud implementation will be supported by Arcwide and will be rolled out across 13 countries.
“We selected IFS Cloud to harmonize our global business operations, an important step in supporting our vision to be a key player in the global energy market. Having a single view of our data across the entire business enables us to get better operational visibility and thereby optimize our processes and support our growth strategy, as we can deliver more projects more efficiently”, says Gilles Burckel, Director Business Unit Controlling EfW at Hitachi Zosen Inova.
“We are delighted that Hitachi Zosen Inova has selected IFS Cloud for its OneERP Transformation Strategy. As a global organization it’s imperative that Hitachi Zosen Inova can simplify and streamline their operational processes to improve efficiency, project delivery and profitability. IFS understands the increasing demand for sustainable power sources and services and supports Hitachi Zosen Inova’s journey. We are happy to welcome Hitachi Zosen Inova into our hero customer program – which will see us working together to make the improbable possible”, says Vincent Carvalho, COO Northern and Central Europe at IFS.
About Hitachi Zosen Inova
Hitachi Zosen Inova (HZI) is a global cleantech company operating in energy from waste (EfW) and renewable gas. We develop projects with our clients and then draw on our experience as an engineering, procurement and construction contractor to deliver complex turnkey plants and system solutions. We also offer comprehensive, expert and reliable after-sales services for operators of existing plants. The proximity to our clients is important to us. That is why you will find us not only in Zurich, but wherever you need us. https://www.hz-inova.com/
About IFS
IFS develops and delivers cloud enterprise software for companies around the world who manufacture and distribute goods, build, and maintain assets, and manage service-focused operations. Within our single platform, our industry specific products are innately connected to a single data model and use embedded digital innovation so that our customers can be their best when it really matters to their customers—at the Moment of Service™️. The industry expertise of our people and of our growing ecosystem, together with a commitment to deliver value at every single step, has made IFS a recognized leader and the most recommended supplier in our sector. Our team of 5,000 employees every day live our values of agility, trustworthiness, and collaboration in how we support our 10,000+ customers. Learn more about how our enterprise software solutions can help your business today at ifs.com.
IFS Press Contacts:
EUROPE / MEA / APJ: Adam Gillbe
IFS, Director of Corporate & Executive Communications
Email: press@ifs.com
Phone: +44 7775 114 856
NORTH AMERICA / LATAM: Mairi Morgan
Corporate Communications
Email: press@ifs.com
Phone: +1 520 396 2155
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https://en.wikipedia.org/wiki/Category:Ships_built_by_Hitachi_Zosen_Corporation
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Category:Ships built by Hitachi Zosen Corporation
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https://finance.yahoo.com/quote/7004.T/
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Hitachi Zosen Corporation (7004.T) Stock Price, News, Quote & History
|
https://pinhole.finance.yahoo.com/chart/7004.T/__screenshot
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https://pinhole.finance.yahoo.com/chart/7004.T/__screenshot
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Find the latest Hitachi Zosen Corporation (7004.T) stock quote, history, news and other vital information to help you with your stock trading and investing.
|
en
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https://finance.yahoo.com/quote/7004.T/
|
Tokyo - Delayed Quote • JPY
Hitachi Zosen Corporation (7004.T)
964.00 +8.00 (+0.84%)
At close: 3:15 PM GMT+9
Previous Close 956.00
Open 949.00
Bid 964.00 x --
Ask 967.00 x --
Day's Range 948.00 - 969.00
52 Week Range 763.00 - 1,355.00
Volume 713,200
Avg. Volume 879,234
Market Cap (intraday) 162.454B
Beta (5Y Monthly) --
PE Ratio (TTM) 8.99
EPS (TTM) 107.26
Earnings Date Nov 4, 2024 - Nov 8, 2024
Forward Dividend & Yield 46.00 (4.81%)
Ex-Dividend Date Mar 28, 2025
1y Target Est 1,292.00
Hitachi Zosen Corporation design, constructs, and manufactures energy-from-waste plants, desalination plants, and water and sewage treatment plants in Japan and internationally. It operates through three segments: Environment, Machinery & Infrastructure, and Other. The company builds various water-related facilities, including sludge recycling centers and desalination plants, and energy-related facilities, including biomass plants, as well as engages in wind power generation. It also provides marine diesel engines, deck machinery for ships, process equipment, filter presses, industrial equipment, steel stacks, and spent nuclear fuel casks, as well as various types of precision machinery for electronics, semiconductor, food, and medical-related sectors; and engineering, procurement, construction, and after-sales services. In addition, the company engages in building, monitoring, maintenance, and repair of bridges and hydraulic gates for dams and rivers; developing shield tunneling machines for the construction of underground motorways and subway tracks, maintenance and earthquake protection systems for steel structures, electric discharge impulse crushing system, GPS comprehensive oceanographic monitoring systems, GPS remote monitoring systems, and flap-gate type seawalls against flood disaster due to tsunamis or storm surges. Further, it offers all-solid-state lithium-ion batteries and Zeolite Membrane Elements. Hitachi Zosen Corporation was founded in 1881 and is headquartered in Osaka, Japan.
www.hitachizosen.co.jp
12,148
Full Time Employees
March 31
Fiscal Year Ends
Industrials
Sector
Recent News: 7004.T
View More
All SEC Filings
Corporate Changes & Voting Matters
Periodic Financial Reports
Proxy Statements
Tender Offer/Acquisition Reports
Offering Registrations
Performance Overview: 7004.T
Trailing total returns as of 8/30/2024, which may include dividends or other distributions. Benchmark is .
YTD Return
7004.T
4.69%
Nikkei 225
15.49%
1-Year Return
7004.T
13.80%
Nikkei 225
19.53%
3-Year Return
7004.T
26.45%
Nikkei 225
39.07%
5-Year Return
7004.T
213.48%
Nikkei 225
86.66%
Compare To: 7004.T
Select to analyze similar companies using key performance metrics; select up to 4 stocks.
964.00
+0.84%
Mkt Cap JPY 162.454B
Industry Pollution & Treatment Controls
1,402.00
+3.09%
Mkt Cap JPY 24.892B
Industry Pollution & Treatment Controls
3,550.00
+1.28%
Mkt Cap JPY 27.037B
Industry Pollution & Treatment Controls
368.50
+2.36%
Mkt Cap TWD 24.947B
Industry Pollution & Treatment Controls
648.95
-3.52%
Mkt Cap INR 79.805B
Industry Pollution & Treatment Controls
35.36
+0.81%
Mkt Cap 2.947B
Industry Pollution & Treatment Controls
Statistics: 7004.T
View More
Valuation Measures
Market Cap
161.11B
Enterprise Value
180.94B
Trailing P/E
8.92
Forward P/E
--
PEG Ratio (5yr expected)
--
Price/Sales (ttm)
0.28
Price/Book (mrq)
0.99
Enterprise Value/Revenue
0.31
Enterprise Value/EBITDA
7.21
Financial Highlights
Profitability and Income Statement
Profit Margin
0.00%
Return on Assets (ttm)
3.43%
Return on Equity (ttm)
11.84%
Revenue (ttm)
574.93B
Net Income Avi to Common (ttm)
18.07B
Diluted EPS (ttm)
107.26
Balance Sheet and Cash Flow
Total Cash (mrq)
89.53B
Total Debt/Equity (mrq)
50.84%
Levered Free Cash Flow (ttm)
--
Research Analysis: 7004.T
View More
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5631.T The Japan Steel Works, Ltd.
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+2.44%
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https://military-history.fandom.com/wiki/SS_Marine_Sulphur_Queen
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SS Marine Sulphur Queen
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2024-07-29T22:27:06+00:00
|
SS Marine Sulphur Queen, T2 tanker ship converted to carrying molten sulphur, noted for its disappearance in 1963 near the southern coast of Florida, taking the lives of 39 crewmen. In the investigation, the Coast Guard determined that the ship was unsafe and not seaworthy, and never should have...
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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/SS_Marine_Sulphur_Queen
|
SS Marine Sulphur Queen, T2 tanker ship converted to carrying molten sulphur, noted for its disappearance in 1963 near the southern coast of Florida, taking the lives of 39 crewmen.
In the investigation, the Coast Guard determined that the ship was unsafe and not seaworthy, and never should have sailed. The final report suggested four causes of the disaster, all due to poor design and maintenance of the ship. The loss of the ship was the subject of lengthy litigation between the owner and families of the missing men.
Despite the clear cause of the disaster, an inaccurate and incomplete version of the ship's disappearance is often used to justify Bermuda Triangle conspiracies.
History[]
The vessel, originally named SS Esso New Haven, was built by Sun Shipbuilding and Dry Dock Company, Chester, Pennsylvania, in March 1944, one of many T2 tankers built to carry and transport oil. In 1960, she was placed in dry dock by Bethlehem Steel Company, Sparrows Point, Maryland, and converted to carrying a cargo of molten sulphur, and given a name change to Marine Sulphur Queen. In order to carry out the planned function of carrying molten sulphur, a continuous, independent tank 306 feet long, 30 feet 6 inches wide and 33 feet high was constructed out of the original holds, necessitating the removal of all transverse bulkheads in the original centerline tanks and modifying the internal structure; this tank in turn was divided into four smaller tanks internally. A void surrounded the tank on all sides, leaving a 2-foot clearance on the sides and bottom, with three feet left between the top and the ship's weather deck.[1] A steam system was installed throughout to maintain the molten sulphur at roughly 255 °F (124 °C).
The ship's last voyage began on 2 February 1963 out of Beaumont, Texas, with a cargo of sulphur weighing 15,260 tons. On 4 February, near Florida, an ordinary radio message was sent by a crewman, giving the position of the ship at 25°45' N, 86°W. The Marine Sulphur Queen was listed as missing on 6 February. A search of the Straits of Florida where the ship was believed to have gone down was called off after 19 days, after yielding life preservers and some debris, but no trace of the ship or the 39 men aboard her. At the time of her 4 February position, she was in rough, nearly-following seas of 16 feet, with northerly winds of 25–46 knots.[1]
Investigation[]
A Coast Guard investigation concluded several facts about the Marine Sulphur Queen which, by themselves, should have prevented the ship from going to sea at all. The most important were the incidents of fire beneath and along the sides of the four large sulphur tanks; according to former crewmen these fires were so common that ship's officers gave up sounding the fire alarm. On one occasion the ship sailed into a New Jersey harbor, off-loaded cargo, and sailed out with a fire still burning. When a fire was actually put out, the sulphur would puddle and cake around equipment, once shorting out a major electrical generator. Caked sulphur was also found in spaces below the tanks, due to many cracks in the structure.
The Coast Guard also noted that the T2 tanker class had a characteristic "weak back", meaning the keel would split at a point weakened by corrosion, usually around midships. Such a splitting had happened on several T2 tankers, and many were discovered during inspections to have hairline or larger fractures within the keel and on major frames. Companies who owned T2 tankers were ordered to pay attention to the keel when inspecting. Former crewmen also testified that corrosion was everywhere, mentioning inoperable temperature gauges, a ruptured steam coil, and worn packing around the screws. It was recorded that Marine Sulphur Queen was scheduled for a drydock inspection in January 1963, but it was postponed by the owners, who had complained that cargo deliveries were behind and they needed their ships to catch up. One new crewman, on reporting to the ship just before it sailed for the last time, turned to his wife and pronounced it "a floating garbage can."[2]
In the closing of the inquiry, it came as no surprise that the Coast Guard had this to say:
1. In view of the vast search operations conducted and the debris found and identified as coming from the MARINE SULPHUR QUEEN, the ship and her entire crew of 39 men are presumed to be lost.
2. Concurring with the Board, the vessel apparently was lost on 4 February 1963 on its approach to, or in the vicinity of, the Straits of Florida.
3. Further concurring with the Board, in the absence of survivors or physical remains of the ship, the exact cause of the loss of the MARINE SULPHUR QUEEN cannot be determined.
4. The Board considered many possibilities which may have caused the loss of the ship and rightly declined to assign any order of probability to these causes. In its conclusions the Board commented on the following possible causes:
a. An explosion may have occurred in the cargo tanks.
b. A complete failure of the vessel's hull girder may have caused it to break in two
c. The vessel may have capsized in synchronous rolling
d. A steam explosion may have occurred as the result of a rapid filling of the void space with water.
The record contains ample evidence to support the Board's suppositions.
The Coast Guard also recommended that no remaining T2 tanker be converted into a sulphur carrier without taking into consideration the structure of the ship as originally built. "First, the acceptability of any conversion must be considered on its individual merits, having regard for the existing condition of the vessel and the proposed cargo, route, and service. Secondly, the objection to the conversion of an existing T2 or another tanker of comparable age is associated with the probable condition of the vessel, particularly the cargo portion, due to age, as much as it is due to design considerations."[3]
Litigation[]
The loss of the ship was subject of a lawsuit filed within weeks of the sinking by relatives of the crew members seeking 2.5 million dollars in damages under two specific federal acts (the Jones Act, 46 U.S.C. § 688; and the Death on the High Seas Act, 46 U.S.C. § 761), based upon maritime laws regarding the unseaworthiness of a vessel. Marine Sulphur Transport Corporation (the owners of the ship), and Marine Transport Lines, Inc. (demise charterer) petitioned for exoneration or at least a limitation of liability. The amount of damages sought would grow to $20 million by 1969.
The United States Court of Appeals (2nd Circuit) concluded that:
the ship was not structurally sound as a result of the sulphur tank conversion;
the tank was centered too narrowly within the ship resulting in a high center of gravity, which meant that during a roll in heavy seas, it would take longer to recover.
the ship was not properly inspected nor maintained by the owners;
In its 25 April 1972 ruling the court denied the exoneration of the owners and found them liable in regard to the unseaworthiness of the ship. It awarded damages to the crew relatives, but denied them punitive damages; the reason for it, as stated in the Coast Guard report, was that no one knew how the ship was lost, and in the absence of the remains of the vessel, they could go no further:
"The wrongful death claimants therefore sustained their burden of proving unseaworthiness and there remained only the issue of whether or not one or more of the conditions of unseaworthiness or some other agency caused the disaster. The court found in explicit terms that 'no one knows how the ship was lost.' The resolution of the question of liability will, under the circumstances, be determined by the allocation of the burden of proof on the causation issue, the existence of a rebuttable presumption and whether or not that presumption has been met." [4]
Precedent[]
Nearly 20 years prior to the loss of the Marine Sulphur Queen, the United States General Accounting Office published a report titled TO INQUIRE INTO THE DESIGN METHODS OF CONSTRUCTION OF WELDED STEEL MERCHANT VESSELS, 15 July 1946, which was essentially a report of concern over civilian merchant ships, specifically T2 tankers, fracturing amidships at the keel. Even during World War II, the federal government was concerned over the large number of merchant ship casualties not resulting from combat, and investigation centered on possible shoddy construction.
A sister ship, SS Sylvia L. Ossa, went down in heavy seas east of Bermuda on 15 October 1976; all that was recovered was debris and a lifeboat in which the quick-release mechanism was still intact.
Bermuda Triangle connection[]
The loss of the ship and crew with no trace other than bits of debris placed it on the list of incidents in the Bermuda Triangle. Writers of the subject have placed this ship in every work, sometimes agreeing with the Coast Guard report, other times coming up with their own theories. Vincent Gaddis was the first writer to coin the name Bermuda Triangle in his article for Argosy Magazine in the February 1964 issue, and Marine Sulphur Queen was the first Triangle "victim" he mentioned, barely a year after the ship sank:
"With a crew of thirty-nine, the tanker Marine Sulphur Queen began its final voyage on 2 February 1963, from Beaumont, Texas, with a cargo of molten sulphur. Its destination was Norfolk, Virginia, but it actually sailed into the unknown..."[5]
Gaddis himself gave no theory as to the sinking, and ignored the many physical and personnel discrepancies cited by the Coast Guard. What he did was to reduce the loss of the ship to sailing "into the unknown", as did many writers after him. The effect was to leave an aura of mystery, and as such, many theories, some very outlandish, has been postulated to explain the disappearance of the ship.
The Sci-Fi Channel posted a summary of its program "The Bermuda Triangle: Startling New Secrets" on its website,[6] in which it said that all that was recovered was a lifeboat. The Coast Guard had listed all that was recovered and identified for its report, as well as assembling the items for public display during the inquiry, which was photographed. A lifeboat was not among the debris, nor was one recovered.
A 1977 episode of In Search Of discussed the Marine Sulphur Queen incident.
References[]
The following works on the Bermuda Triangle mention the Marine Sulphur Queen:
Bermuda Triangle article in Argosy Magazine, February 1964 [2]
Into the Bermuda Triangle: Pursuing the Truth Behind the World's Greatest Mystery, Gian J. Quasar
The Bermuda Triangle, Charles Berlitz (ISBN 0-385-04114-4)
The Bermuda Triangle Mystery Solved (1975). Lawrence David Kusche (ISBN 0-87975-971-2)
Limbo Of The Lost, John Wallace Spencer (ISBN 0-686-10658-X)
The Evidence for the Bermuda Triangle, (1984), David Group (ISBN 0-85030-413-X)
The Devil's Triangle, (1974), Richard Winer (ISBN 0553106880);
The Bermuda Triangle (1975) by Adi-Kent Thomas Jeffrey (ISBN 0446599611)
Newspapers[]
"Tanker Lost In Atlantic; 39 Aboard," Washington Post, 9 February 1963.
"Debris Sighted In Plane Search For Tanker Missing Off Florida," New York Times, 11 February 1963.
"2.5 Million Is Asked In Sea Disaster," Washington Post, 19 February 1963.
"Vanishing Of Ship Ruled A Mystery," New York Times, 14 April 1964.
"Families Of 39 Lost At Sea Begin $20-Million Suit Here," New York Times, 4 June 1969.
"10-Year Rift Over Lost Ship Near End," New York Times, 4 February 1973.
SS Sylvia L. Ossa
"Ship And 37 Vanish In Bermuda Triangle On Voyage To U.S.," New York Times, 18 October 1976.
"Ship Missing In Bermuda Triangle Now Presumed To Be Lost At Sea," New York Times, 19 October 1976.
"Distress Signal Heard From American Sailor Missing For 17 Days," New York Times, 31 October 1976.
[]
Marine Sulphur Queen litigation [3]
United States Coast Guard summary of findings [4]; * Official report [5]
Time Magazine article [6]
Page containing newspaper transcripts [7]
Diver's report on possible finding of the wreck in 2001 [8]
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Hitachi Zosen Corporation
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https://en.wikipedia.org/wiki/Hitachi_Zosen_Corporation
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Japanese engineering company
Hitachi Zosen Corporation (日立造船株式会社, Hitachi Zōsen Kabushiki-kaisha) is a major Japanese industrial and engineering corporation. It produces waste treatment plants, industrial plants, precision machinery, industrial machinery, steel mill process equipment, steel structures, construction machinery, tunnel boring machines, and power plants. Despite its name, Hitachi Zosen, of which the last word literally means shipbuilding, no longer builds ships, having spun off the business to Universal Shipbuilding Corporation in 2002, nor is it a keiretsu company of Hitachi any longer.
History
[edit]
Hitachi Zōsen's origins go back to April 1, 1881, when British entrepreneur Edward H. Hunter established Osaka Iron Works (大阪鉄工所, Ōsaka Tekkosho) in Osaka to develop the Japanese steel-making and shipbuilding industry. Hunter had come to Japan in 1865 and had established the Onohama Shipyard in Kobe before moving to Osaka and establishing a new shipyard at the junction of the Nakatsu and Aki rivers which could construct ships of under 1000 tons displacement. His first vessel, the Hatsumaru was launched in 1882.[1] Hunter intended to build a company which was completely self-sufficient, and also produced engines, boilers, bridges and irrigation equipment.
An additional facility was established downstream on the Aji river at Sakurajima in 1900 to handle construction of vessels larger than 1000 tons. The first oil tanker built in Japan, the 531-ton Tora maru was launched in 1908, for Standard Oil Company.[2]
Another shipyard was constructed at Innoshima, Hiroshima in 1911. Hunter changed his name to "Hanta" in 1915 after marrying a Japanese woman, and after transforming the company into a joint stock company, turned it over to his son, Ryutarō Hanta in 1915. The company continued to prosper, adding the Bingō Dockyard in 1919, Harada Shipbuilding Works in 1920, Hikojima Dockyard in 1924. Many of the iron bridges in Osaka and surrounding areas were designed and built by Osaka Iron Works. The company also began to expand into equipment for hydroelectric power plants in 1924.[3]
The company was re-organized in 1934, coming under the overall control of the Nissan zaibatsu, and was renamed as K.K. Nihon Sangyō Osaka Tekkoshō.[4]
While most of the lucrative contracts for naval warships for the Imperial Japanese Navy went to Osaka Iron Work’s competitors, the company did build a large number of smaller auxiliary vessels such as minesweepers, landing craft, transport submarines and was involved in the conversion of old merchant ships for military use. Hitachi Zōsen also built the Kumano Maru, a transport aircraft carrier, at its Innoshima works in 1945. During World War II, the Osaka Iron Works expanded by opening a new shipyard at Kanagawa and acquiring the existing Mukaishima shipyard in 1943. It also changed its name to Hitachi Zosen Corporation in 1943.
After the surrender of Japan at the end of World War II, under the SCAP's economic democratization policy (dissolution of the zaibatsu and large business enterprises), the company was spun out from Hitachi, Ltd. in 1947. Since then Hitachi Zōsen has been independent from Hitachi or the Nissan Group although it is still a member of the Shunko-kai and Shunko Kowa-kai.[5] Hitachi Zōsen quickly restarted operations as a builder of fishing vessels and coastal transports. By 1955, Hitachi Zōsen had emerged as one of the largest shipbuilders in Japan. The company also expanded into other markets. In 1957, as part of a technical cooperation with B&W Diesel in Denmark, Hitachi built the world’s largest diesel engine. It also completed its first turn-key overseas plant project with the completion of a chemical fertilizer plant for India in 1964. In the shipbuilding field, Hitachi began to specialize in ever larger sizes of oil tankers, pioneering in methods for computer assisted design and modular, automated construction techniques. Hitachi acquired another shipyard, Maizuru Heavy Industries, in 1971 and opened a new shipyard at Ariake in Kyushu in 1973.
However, the global oil crisis of 1973 with its consequent reduction in ship demand resulted in financial difficulties for the company. Hitachi Zōsen, with over 50% of its revenues from ships was hard hit by the cancellation in orders for supertankers and attempted to survive by turning to oil rigs, oil storage facilities, and steel structures, pipes and bridges. However, with rising material costs and losses due to fixed price contracts, high overhead and redundant facilities meant that the company had to restructure from the 1980s. By 1988, the company employed only 5,596 workers, down from 24,660 ten years earlier.[6]
The company also made strong efforts to diversify away from the shipbuilding roots, expanding especially into industrial and municipal waste disposal facilities. However, its boldest move was in October 2002, when it sold its shipbuilding operations to a new joint venture with NKK Corporation (now JFE Holdings) called Universal Shipbuilding Corporation (now called Japan Marine United).
In March 2021, Hitachi Zosen unveiled a solid-state battery with a capacity of 1000mAh, which the company reckoned is the world's highest in its kind.[7]
In February 2024, Japanese Secretary of State Yoko Kamikawa stated that a recent decision by the South Korean government to authorize the transfer of money from Hitatchi Zosen to a South Korean plaintiff who sued for compensation based on the issue of labor from the era of Japan's 1910 to 1945 colonial rule over the Korean Peninsula left the company at an "unreasonable disadvantage."[8] The compensation payment was based on a ruling from the South Korean Supreme Court in December 2023.[8]
Notes
[edit]
References
[edit]
Inkster, Ian (2001). Japanese Industrialisation: Historical and Cultural Perspectives. Routledge. ISBN 0-415-24444-7.
Lindberg, Michael (2001). Brown-, Green- and Blue-Water Fleets: The Influence of Geography on Naval Warfare, 1861 to the Present. Praeger Publishers. ISBN 0-275-96486-8.
Pederson, Jap P (2008). International Directory of Company Histories. St James Press. ISBN 978-1-55862-614-0.
Samuels, Richard J (1996). Rich Nation, Strong Army": National Security and the Technological Transformation of Japan. Cornell University Press. ISBN 0-8014-9994-1.
Official Website
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NYK, Hitachi Zosen to develop N2O reactor for ammonia-powered ship
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Japanese companies NYK and Hitachi Zosen Corporation have jointly proposed the development of N2O reactor for an ammonia-fueled ship.
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The South African
Military History Society
Die Suid-Afrikaanse Krygshistoriese Vereniging
THE "SAN BOATS" - EAGLE OIL AT WAR
by Captain Ivor C. Little
Address to SAMHS Jhb branch on 16 August 2007
My curtain raiser this evening is a simple story of bravery and courage of an order that those of us present here tonight would be hard put to imagine. There is spontaneous bravery, bravery under fire, and another type of bravery in which one knows that one is going to an almost inevitable and horrendous death but one goes anyway and of one's own free will. It can be compared with "martyrdom" but the people I am going to speak about would laugh at that notion. In their eyes they were simply "doing their job".
However, before going on to them it is necessary, as in all stories, to set the background.
The oil transportation business today bears little resemblance to that of the 1930s prior to World War II. Today refineries are sited all over the world and the crude oil used to feed them is carried in mammoth ships, known as "super tankers", from its source in the producing countries to those refineries in the consumer countries. Anybody who has watched, read or heard a news broadcast will confirm that these oil laden giants are almost impossible to sink. Simply put, crude oil floats and is not highly inflammable. Think back to the well-documented Torrey Canyon, Exxon Valdez and other well-known tanker disasters.
Before World War II refineries were almost exclusively positioned next to the source of the oil and in places such as Abadan in Iran, Curacao in the Netherlands Antilles and the Gulf of Mexico. From there the refined product, in the form of petrol, kerosene, diesel, aviation spirit etc., was carried by sea to the consumer.
Shipbuilding technology had reached its zenith in the Queen Mary and Normandie, mere tiddlers by today's standards, and the oil tankers engaged in carrying these refined cargoes were between eight and twelve thousand tons, tiny ships now but big for their time. They were also slow, averaging 10 to 12 knots, as they were used as floating storage tanks, heading, say, for "Land's End For Orders" which meant "head for the English Channel and when you get there we will divert you to wherever your cargo is needed". Thus one had a host of small tankers trundling slowly back and forth between the producing and consuming countries. To keep the flow constant, vast fleets of these ships were needed and firms such as Shell, BP and Esso had such fleets. As an example, Shell had a fleet of over 208 ocean going tankers when World War II erupted. This fleet consisted of three main divisions - Royal Dutch Shell, the Anglo-Saxon Petroleum Company (more commonly known as Shell Tankers) and Eagle Oil Shipping. There were also a vast number of independent tanker operators, but our story concerns the last named - Eagle Oil.
The Mexican Eagle Oil Company (Cia Mexicana de Petroleo El Aguila SA) was founded in 1900 by an Englishman, Weetman Pearson, the first Viscount Courdray, and taking its name from the national symbol of Mexico, grew to become one of Mexico's largest oil firms. In 1909 Mexican Eagle Oil became part of the Royal Dutch Shell Group, to prevent this valuable British asset falling under US control. It was registered as a Shell exploration company under the name of Aguila Oil. In 1911 it started shipping Mexican Oil in its own shipping fleet with the ships registered in London and all named in Spanish after Latin saints. These ships promptly became known to international seafarers as "the San Boats" and the large eagle appearing on their funnels as "the crucified budgie". By 1919 Mexico had become the worlds second largest oil producer and Porfirio Diaz, the Mexican president at the time, nationalised Aguila Oil. The fleet, under the British flag, escaped this fate, and became an independent subsidiary of the Anglo-Saxon Petroleum Company, being managed and run as a separate entity. At the start of World War II this fleet consisted of 24 ships, of which 16 were sunk and seven severely damaged.
As World War II recedes further into history and our judgement becomes less emotional and more focused on facts, it has become clear that, notwithstanding the glamour and daring of "The Battle of Britain" or the Pacific or North African Campaigns, it was "The Battle of the Atlantic" which was the dominating factor throughout that war. To quote Winston Churchill - "everything happening elsewhere, on land, at sea or in the air depended ultimately on its outcome". In order to survive, Britain, an island economy, had to import food, weapons, ammunition and most importantly, oil. Without aviation spirit brought in by tankers from overseas the Royal Air Force would have been grounded.
The Germans were fully aware that petroleum products were the life-blood of the fighting services and of Britain's industry and German surface raiders, aircraft and U-boats were instructed "tankers before everything else".
So much for the background. Think back now to where I started from. Imagine the officers and men manning a tanker in wartime. You load a cargo of 12 000 tons of aviation spirit, petrol or lube oil in some exotic clime and are now sitting on top of a potentially volcanic time bomb or giant cigarette lighter. The normal peace time regulations on those ships were no smoking on the upper deck or outside the accommodation, no hobnailed boots, no naked flames or welding and only brass tools to be used, such was the risk of fire. You are now faced with a 21-day voyage to Britain during which raiders, U-boats and aircraft are all waiting to intercept your convoy, in which you are the designated number one target. All it takes is a stray spark to blow your ship, and you with it, to smithereens or, worse still, to cause you an agonising death by incineration. And if you survive and arrive safely on the other side of "the pond", you have to turn around and come back and do it again and again until the war is finally over. But there is nothing forcing you to do it - Merchant Seamen were civilians and quite free to choose any other less dangerous occupation, yet these men and boys saw this as a job of being loyal to their company and in so doing set standards of courage, and more probably heroism, far beyond our own experience. In this respect the men manning the "San boats" set a particularly high standard, as the following examples will show.
Let us start with one of the more famous, the San Demetrio. Named after Saint Demetrius of Thessalonica who lived in 36 AD, she was a typical modern tanker of her time. Built by the Blythswood Shipbuilding Company at Scotstoun on the Clyde in 1938, she was 479 feet long and 61 feet wide, powered by a diesel engine which pushed her along at 12 knots and had a gross tonnage of 8 073 tons. Apart from her officers, her crew were all recruited from Barra in the Hebridian Islands.
In October 1940 she loaded 11 200 tons of aviation spirit in Galveston, Texas for Avonmouth in the UK. She joined convoy HX 84 in Halifax, Nova Scotia and the 38-ship convoy sailed from there on 28 October 1940. The convoy's sole escort was the armed merchant cruiser HMS Jervis Bay, a converted passenger liner that had been fitted with eight ancient 6" guns.
Marine diesel engines were still pretty crude in the 1930s and on the fourth day out the San Demetrio's diesel engine broke down. For 16 anxious hours she lay stopped and alone until repairs were completed and she set off again to catch up with the convoy. The tanker was now a "straggler" and easy pickings for any U-boat but her luck held, or so it seemed, for the convoy she rejoined on the evening of the 4th November was doomed to destruction by another cause.
The following afternoon, appropriately enough Guy Fawkes Day, in latitude 50 degrees 30' north and longitude 32' west, almost mid-Atlantic the convoy was intercepted and attacked by the German pocket battleship Admiral Scheer. HMS Jervis Bayimmediately turned to engage the enemy, who returned her fire. Before long the Jervis Bay, outgunned and outranged, was silenced and on fire and the Scheer now turned her attention to the rest of the convoy, which had taken this valuable time gained to scatter. As the San Demetrio steamed away from danger she came under fire and after numerous hits fierce fires broke out amidships and aft and because of the highly volatile nature of the cargo, Captain George Waite gave the order to abandon ship while they still could. The Scheer then switched her attention to other ships in the convoy.
All the San Demetrio's' crew managed to get away in two lifeboats that were soon separated as darkness fell. One, under the command of Captain Waite and carrying 26 survivors, was picked up later and the survivors landed at Newfoundland. The other boat, containing the Second Officer and Chief Engineer, plus amongst others an Apprentice (Cadet) named John Jones and Junior Engineer John Boyle, rowed as hard as they could to get to windward of the ship, which was leaking aviation spirit and seemed likely to explode at any minute.
After a long night of gunfire and pyrotechnics, daybreak of 6th November brought a full gale and a battle against swamping until late in the afternoon, when the wind and sea dropped and they saw a ship to windward of them, on fire and drifting down on them. It took them a while to realise that it was their own ship, the San Demetrio. They decided get closer and have a look, hoisting the lifeboat's sail and heading to cut the San Demetrio off, intending to re-board her. Arriving alongside her just as it was getting dark, they found that with the ship and lifeboat both rolling heavily and with heavy seas washing over the ship's decks, re-boarding would be a dangerous exercise, so they crossed to windward of the ship to wait for the next day.
At dawn on 7th November, the San Demetrio was about five miles to leeward. Sail was set and they were again close alongside at about noon. She was still on fire, but no one objected to re-boarding, which was soon successfully accomplished. Anything was better than remaining in the lifeboat, and it was obvious that further time spent in the boat was going to be a futile attempt to survive. They were only partially successful in recovering the lifeboat that was left hanging in the falls about two metres clear of the sea. From the boat it was seen that the ship was badly damaged; after boarding, the damage found was appalling. A shell had entered the port bow just above the waterline, exploded, and splinters had holed the collision bulkhead, resulting in the fore-hold making water, which was settling the vessel by the head. The bridge and all the midships accommodation was a mass of twisted steel, the main deck under the bridge structure was buckled with heat from the fire, which had been so intense that the brass and glass of the portholes had melted and fused, resembling icicles. Part of this mess was still burning. The main deck abaft the bridge had a number of splinter holes, and the aviation spirit cargo was flooding out from these as the ship rolled. All the after accommodation and decks on the port side had been destroyed and the area was still on fire. These fires were attacked with fire extinguishers and buckets to begin with, and with fire hoses when the Chief Engineer raised sufficient power to operate the pumps. The fires were extinguished in about five hours. It was now dark and as nothing further could be accomplished, watches were set for the night. Four cabins were intact and all enjoyed a few hours of luxurious sleep. The weather worsened during the night and the un-secured lifeboat was lost. The fire aft broke out again but was extinguished by the watch on deck.
Now that the lifeboat was gone they had no choice but to remain aboard. During the forenoon on 8fh November all hands were employed in plugging the splinter holes in the main deck and salvaging any food etc. remaining. They had ample potatoes and onions and a little condensed milk. The freezer was full of ready-cooked meat, thanks to the fire, but inedible as it was found to be contaminated by ammonia. During the afternoon the Chief Engineer announced that the engines were once again operable and that they could get under way.
The bridge and chartroom were completely destroyed and the after emergency steering wheel had been half shot away, but at least they could move even if they could not navigate. If they shaped a course to the west they were bound to make the coast of the USA or Canada and thus safety, but this would entail heading into the prevailing weather and, with the damage forrard, it was considered that the ship would probably sink. This left no alternative but to take the route Eastward through U-boat infested waters, hoping to reach the coast of Ireland or Scotland, running with the weather astern. Steering by the stars and "By guess and by God" they felt that they were bound to hit something between Narvik and Gibralter as long as they kept the wind astern. Moving eastward in heavy weather, the ship became very sluggish which they rectified by pumping cargo around. This continuing bad weather was having its effect on the damaged ship that was slowly coming apart and sinking, but had the benefit of causing such poor visibility that they were cloaked from the U-boat menace. On the morning of 13th November they sighted land which they hoped was Ireland but which could just as easily have been occupied France. In fact it was Scotland. They sighted a bay, entered and stayed there the night. Early on 14th November an aircraft flew overhead and soon a vessel approached which was the French tug Rene le Besnarais. The San Demetrio refused her aid and instead followed her towards the Clyde, being joined by HMS Arrow and Cyclops on the way. Further destroyers joined and continuous air cover was provided until the San Demetrio anchored at Port Barradyne on the Clyde. She then moved to Rothesay, where to the greatest satisfaction of all, and particularly the Chief Engineer, Mr Charles Pollard, was that they were able to discharge the valuable cargo through the ship's pipes and with her own pumping equipment, putting ashore 11 000 tons out of the original 11 200 loaded, an amazing achievement.
There are a few interesting sequels to this tale. Chief Engineer Charles Pollard was subsequently awarded the Lloyds' Medal for Bravery At Sea, as well as the Order of the British Empire (OBE). The Second Officer, who brought the ship home with the aid of a school atlas, Mr Hawkins, was awarded the OBE, as was Apprentice John Jones, both for meritorious service. The story so captured the imagination of the British public that a book titled "The Saga of the San Demetrio", written by F. Tennyson Jesse was published by Penguin Books in 1942 and made into a film titled "San Demetrio - London" in 1943. This latter was produced by Ealing Studios and directed by Charles Frend. It starred Walter Fitzgerald, Ralph McLane and Mervyn Johns as John Boyle, a Junior Engineer who was the only casualty of the sinking. He was injured in the original attack and died on the voyage home, being posthumously awarded the King's Medal for Bravery. The Technical Adviser for the film was Chief Engineer Pollard. The film is considered a classic war movie and is still available on the Internet.
All the above-named participants returned to sea and survived the war, Second Officer Hawkins enlisted in the RNR and served in rescue tugs in the North Atlantic, later becoming a London Trinity House pilot. Apprentice Jones attained command in the Shell fleet and retired in 1971. The 15 crew who brought the San Demetrio home were awarded 14 700 pounds to share between them, by Eagle Oil, as a salvage award. Hawkins got 2 000 pounds and 1 000 went to the estate of Joe Boyle. A 26 year old US volunteer for the RAF's Eagle Squadron who had taken passage in the ship also got 1 000 pounds, plus the ships tattered Red Ensign.
The San Demetrio was repaired and sent back to sea but was torpedoed by U404 under command of Otto von Bulow. The ship, which was under the command of Captain C. Vidot, OBE was part of convoy HX 178 and 80 miles east of Chesapeake Bay on 17th March 1942 when she was sunk. She went down with the loss of 16 men, including two DEMS gunners, out of her crew of 48. Captain Vidot survived.
Other ships were also horribly unlucky. The San Calisto was mined and sunk off Margate, the San Fernando was sunk by U-boat ace Kapitanleutnant Gunther Prien in U47, the San Alberto was lost in convoy and the San Victoria was lost with all hands on her maiden voyage, when she was torpedoed by U-155. The San Gerardo suffered a similar horrific loss of life when she was torpedoed by U-71, going down in three minutes with only two survivors from a crew of 57. By contrast, the San Elisio was simultaneously attacked by two U-boats, U-45 and U-156 over a period of two days. She had five torpedoes fired at her, of which three were hits. Her crew kept her afloat and brought her home without a single person being injured.
When the San Emilia was torpedoed in 1942 by the same U-Boat that sank the San Victoria, the U-155, the Master and most of the crew perished in the blazing tanker. A few, mostly badly burnt, and including an apprentice named Donald Clarke, managed to get away in a lifeboat. Most of the men were too badly injured to row but Clarke who was terribly burnt about the arms legs and face rowed uncomplainingly with the burnt flesh of his hands sticking to the oars. When he finally collapsed, his hands had so stuck to the oars that they had to be cut away with scissors, and it was revealed that for two hours he had been rowing with the bones of his hands. He died at noon the following day, having tried to raise the spirits of the crew by singing as he lay in the bottom of the boat. Six out of the crew of 46 survived and two were awarded the Lloyds Medal. Clarke was posthumously awarded the George Cross, one of only two earned by the Merchant Navy in World War II. This is the British civilian equivalent of the Victoria Cross and both were awarded to officers of Eagle Oil.
The other George Cross was earned in vastly different circumstances by Captain Dudley Mason, the youngest Master in the Eagle Oil fleet and whose ship gained a place in posterity in the film "Malta Story". This film was made by British Film Studios in 1953 and starred Jack Hawkins and Alec Guiness and I am sure that many of you must have seen it. The Eagle Oil ship in this movie was the tanker Ohio. She was launched in 1940 at the Sun Shipbuilding Yard in Chester, Pennsylvania, to the order of The Texas Company (Texaco) and was the largest tanker in the world at a gross tonnage of 9 263 tons and was 515 feet in length. Her Westinghouse turbines drove her at 16 knots, an unheard of speed for a tanker, and on trials she actually achieved 19 knots, about 30 miles per hour. For the first two years of her life she was engaged in the US coastal trade from Port Arthur in Texas to various East Coast ports such as Bayonne in New Jersey.
In 1942 the war in the Mediterranean was not going well for the Allies and grave doubts were being expressed over the continued retention of Malta in Allied hands. Convoys were not getting through and the island was close to starvation and surrender. There was also a critical shortage of oil and aviation spirit, as well as food and ammunition, and it was decided, mainly by Churchill, to mount an operation to be known as "Operation Pedestal". This would be an attempt to force a powerful and high-speed convoy through to Malta.
The British Admiralty had been extremely impressed by one of the Ohio's sister ships, the Kentucky and, as the British had no large tankers of a similar type, requested the US Shipping Board to make one of these Texaco tankers available. There was a lot of reluctance on the part of the Americans to send such a valuable ship to almost certain destruction, but it was eventually agreed to make the Ohio available. She was fitted with two anti-aircraft guns, a 5" aft and a 3" forrard, loaded with oil at Houston, Texas, and dispatched to Bowling on Clyde, carrying the first shipment of oil delivered to the UK by an American flag tanker during World War II. She was then transferred to the UK registry and taken over by Eagle Oil. Her new crew consisted of 77 men under the command of Captain Dudley Mason, an experienced Master of 39 years of age. Among her crew were 24 naval and army ratings to serve her guns, which were augmented by a 4Omm Bofors abaft the funnel and six 2Omm naval Oerlikons. Her engines were remounted on rubber bearings and all her steam pipes were supported by steel springs and baulks of timber, to prevent damage because of shock.
"Operation Pedestal" began in August 1942 when 14 merchant ships, including the Ohio, laden with 11 500 tons of kerosene and diesel fuel oils, sailed for Malta with a powerful naval escort. This is not the place to recount the subsequent travail of Convoy WS - 21S (Winston Special - 21 Southbound) that consisted of a covering force of 38 warships and 14 specially chosen merchantmen. Suffice to say that the enemy was waiting for them. Once past Gibraltar on 10th August 1942, the convoy was under continuous attack and on 12th August was attacked by 132 German and Italian aircraft. During the melee the Ohio was torpedoed amidships by the Italian submarine Axum and a huge pillar of flame leapt up to mast height, putting her out of control. Mason stopped engines and the crew set about putting out the burning kerosene bubbling up out of the fractured tanks. The steering gear and compasses were also out of action but the crew put out the fire and, steering from the emergency position aft, the Ohio set off again after the convoy but trailing well behind.
The ship had a gaping hole right through her middle but held together. She was promptly attacked by Stuka dive-bombers. She was bombed and machine-gunned but only one bomb did any damage, a near-miss that buckled the bow and flooded the forrard tank. Her crew fought back and a Junkers 87 was shot down, crashing into the Ohio's starboard side and exploding. Half a wing slammed into the bridge and a rain of aircraft parts showered the ship. Under continuous bombing and slamming near misses, including having to comb torpedo tracks, the ship was eventually brought to a stop when her boiler fires were blown out. The engineers got her going again after about 20 minutes and she now worked up to 16 knots in a dash for Malta. The attacks continued until eventually her engines became so badly damaged through shock and vibration that she could go no further. She was now a sitting duck and HMS Penn came alongside to take off her crew.
However, after consultation the Penn put up a tow rope but she was not powerful enough to tow the heavily laden tanker. Under the next wave of attacks, a Stuka was shot down by the Ohio, in the act of releasing its bomb that dropped smack bang into the previous torpedo hole and broke the Ohios' back. The plane ended up on the Ohio's foredeck, the towline snapped and the Penn was blown flat alongside the Ohio. Meanwhile, the remnants of the convoy had reached Malta, now only 45 miles away, and more and more British warships came to Ohios' aid. At the same time, enemy attacks intensified, jamming Ohio's rudder and wiping out part of her engine room. She was now sinking slowly, but in a moment of inspiration by the captain of HMS Penn, it was decided to lash the Penn alongside while HMS Bramham, another destroyer which had arrived on the scene, was also lashed to the opposite side of the Ohio and between them the two destroyers now set off carrying the Ohio at a steady five knots towards Malta. Close air support now also arrived from Malta but a last determined air attack buckled the Ohios' stern plates, forming a large hole. The Ohio's main deck was now almost awash but she was still afloat as the two destroyers hauled her bodily through a British minefield while the air cover, shore batteries and additional escorts scared off a prowling U-boat and a group of Italian E-boats. At the harbour entrance the destroyers handed over to the local harbour tugs and Ohio entered the Grand Harbour, to the tune of "Rule Britannia" played by a military band and the cheers of crowds of onlookers. Another race began to discharge the Ohio's cargo into the RFA Boxall, before she sank completely and with the Ohio sinking lower and lower she finally settled on the bottom as the last gallon left her and then broke completely in half. Captain Mason was awarded the George Cross for bringing his ship in and in 1946 the two halves of the Ohio were taken out to sea and sunk by naval gunfire.
Now if this were not an example of unmatched courage then I do not know what is! Working upon a burning, leaking, oversize Primus stove, which is also busy falling apart and sinking, and at the same time to be engaged in shooting down dive bombers, putting the fires out and keeping the engines going is not one's idea of a normal day in the life of a sailor!
There are other incidents I could elaborate on, such as the ordeal of the crew of the San Gaspar, who were attacked by sharks as they abandoned ship, but this is a curtain raiser and the main speaker for the evening is waiting in the wings so I must now close.
Eagle Oil Shipping lost two-thirds of its fleet to enemy action and suffered 314 casualties. It's officers and men garnered over 100 decorations, including two George Crosses, the civilian equivalent of the Victoria Cross. Those who lost their lives are commemorated at the Merchant Navy Memorial at Tower Hill in London where the names of the deceased among the "San-boat's" crews are also proudly displayed, among those others of the 24 000 Merchant Seamen who lost their lives in World War II and who have no known grave but the sea. Finally - the Eagle Oil fleet was absorbed into Shell Tankers as a result of a corporate re-shuffle in 1963, much to the consternation of both fleet crews, and the "San" names and "crucified budgie" both quietly faded away.
Return to Society's Home page
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http://www.historyofships.net/ship-facts/longest-ships-in-the-world/
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en
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List of Longest Ships in the World
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http://www.historyofships.net/favicon.ico
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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://insideclimatenews.org/news/25112015/exxon-deep-cuts-climate-change-research-budget-1980s-global-warming/
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Exxon Made Deep Cuts in Climate Research Budget in the 1980s
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2015-11-25T17:00:44+00:00
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Internal Exxon Corporation budget documents from the 1980s show that the oil giant sharply curtailed its ambitious program of innovative climate research in those years, chopping well over half from its annual budget for internal investigations into how carbon dioxide emissions from fossil fuels would affect the planet. Facing a budget crunch and sensing that […]
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Inside Climate News
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https://insideclimatenews.org/news/25112015/exxon-deep-cuts-climate-change-research-budget-1980s-global-warming/
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Internal Exxon Corporation budget documents from the 1980s show that the oil giant sharply curtailed its ambitious program of innovative climate research in those years, chopping well over half from its annual budget for internal investigations into how carbon dioxide emissions from fossil fuels would affect the planet.
Facing a budget crunch and sensing that any government efforts to clamp down on carbon pollution were a long way off, Exxon terminated two especially innovative experiments. One involved oceanic observations during voyages of the Esso Atlantic, a supertanker. The other proposed to test vintage French wines for tell-tale traces of carbon dioxide from fossil fuels or other sources.
And then, in the late 1980s, Exxon ramped up a decades-long public relations campaign to sow uncertainty about the increasing scientific evidence for urgent action on climate change.
Exxon’s pivoting from the cutting edge of early climate change science to the forefront of climate denial was described in a six-part series published by InsideClimate News beginning in September, based largely on primary sources including Exxon’s own internal documents. Similar findings were reached independently by a team based at the Columbia Journalism School in partnership with the Los Angeles Times.
Exxon spokesman Ken Cohen has questioned ICN’s reporting that the company “curtailed” its research program after a few years of unusually advanced experiments and modeling work in the 1980s.
But several documents uncovered by ICN show that the budget cuts during the 1980s were steep and sudden. The cuts reversed the course that the company followed in the late 1970s, when top company scientists warned Exxon’s management for the first time of the risks of climate change, and launched internal research programs unparalleled among its oil industry peers.
ICN provided an Exxon spokesman copies of the documents being published today and requested any additional information about climate research spending during the 1980s, the period closely examined in ICN’s series, “Exxon: The Road Not Taken.” The spokesman, Alan Jeffers, declined to provide any additional budget numbers.
One of the documents, a June 18, 1982 memo to Harold Weinberg, a top research official, informed him that the year’s budget for research into the looming CO2 problem was to be cut from $900,000 to $385,000 immediately, and to just $150,000 the following year, an 83 percent cut.
“These funds are intended to support a resident source of scientific expertise on all phases and aspects of the CO2 Greenhouse effect,” he wrote. “It is important for the corporation to stay abreast of developments in order to assess the impact of new scientific discoveries and to respond to various inquiries.”
He said that $150,000 a year “should be sufficient to do this.”
Exxon’s annual research and development budget at the time was more than $600 million, according to a speech by Exxon Research & Engineering chief Ed David at a 1981 Exxon R&D symposium in San Francisco. The company’s exploration and capital budgets amounted to $11 billion.
The Natkin memo augured the dismantling of the crown jewel of Exxon’s early research on climate change: a seagoing field experiment into the ocean’s absorption of carbon dioxide emissions from the burning of fossil fuels. Once envisioned as an expanding, multiyear effort, it was terminated in 1982, another memo confirmed.
Another innovative proposal to test the carbon dioxide in old vintages of fine French wines also fell by the wayside.
An additional internal document, this one an October 4, 1985 update presented by Brian Flannery, Exxon’s top climate researcher, showed that Exxon’s budget for CO2 research in 1985 and 1986 would be no more than $250,000 each year.
That was to cover professional work by Exxon employees, payments to consultants or contractors for research, travel and miscellaneous expenses, and payments to the Lamont-Doherty Earth Observatory of Columbia University, which was a partner in the tanker project and other early Exxon work.
Exxon’s documents show not only that the research was curtailed, but why.
The idea to cut back the research program first surfaced in a January 1981 “scoping study.” That was a type of internal Exxon planning document meant to be the “initial phase in the development of comprehensive plans for high-impact programs,” a cover sheet explained.
“Our recommendation is that comprehensive program plan development not be undertaken for the atmospheric CO2 area,” said the cover sheet.
After all, said the 16-page scoping study, “There is no near term threat of legislation to control CO2. One reason for this is that it has not yet been proven that the increases in atmospheric CO2 constitute a serious problem that requires immediate action.”
The scoping study, a 16-page document, was published by ICN as part of the first installment of its six-part investigative series.
“The increasing level of atmospheric CO2 is causing considerable concern due to potential climate effects,” the document said. Exxon Research & Engineering, it noted, “has been actively conducting research on certain aspects of the issue for approximately two years. This report addresses the question of whether a comprehensive research plan with greater breadth for ER&E than the current plan should be developed.”
The answer to that question was, in short, no. The work “if successful, will likely provide recognition for Exxon for making important technical contributions to this global environmental issue,” according to the document.
However, “an expanded R&D program does not appear to offer significantly increased benefits,” the document went on. “It would require skills which are in limited supply, and would require additional funds on the part of Exxon since Government funding appears unlikely.”
In the mid-1980s the company wrapped up publication of a burst of modeling efforts undertaken during the heyday of its early research–including three important peer-reviewed studies, all described in the ICN series. Those studies by Exxon scientists and consultants, one of them published by the federal government and two by academic journals, confirmed the emerging consensus regarding the planet’s sensitivity to increased concentrations of carbon dioxide in the atmosphere.
Then Exxon’s published research hit a five-year hiatus, as shown in Exxon’s own list of more than 50 peer-reviewed climate studies its employees have worked on.
From 1986 to 1990, Exxon went without publishing any peer-reviewed scientific research into the problem, just as it was becoming a hot topic of political debate.
In 1988, 1989 and 1990, Exxon sharply escalated its well-documented efforts to emphasize the scientific uncertainty surrounding climate change, a campaign of misinformation that would last for decades.
Exxon asserts that it has been doing important scientific research continuously since the 1970s. It frequently mentions its financial support for work done by programs at the Massachusetts Institute of Technology. (Exxon’s support for work at Stanford University, more costly and more geared to developing technologies as opposed to understanding climate change itself, began much later.)
Announced in 1993, Exxon’s first grant of $1 million to the MIT program was expressly designed to produce assessments “based on realistic representations of the uncertainties of climate science.” That phrase occurred both in the press release announcing the grant and, a year later, in the program’s first report, entitled “Uncertainty in Climate Change Policy Analysis.”
In the light of 20 years of hindsight, that 1994 MIT report’s conclusions seem vague and equivocal, providing “no guidance for greenhouse policy.”
It said “neither of the extreme positions, to take urgent action now or do nothing awaiting firm evidence, is a constructive response to the climate threat.”
“Uncertainty is the essence of the issue,” it declared.
|
|||||
1857
|
dbpedia
|
2
| 42
|
https://monitor.noaa.gov/shipwrecks/
|
en
|
Monitor National Marine Sanctuary
|
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[] | null |
Shipwrecks
|
en
| null |
North Carolina Shipwrecks
North Carolina's waters have entombed thousands of vessels and countless mariners who lost a desperate struggle against the forces of war, piracy and nature. The rich maritime heritage of coastal North Carolina runs deep with a vast array of shipwrecks. While the area is well known for shipwrecks dating from the Age of North American exploration to present day, the most prominent collection of shipwrecks and time period represented is from World War II's Battle of the Atlantic. This area off North Carolina's coast is where the war came home to the continental United States.
Since 2008, NOAA and its partners, with the assistance of local divers, avocational researchers, and the fishing community, have worked to document these shipwrecks. Click on the links below and learn more about each ship.
To learn more about how NOAA works to preserve our nationâs maritime heritage, download the free curriculum guide Maritime Archaeology: Discovering and Exploring Shipwrecks.
Read an overview of North Carolina's maritime cultural landscape and learn more about existing laws that protect our cultural heritage.
World War I
June 2018 marked the start of the 100th anniversary of World War I off the North Carolina coast. To honor the anniversary and the men who fought and died during World War I off our shore, Monitor National Marine Sanctuary actively conducts research on World War I and the ships that sank off our coast. Visit our World War I webpage to learn the history, discover the shipwrecks, and visit often as new data and images are added. If you want to dive a little deeper, click here to read the full document, The Enemy in Home Waters—How World War I Came Home to North Carolina.
Download a free curriculum guide, World War I: Discovering and Exploring the Great War off the North Carolina Coast for students in grades 6-12.
Click here to request more information on these shipwrecks or future maritime heritage projects.
World War II
From January through July of 1942, German U-boats sank ships off the American east coast with relative impunity. This American Theatre of World War II was the closest area of conflict to the continental United States. This complex naval battlefield stretched from New England into the Gulf of Mexico, but the area off Cape Hatteras, North Carolina, emerged as a strategic hotspot for this activity and the resulting concentration of shipwrecks is unparalleled in the nation. In just three years, from 1942 to 1945, 90 ships were lost off North Carolina alone as a result of this action. The result is an amazing collection of 78 merchant tankers and freighters, eight Allied warships, and four German U-boats resting on the seabed as a memorial to this history and to the sacrifice of Allied servicemen and the U.S. Merchant Marine in World War II. Explore each shipwreck to learn more about World War II off the North Carolina Coast.
Download a free curriculum guide, Battle of the Atlantic: Discovering and Exploring When the War Came Home, for students in grades 6-12.
|
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1857
|
dbpedia
|
3
| 18
|
https://www.wastedive.com/news/hitachi-zosen-planning-waste-to-energy-expansion-in-south-asia-middle-east/421994/
|
en
|
Hitachi Zosen planning waste-to-energy expansion in South Asia, Middle East
|
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[] |
[] |
[
""
] | null |
[
"Cole Rosengren"
] |
2016-07-05T09:15:00
|
Waste management industry news, voices and jobs for professionals. Optimized for your mobile phone.
|
en
|
/favicon.ico?v=2
|
Waste Dive
|
https://www.wastedive.com/news/hitachi-zosen-planning-waste-to-energy-expansion-in-south-asia-middle-east/421994/
|
Dive Brief:
Japanese company Hitachi Zosen plans to expand its waste-to-energy (WTE) business into South Asia and the Middle East through mergers and acquisitions (M&A).
The company has set aside 40 billion yen (approximately $389 million) for M&A as part of a three-year plan that ends in March 2017.
In an interview with Bloomberg, President Takashi Tanisho said that much of that money hasn't been used yet and the company is currently looking at multiple opportunities.
Dive Insight:
Though Hitachi Zosen is more well-known for its shipbuilding heritage and engineering prowess, the company been involved in the waste sector for years. It first opened a WTE facility in Osaka in 1965 and acquired the Swiss company AE&E Inova AG in 2010. According to reporting by Bloomberg, the two companies have now won orders for more than 840 facilities across the world.
Hitachi Zosen currently offers engineering, procurement, construction, operation and maintenance services for these facilities. Tanisho has said he's interested in expanding to business planning and waste collection as well.
|
||||
1857
|
dbpedia
|
1
| 2
|
https://magazines.marinelink.com/Magazines/MaritimeReporter/197710/content/delivers-508731dwt-atlantic-210750
|
en
|
DWT Esso Atlantic —Largest Ship Ever
|
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"https://images.marinelink.com/images/storage/w310/plain-nw-logo.png"
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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, E
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https://magazines.marinelink.com/Magazines/MaritimeReporter/197710/content/delivers-508731dwt-atlantic-210750
|
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 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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Top 10 Biggest Ships in History
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Top 10 Biggest Ships in History Hi. Today i will show you Top 10 Biggest Ships in History! Enjoy the article. 10. TI C... by hisiecho
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en
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Tankers Built in U.S. During World War II
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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 ESSO Petroleum Company Fleet History – ClydeMaritime
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In 1855, at the age of sixteen years, the American John D. Rockefeller moved into an office of commission brokers in Cleveland, Ohio, and soon after became a partner in his own firm, Clark & Rockefeller. In 1859, oil was discovered in Pennsylvania and the visionary Rockefeller took an early interest in these developments, travelling to Pennsylvania to see for himself what this new industry might have to offer. Although the industry was highly unstable in these early days, Rockefeller saw the great potential of oil. In 1863, in partnership with a British engineer named Samuel Andrews, Rockefeller invested $4,000 in the construction of a refinery in Cleveland, Ohio, and took the first steps to becoming one of the richest men in the world. Within two years, Rockefeller bought out his partner (Clark) and the firm became known as Rockefeller & Andrews. By 1870 the business had expanded rapidly and in June of that year all their interests were incorporated as the Standard Oil Company (Ohio). The business continued to grow rapidly and on 27 April 1888 acquired their first foreign affiliate which was named the Anglo-American Oil Company, destined to become one of the largest companies in Great Britain involved in the bulk transportation of oil products. The Company opened offices at 16 Great St. Helens, London, later moving to Dock House, Billiter Street, and later 22 Billiter Street.
The first ships of the Anglo-American Oil Company were both Clyde-built. The first was the 1889-built BAYONNE, from the yard of A. & J. Inglis Ltd., and the second was the 1889-built MANHATTAN, from the yard of D. J. Dunlop & Coy., each with a carrying capacity of 4,000 tons, equivalent to about 28,000 barrels of oil per vessel, arranged in nine pairs of tanks that could be pumped out in ten hours using the two ship’s own cargo pumps. These were followed over the next few years by the steamers WEEHAUKEN (1891- Armstrong Mitchell & Coy), DELAWARE (1893 – D. J. Dunlop), POTOMAC (1893 – A. & J. Inglis Ltd) LACKAWANNA (1894 – D. J. Dunlop & Coy) CHESAPEAKE (1895 – D. J. Dunlop & Coy)
To accommodate the growing fleet, Anglo-American Oil constructed the large storage wharf at Purfleet on the Thames from where smaller vessels transhipped the commodity to various ports around the British Isles and Dublin, Ireland. By the turn of the century, the ships were increasing in size, up to 8,400 DWT. In 1903 the Company took delivery of its largest ship until then, the 9,196 GRT NARRAGANSETT, at that time the largest oil tanker in the world and the largest vessel to be built in the lower reaches of the Clyde, from the Yard of Scott & Coy of Greenock. And you can also give your business a new address if you’d like using a service like this Virtual office in Bristol so that way you get a top Bristol address and added privacy for your business.
OIL CARRIERS OF THE ANGLO-AMERICAN OIL COMPANY OF LONDON : 1889-1914
Purfleet oil terminal expanded over the years to become the largest unloading and storage depot in Great Britain, and remained in operation day and night throughout the First World War, by the end of which there were fifty-eight large storage tanks at the Site. Previously the facility had been in the ownership of the Purfleet Tank Storage Company but it was absorbed into the Anglo-American Oil Company who also went on to acquire the adjacent oil plant that had been owned by the Anglo-Russian Oil Company.
The Company’s fleet of oil carriers flew the Anglo-American houseflag portraying a black eagle astride a white ball, with navy blue and deep red diagonal sections as its background colours. During the Great War of 1914-1918, many of the Company’s vessels were taken over by the Government for war duties and during this war the Purfleet facility received the unwelcome attention of German Gotha bombers and Zeppelins, but no serious damage was sustained. The facility was enlarged again in 1938, to provide further storage capacity in preparation for the war that was foreseen as inevitable.
During the Second World War, the Purfleet terminal did not escape as lightly from enemy attention as was the case in the previous War. Twenty direct hits were recorded in 1940 and further hits during 1941 caused much devastation and destruction. Ships alongside were hit and caught fire, ashore there were many fires and resulting explosions, some of these fires burning for over a week. Inevitably some lives were lost during this difficult time.
COASTERS/RIVER CRAFT OF ANGLO-AMERICAN OIL COMPANY OF LONDON : 1856-1912
VESSEL NAMES
G.R.T.
BUILDER IDENTITY
L X B
PROPULSION TYPE
ULTIMATE FATE
Osceola
393
D. J. Dunlop & Coy
141 x 26
T/E 3-Cyl Stm Recip
B/U in 1934
Imperial
796
Tyne Iron & S.B. Co Ltd
200 x 32
T/E 3-Cyl Stm Recip
B/U in 1939
Oneida
698
Greenock & Grangemouth
165 x 32
T/E 3-Cyl Stm Recip
B/U in 1947
Tioga
742
Greenock & Grangemouth
180 x 31
T/E 3-Cyl Stm Recip
Collision loss -1943
Queen of the Avon
162
J. Vernon
101 x 20
Snow-rigged S.V.
Not known
Morning Star
65
R. M. Shrubsall
85 x 18
Ketch-Barge
Disposed of in 1921
White Rose
49
D. J. Dunlop & Coy
63 x 15
Tug
B/U in 1954
Royal Daylight
83
J. Stewart & Sons
75 x 17
Tug
B/U in 1955
Royal Daylight
53
Gordon Alison & Coy
72 x 15
Tank Barge
Not Known
White Rose
44
Gordon Alison & Coy
69 x 14
S.V.
Not Known
ACQUISITIONS OF THE ANGLO-AMERICAN OIL COMPANY OF LONDON : 1897-1917
BRITISH-BUILT SHIPS OF THE ANGLO-AMERICAN OIL COMPANY OF LONDON : 1901-1903
VESSEL NAMES
G.R.T.
BUILDER IDENTITY
L X B
PROPULSION TYPE
ULTIMATE FATE
Nonpareil 3,414 A. Hamilton & Coy 323 x 46 4-Masted Barque
Capsized in 1900
Comet 3,414 A. Hamilton & Coy 323 x 46 4-Masted Barque
Became barge in 1928
Brilliant 3,765 Russell & Coy 352 x 49 4-Masted Barque
Submarine loss in 1916
Daylight 3,756 Russell & Coy 353 x 49 4-Masted Barque
B/U in 1953
Eclipse 3,090 A. Rodger & Coy. 327 x 46 4-Masted Barque
Hulked China in 1928
Arrow 3,090 A. Rodger & Coy. 327 x 46 4-Masted Barque
B/U London in 1938
Radiant 1,974 A. Rodger & Coy. 265 x 40 4-Masted Barque
B/U Italy in 1923
Alacrita 1,974 A. Rodger & Coy. 265 x 40 4-Masted Barque
Foundered in 1907
AMERICAN-BUILT SHIPS OF THE ANGLO-AMERICAN OIL COMPANY OF LONDON : 1900-1902
VESSEL NAMES
G.R.T.
BUILDER IDENTITY
L X B
PROPULSION TYPE
ULTIMATE FATE
Acme 3,288 A. Sewall & Coy Unknown 4-Masted Barque
Stranded in 1919
Astral 3,292 A. Sewall & Coy Unknown 4-Masted Barque
B/U Yawata in 1936
Atlas 3,381 A. Sewall & Coy Unknown 4-Masted Barque
B/U Osaka in 1936
Thomas W. Lawson 5,218 Fore River Ship & Eng 395 x 50 7-Masted Schooner
Foundered in 1907
THE FLEET OF THE ANGLO-AMERICAN OIL COMPANY OF LONDON IN 1910
VESSELS
YEAR OF BUILD
S.S. APPALACHEE
1894
S.S. ASHTABULA
1903
S.S. CADILLAC
1909
S.S. CHESAPEAKE
1895
S.S CHEYENNE
1908
S.S. CUYABOGA
1902
S.S. DAKOTAH
1902
S.S. DELAWARE
1893
S.S. GENESEE
1899
S.S. HUDSON
1900
S.S. IMPOCO
1910
S.S. IROQUOIS
1907
S.S. KENNEBEC
1902
S.S. LACKAWANNA
1894
S.S. NARRAGANSETT
1903
S.S. OTTAWA
1888
S.S. POTOMAC
1893
S.S. SARANAC
1908
S.S. SCHUYLKILL
1903
S.S. SEMINOLE
1903
S.S. SENECA
1901
S.S. SUWANEE
1888
S.S. TAMARAC
1908
S.S. TIOGA
1890
S.S. TONAWANDA
1893
S.S. TUSCARORA
1898
S.S. WEEHAUKEN
1891
S.S. WINNEBAGO
1901
S.V. ALCIDES
1892
S.V. ARROW
1902
S.V.BRILLIANT
1901
S.V. CALCUTTA
1892
S.V. COMET
1901
S.V. DAYLIGHT
1902
S.V. DRUMELTAN
1883
S.V. ECLIPSE
1902
S.V. GLANDOON
1894
S.V. JUTEOPOLIS
1891
S.V. LAWHILL
1892
S.V. LYNDHURST
1886
S.V. RADIANT
1903
S.V. NAVAHOE
1908
OIL TANKERS ACQUIRED BY ANGLO-AMERICAN OIL DURING THE 1914-1918 WAR
VESSEL NAME
YEAR
GRT
BUILDER IDENTITY
ULTIMATE FATE
Cuyaboga
1914
4,586
Greenock & Grangemouth Sunk by enemy torpedo on 05-07-1917 Earl of Elgin
1909
4,448
Russell & Coy Sunk by enemy torpedo on 07-12-1917 Mimosa
1905
3,466
Short Brothers Sunk by enemy torpedo on 04-09-1915 Winnebago
1915
4,666
Sir James Laing & Sons Ltd Broken up at Spezia in 1949 Spiraea
1900
3,620
William Pickersgill & Sons Broken up at Morecambe in1916 Tamarac
1916
5,042
A. McMillan & Sons Broken up in 1935 by UK shipbreakers Silvertown
1873
5,046
C. Mitchell & Coy Broken up in 1935 by Italian shipbreakers Strathfillan
1906
4,353
William Hamilton & Coy Broken up in 1947 by Indian shipbreakers Tuscarora
1917
7,106
Sir James Laing & Sons Ltd Broken up in 1935 at Queenstown Cadillac
1917
12,074
Palmers S. B. & Iron Coy Sunk by enemy torpedo on 01-03-1941 Saranac
1918
12,070
Palmers S. B. & Iron Coy Sunk by enemy gunfire on 25-06-1940
Following the First World War, a new British company was formed by the New York based Atlantic, Gulf and West Indies S.S. Lines, a company involved in shipping since 1844, but also owning properties and oilfields in Mexico. The new British company was called A.G.W.I. Petroleum Corporation Limited and was incorporated in 1920. On its formation, the Company acquired 406 acres in Hampshire that was to become the new Fawley refinery and oil storage depot. The first of the Company’s vessels, the newly built S.S. Agwilake, landed the first oil at Fawley on 18 June 1921, discharging 1,398 tons of Mexican crude oil, 5,843 tons of fuel oil and 2,677 tons of gas oil. In 1921 the facility had storage capacity of 99,000 tons. In 1923, A.G.W.I. Petroleum Corporation was taken over by the British Mexican Petroleum Company. In 1925 the Anglo-American Oil Company acquired the British Mexican Petroleum Company and its fleet of eight oil tankers of 10,000 DWT.
OCEAN TANKERS OF THE ANGLO-AMERICAN OIL COMPANY IN THE 1920’s
VESSEL NAME
BUILT
ACQUIRED
GRT
PROPULSION
ULTIMATE FATE
Strathearn
1906
1920
4,419
T/E Steam Recip. Bombed and sunk in September 1941 Housatonic
1919
1920
5,519
T/E Steam Recip Bombed and sunk in February 1941 Kennebec
1919
1920
5,548
T/E Steam Recip Submarine loss in September 1939 Narragansett
1920
1920
6,889
Twin Oil Engines Sold off for breaking up in 1933 Seminole
1921
1921
6,923
Twin Oil Engines Sold off for breaking up in 1936 Chesapeake
1928
1928
8,955
Oil Engine Broken up at Faslane in 1953 Schuylkill
1928
1928
8,964
Oil Engine Sold off for breaking up in 1947
OCEAN TANKERS OF THE ANGLO-AMERICAN OIL COMPANY IN THE 1930’s
VESSEL NAME
BUILT
BUILDERS
GRT
PROPULSION
ULTIMATE FATE
Cheyenne
1930
Palmers Coy Ltd
8,825
Oil Engine Submarine loss in September1939 Appalachee
1930
Palmers Coy Ltd
8,826
Oil Engine Submarine loss in December 1940 Comanchee
1936
John Brown & Coy
6,837
Oil Engine B/U Grimstad 1962 as Esso Plymouth
DISTRIBUTING SHIPS OF ANGLO-AMERICAN OIL COMPANY FROM 1915 TO 1939
VESSEL
YEAR
BUILDERS
GRT
PROPULSION
ULTIMATE FATE
Juniata
1918
Short Brothers Ltd 1,137 Twin Oil Engines Sunk as blockship in 1940 Osage
1914
Devonport Dockyard 1,010 Oil Engine Bombed & Sunk in Dec 1940 Luffworth
1911
J.T. Eltringham & Coy 279 Gas Engine Scuttled at Brest in June 1940 Luffwell
1912
Van Damme Freres 274 Compound 2-Cyl Broken up in 1935 Southwick
1917
Swan Hunter Wigham 443 T/Exp 3-Cyl Stm. Foundered in December 1948 Nuorla
1918
Gebr. van der Windt 364 T/Exp 3-Cyl Stm. Broken up at Llanelly in 1953 Eastwick
1920
Swan Hunter Wigham 518 T/Exp 3-Cyl Stm. Broken up at Essex in 1948 Allegheny
1921
J. Crichton & Coy Ltd 822 T/Exp 3-Cyl Stm. Broken up in Belgium in 1962 Bargate
1916
Chester 66 Oil Engine Broken up in 1972 Perfection
1916
P. McGregor 73 Oil Engine Sold to Admiralty in 1956 Tetney
1909
Cook Welton Gemmel 47 Oil Engine Broken up Gateshead in 1956 Silver Queen
1912
H. & C. Grayson Ltd 165 Oil Engine Converted to barge in 1927 Crown Diamond
1912
C. H. Walker & Coy 103 T/Exp 3-Cyl Stm. Broken up at Essex in 1950 Tensas
1911
Union Normande 643 None – Barge Not Known Atoka
1914
Rouen in France 581 None – Barge Broken up in 1950 Angloco
1921
Rennie,Ritchie Newprt. 73 Oil Engine Broken up Gateshead in 1956 Clydegate
1923
Greenock/Grangemth. 66 Oil Engine Alden Shipping Coy. in 1956 Stourgate
1924
J. Pollock & Sons 115 Oil Engine W.G.S. Crouch Ltd. in 1963 Southgate
1925
Amble S. B. Coy Ltd 143 Oil Engine Foundered in May 1960 Fossgate
1925
Henry Scarr Ltd 49 Oil Engine Broken up Gateshead in 1956 Parkgate
1925
W. J. Yarwood & Son 52 Paraffin Motor Broken up in 1985 Lowgate
1925
Henry Scarr Ltd 75 Oil Engine Not Known Caldergate
1926
Amble S. B. Coy Ltd 138 Oil Engine Hulked in 1959 Castlegate
1928
W. J. Yarwood & Son 87 Paraffin Motor Broken up in 1956 Queensgate
1928
W. J. Yarwood & Son 87 Paraffin Motor Sold to H.G. Pounds in 1958 Westgate
1928
Goole S. B. & Repair 48 Oil Engine Sold to Bowker King in 1966
NON-PROPELLED DISTRIBUTING BARGES FOR USE ON THE RIVER THAMES IN SAME PERIOD
VESSEL
YEAR
BUILDERS
GRT
Length x Breadth
ULTIMATE FATE
Northampton
1920
R. Colby of Lowestoft
46
78 ft. x 14 ft.
Not Known
Radnor
1920
R. Colby of Lowestoft
46
78 ft. x 14 ft
Not Known
Montgomery
1921
R. Colby of Lowestoft
46
78 ft. x 14 ft
Not Known
Anglesea
1921
R. Colby of Lowestoft
46
78 ft. x 14 ft
Not Known
Glamorgan
1921
R. Colby of Lowestoft
46
78 ft. x 14 ft
Not Known
Merioneth
1921
R. Colby of Lowestoft
46
78 ft. x 14 ft
Not Known
Berks
1927
Goole S. B. & Repair Coy
57
75 ft. x 14 ft.
Not Known
Shropshire
1926
Goole S. B. & Repair Coy
96
80 ft. x 22 ft
Not Known
Kent
1934
Goole S. B. & Repair Coy
96
80 ft. x 22 ft
Not Known
Cumberland
1921
F. Braby of Deptford, London
102
83 ft. x 21 ft
Not Known
Northumberland
1921
F. Braby of Deptford, London
102
83 ft. x 21 ft
Not Known
Westmorland
1922
F. Braby of Deptford, London
102
83 ft. x 21 ft
Not Known
Sutherland
1922
F. Braby of Deptford, London
102
83 ft. x 21 ft
Not Known
Leicester
1922
F. Braby of Deptford, London
69
69 ft. x 20 ft
Not Known
Worcester
1922
F. Braby of Deptford, London
69
69 ft. x 20 ft
Not Known
Hereford
1922
F. Braby of Deptford, London
69
69 ft. x 20 ft
Not Known
Monmouth
1923
F. Braby of Deptford, London
69
69 ft. x 20 ft
Not Known
The Anglo-American Oil Company lost nine of its vessels through enemy action during the 1939-1945 War, leaving ten of its pre-war vessels in the fleet in 1946. From 1947, with the formation of the Esso Transportation Company Limited, formed by renaming the Lago Shipping Company Limited, a new funnel emblem was introduced in place of the red black-topped Anglo-American funnel. It took the form of the ESSO oval on a white band on a black funnel. The ‘oval’, edged in blue, had the word ‘Esso’ in red. Gradually the vessels from this time were renamed with the Esso prefix.
VESSEL NAME
YEAR
GRT
BUILDER NAME
SUBSEQUENT NAMES
ULTIMATE FATE
Robert E. Hand
1933
12,197
Fr. Krupp AG Esso Newcastle : Oligisto Broken up at Vado in 1966 F. J. Wolfe
1932
11,244
Bremer Vulkan Locarno : Morchella Broken up in 1960 D. L. Harper
1933
11,210
Deutsche Werft Hanseat : Aristid Broken up at Spezia in 1960 Geo. W. McKnight
1933
12,502
Fr. Krupp AG Esso Edinburgh Broken up at Blyth in 1954 Beaconstreet
1927
7,467
Palmers S. B. & Iron Esso Dublin Broken up at Blyth in 1953 Seminole
1936
10,389
Blohm und Voss Esso Hull Broken up at Trieste in 1958 W. C. Teagle
1917
9,552
Bethlehem S.B. C’pn. None Submarine loss in Oct 1941 Geo. H. Jones
1919
6,914
Sun S. B. Company None Submarine loss in June 1942 T. J. Williams
1921
8,212
Oscar Daniels Coy None Submarine loss in Sept 1941 Beaconoil
1919
6,983
Bethlehem S.B. C’pn. None Broken up at Baltimore – 1950 Elisha Walker
1920
7,007
Sun S. B. Company None Broken up at Baltimore – 1949
SHIPS MANAGED BY ANGLO-AMERICAN OIL COMPANY FOR M.O.W.T. : 1939 – 1946
VESSEL NAME
YEAR
GRT
BUILDER
PROPULSION
ULTIMATE FATE
Leon Martin
1936
1,951
Ch & At de St. Nazaire
Oil Engine
Mined/Sunk near Falmouth – 1940 Petrophalt
1930
2,627
Harland & Wolff
T/E Steam Recip
B/U at Spain in 1953 Christian Holm
1927
9,119
Burmeister & Wain
Oil Engines (2)
B/U at Istanbul in 1960 Empire Mica
1941
8,032
Furness S. B. Coy.
T/E Steam Recip
Sunk Atlantic by U-67 – June 1942 Empire Oil
1941
8,029
Furness S. B. Coy.
T/E Steam Recip
Sunk Atlantic by U-659 – Sept 1942 Empire Sapphire
1941
8,031
Furness S. B. Coy
T/E Steam Recip
Renamed Esso Saranac in 1946 Scandia
1918
8,571
Newport News S.B.
T/E Steam Recip
B/U at Savona in 1959 Bulkoil
1942
8,071
Welding Shipyards Inc
2 x Steam Turbs
B/U at Burght, Belgium in 1961 Empire Coleridge
1942
9,813
Sir James Laing & Son
T/E Steam Recip
Esso Cheyenne in 1945 Kentucky
1942
9,308
Sun S. B. & D. D. Coy.
2 x Steam Turbs
Bombed/Sunk Mediterranean – 1940 Empire Bronze
1940
8,142
Hawthorn, Leslie & Co
Oil Engine
Renamed Esso Cadillac in 1946 Empire Dickens
1942
9,819
Furness S. B. Coy
T/E Steam Recip
Renamed Esso Appalachee in 1946 Empire Pike
1905
1,854
Govmt. Yard, Canada
2 x T/E Stm. Rec.
B/U at Dunston in 1949 Empire Tagalam
1936
10,401
F. Schichau, Danzig
Oil Engine
B/U at Split in 1960 Empire Maldon
1946
3,734
Sir James Laing & Son
Oil Engine
B/U in 1977
The following twelve small Type T1-M-A1 oil tankers, all built by the Barnes-Duluth Shipbuilding Company of Minnesota, USA between May 1943 and October 1943, were operated for a period during WWII by the Anglo-Amercian Oil Company under the Red Ensign as part of the Lease/Lend Agreement. All these vessels were built to the same design, measuring 210 feet in length x 37 feet in breadth, 1,600 DWT, with oil engines giving a speed of 10 knots.
VESSEL NAMES
OTHER NAMES
SUBSEQUENT MANAGERS
ULTIMATE FATE
Tarentum Yung Huai USA then Chinese Owners Scuttled in the Whangpoo River – May 1949 Mannington Yung Siang USA then Chinese Owners Not Known Titusville Yung Han USA then Chinese Owners Scuttled in the Whangpoo River – May 1949 Glen Pool Yung Fei USA then Chinese Owners B/U at Formosa in November 1959 Jennings Yung Loo USA then Chinese Owners Scuttled in the Whangpoo River – May 1949 Salt Creek Punta Rasa USA then Argentinian Navy Deleted from the Argentinian Navy List in 1971 Tonkawa Yung Luan USA then Chinese Owners B/U at Formosa in 1965 Benton Field Yung Lu USA then Chinese Owners B/U at Formosa in 1959 Cromwell Yung Chang USA then Chinese Owners B/U at Formosa in 1963 Rio Bravo None None Torpedoed/Sunk by E-Boat – November 1944 Walnut Bend Yung Wei USA then Chinese Owners Not Known Loma Novia Yung Fu USA then Chinese Owners B/U at Formosa in 1962
In addition to the above small oil tanker wartime fleet, Anglo-American Oil Company also operated a 1920-built 3-cylinder triple-expansion steam engined vessel built by the Bethlehem Shipbuilding Corporation of Alameda, California, for Standard Transportation Company Incorporated of New York (Socony Vacuum Oil Company).
NAME OF VESSEL
OTHER NAMES
SUBSEQUENT MANAGERS
ULTIMATE FATE
Algonquin
None
Returned to Owners in 1946 B/U in Japan in 1953
POST-WAR FLEET ACQUISITION / REBUILDING PROGRAMME
VESSEL NAME
YEAR
GRT
BUILDER NAME
PREVIOUS NAME
ULTIMATE FATE
Esso Cadillac
1940
8,149
Hawthorn Leslie & Coy Empire Bronze B/U Osaka in 1959 Esso Saranac
1941
8,031
Furness S. B. Coy Ltd Empire Sapphire B/U Antwerp in 1959 Esso Cheyenne
1942
9,798
Sir James Laing & Sons Empire Coleridge B/U Belgium in 1961 Esso Appalachee
1942
9,819
Furness S. B. Coy Ltd Empire Dickens B/U Faslane in 1960 Esso Dakotah
1942
797
Grangemouth Dockyard Empire Gawain B/U Belgium in 1962 Esso Genesee
1943
797
Grangemouth Dockyard Empire Harbour B/U Belgium in 1961 Esso Juniata
1941
797
Grangemouth Dockyard Empire Lass B/U Belgium in 1969 Esso Tioga
1943
797
Grangemouth Dockyard Empire Wrestler B/U Forth in 1963 Esso Suwanee
1941
300
Rowhedge Ironworks Ltd Empire Lad Sold off in 1963 Esso Ottawa
1943
300
I. Pimblott & Sons Ltd Empire Coast B/U Belgium in 1967 Esso Manchester
1944
10,448
Sun S. B. & D. D. Coy Santiago B/U/ Faslane in 1963 Esso Purfleet
1944
10,448
Sun S. B. & D. D. Coy Ridgefield B/U Belgium in 1963 Esso Fawley
1944
10,448
Sun S. B. & D. D. Coy Turkey Island B/U Aioi in 1963 Esso Cardiff
1945
10,448
Kaiser Company Halls of Montezuma B/U Castellon in 1965 Esso Bristol
1944
10,448
Sun S. B. & D. D. Coy Sandy Creek B/U Vado in 1963 Esso Birmingham
1944
10,448
Sun S. B. & D. D. Coy Mauvilla B/U Split in 1963 Esso Glasgow
1944
10,448
Sun S. B. & D. D. Coy Wauhatchie B/U Bilbao in 1971 Esso London
1944
10,448
Sun S. B. & D. D. Coy Champion’s Hill B/U Split in 1958 Cleveland
1944
10,448
Kaiser Company Forbes Road Sold off in 1953 Esso Avonmouth
1945
10,729
Sun S. B. & D. D. Coy Fort Massiac B/U Bilbao in 1975 Esso Liverpool
1921
12,590
Newport News S.B. Coy John D. Archbold B/U Genoa in 1962 Esso Belfast
1930
11,752
Federal S.B. & D.D. Coy G. Harrison Smith B/U La Seyne in 1958 Esso Southampton
1930
11,787
Federal S.B. & D.D. Coy W. S. Farish B/U Split in 1958 Esso Bedford
1930
10,844
Furness S. B. Coy Ltd F. H. Bedford Jr. B/U Bremerhaven 1954
In 1951 the Anglo-American Oil Company was primarily a marketing organisation dealing with distribution and sales, whereas responsibility for the provision of tonnage and management of the tanker fleet had been covered by the Esso Transportation Company Limited from 1947. In 1951, with the new refinery at Fawley about to begin production, the Anglo-American Oil Company became a major producer of petroleum products and its whole scope of activities changed. The transportation aspect also greatly increased at this time with increased distribution and requirements to feed the new refinery. Consequently it was decided to re-assume control of the tanker fleet and set up a Marine Department to take responsibility for the management and operation of the fleet, maintenance and repairs of the ships, new construction, and the chartering of vessels. With these changes came a change of Company name, from the Anglo-American Oil Company to the Esso Petroleum Company Limited. In a similar manner, the parent Company in the USA, the Standard Oil Company (New Jersey), had been transferred to a new subsidiary Company in 1950, the Esso Shipping Company.
COASTAL, CANAL AND RIVER VESSELS IN THE 1950’s – 1960’s
VESSEL NAME
YEAR
GRT
BUILDER
PROPULSION
ULTIMATE FATE
Esso Abingdon
1952
446
Henry Scarr Ltd Oil Engine B/U Kent in 1975 Esso Poole
1955
754
Henry Scarr Ltd Oil Engine B/U Haulbowline in 1984 Esso Preston
1956
1,965
Hall, Russell & Coy T/E 3-Cyl Steam Recip B/U Aviles in 1975 Esso Brixham
1957
758
Philip & Son Ltd Oil Engine B/U Middlesbrough in 1980 Esso Tilbury
1957
15
Thames Launch Oil Engine Not Known (Tugboat) Esso Woolston
1958
856
Henry Scarr Ltd Oil Engine B/U Santander in 1985 Esso Lyndhurst
1958
856
Henry Scarr Ltd Oil Engine Sold in 1981 to Saudi Arabia Esso Hythe
1959
856
Henry Scarr Ltd Oil Engine Sold in 1981 to Lebanon Esso Leeds
1956
170
R. Dunston Ltd Oil Engine Sold in 1964 to Whitaker Ltd Esso Nottingham
1956
170
R. Dunston Ltd Oil Engine Sold in 1964 to Whitaker Ltd Esso Saltend
1956
170
R. Dunston Ltd Oil Engine Sold in 1964 to Whitaker Ltd Esso Hertford
1951
131
Henry Scarr Ltd Swim-Headed Barge Not Known Esso Oxford
1951
131
Henry Scarr Ltd Swim-Headed Barge (Esso Hampshire from 1953) Esso Middlesex
1951
131
Henry Scarr Ltd Swim-Headed Barge Not Known Esso Cambridge
1951
131
Henry Scarr Ltd Swim-Headed Barge (Esso Dorset from 1953) Esso Essex
1951
131
Henry Scarr Ltd Swim-Headed Barge Not Known Esso Sussex
1951
131
Henry Scarr Ltd Swim-Headed Barge Not Known Esso Kent
1951
131
Henry Scarr Ltd Swim-Headed Barge Not Known Esso Surrey
1951
131
Henry Scarr Ltd Swim-Headed Barge Not Known Esso Buckingham
1951
131
Henry Scarr Ltd Swim-Headed Barge Not Known Esso Norfolk
1951
131
Henry Scarr Ltd Swim-Headed Barge Not Known Esso Greenwich
1953
77
W. J. Yarwood Oil Engine (Tugboat) Not Known Esso Reading
1954
77
W. J. Yarwood Oil Engine (Tugboat) Not Known Esso Humber
1961
131
Henry Scarr Ltd Oil Engine Not Known Esso Avon
1961
131
Henry Scarr Ltd Oil Engine Not Known Esso Tees
1961
131
Henry Scarr Ltd Oil Engine Not Known Esso Trent
1961
131
Henry Scarr Ltd Oil Engine Not Known Esso Tyne
1961
131
Henry Scarr Ltd Oil Engine Not Known Esso Severn
1961
131
Henry Scarr Ltd Oil Engine Not Known Esso Forth
1961
131
Henry Scarr Ltd Oil Engine Not Known Esso Thames
1961
131
Henry Scarr Ltd Oil Engine Not Known Esso Mersey
1961
131
Henry Scarr Ltd Oil Engine Not Known Esso Clyde
1961
131
Henry Scarr Ltd Oil Engine Not Known Esso Recovery II
1960
8
Mechans Limited Oil Reclamation Boat Not Known
EX-MARCAIBO SHALLOW-DRAUGHT TANKERS FROM THE CREOLE PETROLEUM CORPORATION
During the Second World War, ten special shallow-draught oil tankers were built for the newly-formed Creole Petroleum Corporation of Panama, a subsidiary of the Standard Oil Company of New Jersey. Four of these vessels were transferred from the Panamanian flag to the British flag and Esso Petroleum Company in 1956. These were trunk-decked twin-screw triple expansion engine vessels of 5,500 DWT and on arrival in UK waters from Venezuela they were fitted out for UK coastal service by Brigham & Cowan Limited and Palmers of Hebburn. Their primary purpose was the carriage of oil between Fawley Refinery and the various power stations of the CEGB. The four vessels were:
VESSEL NAME
YEAR
GRT
PREVIOUSLY
BUILDER PROPULSION
ULTIMATE FATE
Esso Lambeth
1943
3,401
Caripito
Barnes-Duluth Tw. Sc. T/E B/U at Hamburg in 1965 Esso Wandsworth
1943
3,401
Guarico
Barnes-Duluth Tw. Sc. T/E B/U at Essex in 1966 Esso Chelsea
1945
3,401
Amacuro
Bethlehem Tw. Sc. T/E B/U at Bruges in 1969 Esso Fulham
1945
3,401
Trujillo
Bethlehem Tw. Sc. T/E B/U at Bilbao in 1970
The Esso Wandsworth was in collision with a large Dutch vessel (Moerdyk) in fog on the night of 23 September 1965, in the vicinity of the Ovens Buoy, Lower Hope Reach, and was beached on nearby mudflats. Subsequently refloated, she discharged her cargo at Purfleet then proceeded to Gravesend to undergo repairs. On 12 October 1965, whilst this work was in progress, there was a massive explosion on board and subsequent drydocking at Tilbury indicated that the vessel could not be economically repaired. In December of that year, she was delivered to Grays of Essex for scrapping.
The histories of the other six Maracaibo tankers are varied – as shown in the Table below :
VESSEL NAMES
YEAR
RE-NAMED
BUILDER
ULTIMATE FATE
San Joaquin
1943
Esso Joaquin Barnes-Duluth Sank in the Gulf of Campeche in January 1960 San Cristobal
1943
Esso San Cristobal Barnes-Duluth Broke in two, off Colon, in December 1968 Temblador
1943
No name change Barnes-Duluth To Canadian owners in 1960 : Barge in 1978 Guiria
1943
Esso Guiria Barnes-Duluth Arrived Hamburg for scrapping – October 1961 Valera
1943
No name change Barnes-Duluth Sunk in Caribbean, by U-518, in March 1944 Mara
1945
Esso Mara Bethlehem Arrived Valencia for scrapping – February 1965
THE ‘OXFORD’ CLASS OF 1953 – 1955
A class of handy-sized tankers brought out in the early 1950’s. Constructed to a specially adapted American design of all-welded construction and thirty cargo tanks. With a crude oil capacity of 26,700 tons, a feature of that time was the unusually high rate of discharge at around 3,000 tons per hour. Two steam turbines geared to a single shaft provided a speed on about 17 knots. The vessels were 630 feet in length and breadth was 83 feet. GRT was about 17,500 tons.
VESSEL NAME
YEAR
GRT
BUILDER
DISPOSAL
ULTIMATE FATE
Esso Oxford
1953
17,539
Cammell Laird & Co Sold in 1972 B/U at Castellton in 1974 Esso Cambridge
1954
17,551
Cammell Laird & Co Sold in 1968 B/U at Piraeus in 1976 Esso Westminster
1954
17,554
Vickers-Armstrongs Sold in 1972 B/U at Santander in 1975 Esso Canterbury
1954
17,543
Vickers-Armstrongs Sold in 1968 Sank following an explosion in 1972 Esso York
1955
17,570
Vickers-Armstrongs Lighter 1969 B/U at Bombay in 1981 Esso Exeter
1955
17,554
Vickers-Armstrongs Sold in 1968 B/U at Kaohsiung in 1982
The 1954-built Esso Cambridge of the Esso Petroleum Company was one of the first oil tankers affected by the Suez crisis of 1956. At 21:30 hours on 31st October 1956 the Esso Cambridge was in a position 110 miles East of Gibraltar bound for Mena Al Ahmadi in the Persian Gulf via the Suez Canal, to load crude oil for the refinery at Fawley. A radio message came through to the Master from Esso instructing the vessel to proceed to the Gulf via the Cape of Good Hope calling in Cape Town for bunkers due to the expiry of the Anglo-French ultimatum to Egypt earlier that day without result. The impact of the non-navigable Suez Canal for over five months, until early April 1957, had a profound effect on the marine operations of Esso and all other oil majors.
THE ‘CITY’ CLASS OF 1957 – 1960
There were twelve vessels of this class built between 1957 and 1960. These vessels were of around 36,000 TDW and propulsion was by means of two steam turbines geared to a single shaft, providing a speed of around 16.5 knots. The vessels had an overall length of 696 feet and breadth of 90 feet. The vessels details are shown in the Table below :
VESSEL NAME
YEAR
GRT
BUILDER
DISPOSAL
ULTIMATE FATE
Esso Guildford
1957
23,960
AG Weser of Bremen Sold in 1969 B/U Bilbao in 1976 Esso Winchester
1958
24,026
AG Weser of Bremen Sold in 1969 B/U Kaohsiung in 1979 Esso Salisbury
1957
24,008
Howaldtswerke AG Sold in 1972 B/U Kaohsiung in 1975 Esso Bristol
1958
23,972
Howaldtswerke AG Esso Nicaragua in 1964 B/U Kaohsiung in 1977 Esso Norwich
1959
23,997
Arsenal de Brest Esso Balboa in 1962 B/U Kaohsiung in 1975 Esso Durham
1958
23,862
Vickers-Armstrongs Sold in 1967 B/U Kaohsiung in 1975 Esso Portsmouth
1959
24,125
Vickers-Armstrongs Sold in 1972 Foundered August 1975 Esso Southampton
1958
23,457
Cantieri Riuniti d’Ad Esso Jamaica in 1962 B/U Kaohsiung in 1977 Esso Coventry
1959
23,275
Cantieri Riuniti d’Ad Esso Trieste in 1963 B/U Masan in 1975 Esso Windsor
1958
23,581
Cantieri Riuniti d’Ad Esso Genova in 1963 B/U Kaohsiung in 1978 Esso Liverpool
1959
23,720
Cantieri Riuniti d’Ad Esso El Salvador in 1964 B/U Kaohsiung in 1977 Esso Dublin
1960
21,627
Cantieri Riuniti d’Ad Esso Honduras in 1964 B/U Kaohsiung in 1976
The Esso Portsmouth and Esso Durham both suffered major damage, in July 1960 and January 1961 respectively, due to serious explosions and fire. Both ships were subsequently salvaged and new mid-sections pieced in, together with other major modifications including modernisation to accommodation. The Esso Portsmouth, with an additional 4,000 tons of steel increasing her size to 40,300 DWT and length to 733 feet, was later sold to Winson Tankers Limited of Panama in 1972. On a voyage from Galveston to India in January 1975, carrying wheat, the vessel went aground on North Danger Reef in the South China Sea, remaining there until refloated on 6th August 1975. However, two days later she foundered in heavy weather whilst under tow.
THE ‘ESSO FAWLEY’ CLASS OF 1967 / 1968
When built in Sweden, the ‘Esso Fawley’ class at just over 18,000 TDW were the largest vessels in Esso’s coastal fleet and were designed for distributing refined products from the Fawley and Milford Haven refineries. They became frequent users of the Dingle tanker buoy berth in the River Mersey, completed in August 1967, and connected to the onshore Dingle Bank Oil Storage Facility adjacent to the Herculaneum Branch Dock, where importation of oil first began in 1892. Two oil engines, geared to a single controllable-pitch propeller, giving the vessels a speed of 16.25 knots powered these ships. (A third vessel of the same class, the Esso Slagen, was completed by A/B Lindholmens, in October of 1968, for Esso Norske of Oslo).
VESSEL NAME
BUILT
GRT
BUILDERS NAME
ULTIMATE FATE Esso Fawley
Sep 1967
11,064
A/B Lindholmens Varv
Renamed Petro Fawleyin 1994 Esso Milford Haven
Jan 1968
10,902
A/B Lindholmens Varv
Renamed Petro Milford Havenin 1994
COASTAL SHIPS OF THE 1960’s
VESSEL NAME
BUILT
GRT
BUILDERS NAME
PROPULSION
ULTIMATE FATE
Esso Tynemouth
Feb 1960
525
J. Bolson & Sons Ltd
Oil Engine
Sold in 1978
Esso Ipswich
Nov 1960
1,103
J. L. Thompson & Sons
Oil Engine
Sold in 1981
Esso Dover
Mar 1961
490
J. Bolson & Sons Ltd
Oil Engine
Sold in 1980
Esso Jersey
May 1961
313
Scott & Sons of Bowling
Oil Engine
Sold in 1973
Esso Caernarvon
Jul 1962
1,103
J. L. Thompson & Sons
Oil Engine
Sold in 1985
Esso Purfleet
Jan 1967
2,838
Furness S. B. Coy Ltd
Oil Engine
Sold in 1983
THE ‘ESSO LINCOLN’ 52,000 TDW CLASS OF 1962 / 1963
VESSEL NAME
BUILT
GRT
BUILDERS NAME
PROPULSION
ULTIMATE FATE
Esso Lincoln Sep 1962 31,720 Nederlandsche Dok Steam Turbines B/U at Kaohsiung in 1976 Esso Edinburgh Feb 1963 30,981 Vickers-Armstrongs Steam Turbines B/U at Kaohsiung in 1976 Esso Cardiff May 1963 31,720 Nederlandsche Dok Steam Turbines B/U at Ulsan in 1983 Esso Newcastle Dec 1963 31,200 Vickers-Armstrongs Steam Turbines Renamed Exxon Santa Ynez
In July of 1964, the S.S. Esso Cardiff was sent to the Tyneside Yard of Palmers of Hebburn to become the first of the Company’s ships to have the new bulbous bow fitted.
On 22 February 1965, the S.S. Esso Lincoln struck the Avocet Rock in the Red Sea, at speed, during a passage from Jabbal Dhanna to Milford Haven, sustaining severe damage, which was later repaired in Italy.
In 1977, the S.S. Esso Newcastle was converted by a Japanese shipyard to become a ‘floating separation/gas-treating/storage facility’ for crude oil production, and renamed W.P. No. 1. Her deckhouse, funnel and engines were removed for this new purpose. In 1980, she was renamed Exxon Santa Ynez and moored some 3-4 miles offshore at the Hondo Field, off Santa Barbara, California, attached to a single anchor leg mooring system about 1-2 miles from the production platform.
THE ‘COUNTY’ CLASS OF THE 1960’s
VESSEL NAME
BUILT
GRT
BUILDERS NAME
PROPULSION
ULTIMATE FATE
Esso Pembrokeshire
1961
48,898
A. G. Weser, Bremen Steam Turbines B/U at Kaohsiung in 1975 Esso Hampshire
1962
48,141
Verolme Dok en Sch. Steam Turbines B/U at Kaohsiung in 1975 Esso Warwickshire
1962
48,049
A. G. Weser, Bremen Steam Turbines B/U at Dongsham in 1988 Esso Lancashire
1962
49,397
Kockums Mekaniska Steam Turbines B/U at Barcelona in 1977 Esso Yorkshire
1963
52,544
Kockums Mekaniska Steam Turbines B/U at Kaohsiung in 1975 Esso London
1964
52,342
A. G. Weser, Bremen Steam Turbines B/U at Split in 1982
THE ADVENT OF THE VLCC CLASS OF THE LATE 1960’s / EARLY 1970’s
VESSEL NAME YEAR
GRT
DWT
BUILDER
PROPULSION
ULTIMATE FATE
Esso Mercia
1967
87,002
169,496
A. G. Weser
Steam Turbine
B/U at Kaohsiung in 1984 Esso Anglia
1968
97,082
193,361
Chantiers de l’A
Steam Turbine
B/U at Kaohsiung in 1978 Esso Bernicia
1968
96,903
193,658
Howaldtswerke
Steam Turbine
B/U at Kaohsiung in 1979 Esso Scotia
1969
127,158
253,962
A. G. Weser
Steam Turbine
B/U at Kaohsiung in 1981 Esso Cambria
1969
127,158
253,962
Verolme Dok en Sch.
Steam Turbine
B/U at Kaohsiung in 1982 Esso Northumbria
1970
126,543
254,277
Swan Hunter S. B. Ltd.
Steam Turbine
B/U at Kaohsiung in 1982 Esso Hibernia
1970
126,539
254,277
Swan Hunter S. B. Ltd
Steam Turbine
B/U at Kaohsiung in 1984 Esso Ulidia
1970
126,538
254,011
Harland & Wolff Ltd
Steam Turbine
Laid up 1983. B/U in 1983 Esso Caledonia
1971
126,535
250,011
Harland & Wolff Ltd
Steam Turbine
B/U at Masan in 1982 Esso Demetia
1973
125,293
258,979
Kockums Mekaniska
Steam Turbine
B/U in 1994 after E.R. fire Esso Dalriada
1973
125,331
259,042
Kockums Mekaniska
Steam Turbine
Sold to Liberia in 1984
OTHER ESSO VLCC’s AND ULCC’s OF THE 1970’s – UNDER OTHER NATIONAL FLAGS
VESSEL NAMES AND COUNTRIES
YEAR
GRT
DWT
ULTIMATE FATE
Esso Soc. Anon. Francaise (France) Esso Bretagne
1971
127,777
259,210
B/U Kaohsiung in 1982 Esso Provence
1971
127,777
259,210
B/U Inchon, Korea in 1984 Esso Flandre
1972
127,502
253,557
B/U Masan, Korea in 1982 (ex-Esso Rotterdam) Esso Gascogne
1972
126,188
256,740
B/U Masan, Korea in 1982 Esso Languedoc
1973
126,186
256,999
Was still in service in 1986 Esso Normandie
1974
137,578
273,999
Was still in service in 1986 Esso Picardie
1976
137,578
279,467
Was still in service in 1986 Esso Tankschiff Reederei GmbH (Germany) Esso Europa
1969
126,321
257,995
B/U Kaohsiung in 1982 Esso Bonn
1974
126,192
256,962
Was still in service in 1986 (ex-Esso Bahamas) Esso Hamburg
1974
126,192
256,702
Was still in service in 1986 (ex-Esso Bermuda) Esso Deutschland
1976
203,869
421,681
Laid up in 1983. Sold off in 1985 to USA Esso Tankvaart Nederlande Antillen (Holland) Esso Europoort
1970
127,176
253,962
B/U Kaohsiung in 1982 Esso Nederland
1970
127,176
253,962
B/U Kaohsiung in 1982 Esso Bonaire
1973
127,502
255,027
B/U Kaohsiung in 1983 Esso Saba
1974
126,943
260,831
Laid up in Brunei Bay in 1983 Esso Oceanic Inc. (Liberia) Al Duriyah
1975
150,622
307,233
Laid up in Brunei Bay in 1985
ex-Esso Geneva, Esso Al Duriyah, Esso Geneva
Esso Tankers Inc. (Liberia) Esso Copenhagen
1970
112,763
253,300
B/U Busan in 1982 Esso Skandia
1970
112,763
254,011
B/U Kaohsiung in 1983 Esso Wilhelmshaven
1970
113,752
253,873
B/U Kaohsiung in 1982 Esso Rotterdam
1972
127,502
253,557
B/U Masan in 1982 (as Esso Flandre) Esso Kagoshima
1973
114,797
261,158
B/U Kaohsiung in 1986 Esso Okinawa
1973
114,797
260,910
B/U Kaohsiung in 1986 Esso Osaka
1973
146,312
283,154
B/U Kaohsiung in 1985 Esso Singapore
1973
114,633
256,715
B/U Ulsan in 1984 Esso Honolulu
1974
146,309
283,397
Laid up in Phuket, Thailand in 1984 Esso Indonesia
1974
114,797
261,230
B/U Kaohsiung in 1986 Esso Kawasaki
1974
150,622
307,431
Was still in service in 1986 Esso Africa
1975
137,166
274,467
Was still in service in 1986 Esso Bilbao
1975
146,309
283,271
Damaged by Exocet missile 50 miles South of Kharg Island in Oct 1986. Sold to Greece 1986 Esso Geneva
1975
150,622
307,233
Esso Al Duriyah in 1983. Laid up in 1985. Esso Hawaii
1975
146,309
283,274
Laid up in Brunei Bay in 1984 Esso Italia
1972
117,260
253,714
B/U Kaohsiung in 1983 Esso Japan
1976
192,673
406,640
Laid up at Aalesund 1982. Sold for storage 1986. Esso Madrid
1976
188,634
388,119
Laid up at Vestnes 1983. Sold to USA in 1985. Esso Tokyo
1976
192,673
406,258
Sold to Gibraltar 1985. Sold for storage1985. Esso Atlantic
1977
259,532
516,893
Laid up at Aalesund 1983 Esso Caribbean
1976
208,060
395,156
Laid up at Aalesund 1983 Esso Mediterranean
1976
202,798
395,367
Laid up at Vestnes 1983 Esso Pacific
1977
234,626
516,423
Laid up at Vestnes 1983 Esso Le Havre
1977
173,086
387,936
Laid up at Brunei Bay 1983. Sold to USA 1986.
In late 1972, the Standard Oil Company (New Jersey) changed its name to the Exxon Corporation. One of the main reasons for the name change was the long-standing confusion there had been between Standard Oil (New Jersey) and other competing companies in the USA that used the ‘Standard Oil’ name. The decision to change came about following a court ruling that the Esso trademark could not be used nationwide.
The change in title was initially intended for use as a primary trademark in the United Staes only. Thus, it only affected the existing names on 26,000 petrol station outlets and countless road tankers of the domestic Humble Oil and Refining Company and the names of the ships of the Humble Transportation Company of Houston, Texas, which flew the flag of the USA and were registered in Wilmington, Delaware.
The name of the Humble Transportation Company became the Exxon Transportation Company, Houston, and from around mid-1973 all the ships of the Company were renamed with the prefix ‘Exxon’ to their place names.
Although the name ‘Esso’ offered no such problems to international affiliates, the new name, ‘Exxon’, was registered in virtually every country in the world where trademark registration is available in order to protect its possible future use worldwide. In May 1983, all ships of the Exxon Transportation Company were transferred to Exxon Shipping Company of Houston.
Angus MacKinnon (deceased)
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The Longest Ships Ever Built
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2017-03-08T10:41:00-05:00
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With a length of 1,504.1 feet, the Oil tanker Seawise Giant is the longest ship ever built.
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/nwa_assets/img/site/favicon.png
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WorldAtlas
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https://www.worldatlas.com/articles/the-longest-ships-ever-built.html
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Many ships have been built over the ages including oil tankers, passenger ships, container ships, and other luxury ships (like the Titanic). Among them were the longest ships which included the Seawise Giant, Batillus, Esso Atlantic Esso Pacific, Barzan, Pioneering Spirit and Queen Mary among others. These ships have a great history and have helped in making strides within the shipping industry. The long ships encountered challenges such as taking too long to halt when at high speed and also great financing was needed for their maintenance. Nevertheless, they helped in driving the economies of their time.
1. The Seawise Giant
The Seawise Giant ship was an oil tanker which was 1504.1 feet long and 226 feet wide in size. It was twice the length of the famous Titanic ship and had a cargo capacity of just about 564,763 tons. The Seawise Giant ship traveled between the Middle East and the United States. It met its fate in the Iran-Iraq War in 1988 where it was bombed causing the largest ship ever built to sink to the bottom of the sea. At the end of the war, however, the shipwreck was bought by a Norwegian firm who repaired it and renamed it ‘Happy Giant.' By the time the Seawise Giant was broken up into pieces, it had acquired three other names: ‘Jahre Viking’s,' ‘Knock Nevis’ and ‘Mont.' It had also become inconvenient to keep it as it became difficult to sail and there were many changes in the oil market.
2. Batillus Class (4 ships)
The Batillus Ship was manufactured at a time when the world needed a transport medium for oil rather than depend on fixing pipes from one point to another. It was an oil tanker, which was 1359.0 feet long and had a tonnage of 553,662 deadweights. It had a speed of 16.7 knots and had 40 tanks built within it. The Batillus transported oil between the Persian Gulf and Northern Europe making a total of 30 voyages each year. However, between 1977 and 1980, the courses reduced to about 4 per year due to a depression in the oil market. Batillus made its last run in 1983 after which she was sold for less than US$ 8 million and scrapped in Taiwan in 1985.
3. Esso Atlantic And Esso Pacific
The Esso Atlantic and Esso Pacific were oil tankers just like the Batillus and the Seawise Giant ships. It was 1333.9 feet long and weighed about 508,628 deadweight tons when loaded to full capacity. They were owned by Esso International Shipping Company in the Bahamas and were later broken up in the year 2002.
4. Barzan
The Barzan is a container ship with a length of 1312 feet. It was built by Hyundai Samho, completed in 2015 and is currently in service. The Barzan has a weight of 199,714 tons which is only third of the weight of the Batillus and Seawise Giant ships. It is famous for its environmental friendliness as it has very low carbon emissions. Barzan cruises between Asia and Europe, mostly around North, Central and South China.
5. Pioneering Spirit
The Pioneering Spirit is a crane vessel which was built in-house by DSME shipyard in Korea. It is 1253 feet long and has two other barges built on it called the Iron Lady and the Bumblebee. The ship engages in offshore operations which involve complementing lift systems, removing topsides and straddling platforms. This ship is an inspiration of Pieter Schelte Heerema who was a pioneer of heavy lifting.
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CERRO GORDO - T2-SE-A1 - 10195GRT/16613DWT - 159.6 x 20.7 - 1943 Sun Shipbuilding Corpn., Chester, Pa, No.281 - 1951 VIRGINIA, 1960 TEXACO VIRGINIA, 1962 TRANSORLEANS - 08/70 broken up at Valencia - seen here as CERRO GORDO (USA).
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T2 Tankers
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[
""
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[
"naval encyclopedia",
"Author: naval encyclopedia"
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2022-03-26T07:00:50+00:00
|
The T2 Tankers were a class of 533 oilers studied and built under the supervision of the United States Maritime Commission between 1940 and 1945 in various yards, some requisitioned by the USN ad fleet oilers, and most of which were resold after WW2 to civilian owners and used well into the 1970s, enlarged and modernized.
|
en
|
naval encyclopedia
|
https://naval-encyclopedia.com/civ/ww2/us/t2-tanker.php
|
US Maritime Commission 1940-45: 533 Built
Foreworld: US Maritime Commission Fleet
The United States Maritime Commission (MARCOM) was an independent executive agency of the U.S. federal government created by the Merchant Marine Act of 1936, abolished on May 24, 1950. Created at first to replace WWI vintage vessels of the United States Merchant Marine and operate ships under the American flag. It formed the US Maritime Service for training officers and from 1939 until 1945, funded and administered the largest and most successful merchant shipbuilding effort in world’s history with 5,777 oceangoing merchant and naval ships total.
♆ Liberty ships – ♆ Victory ships – ♆ Freighters Type C1 – C2 – C3 – C4 – ♆ Tankers T1 – T2 – T3
The T2 Tankers: Bedrock of oil supply in WW2
Assembly and Construction of T2 Navy Tankers: Mission Santa nez, Suisun Bay Reserve Fleet, Benicia Solano County, CA
Was the allied effort ever in jeopardy because of oil tanker losses in the Atlantic ? Absolutely. Apart old merchant vessels dating back from the WWI emergency fleet and still running on coal the allied war machine from 1939 depended on oil. From tanks to planes and ships, and virtually all power from field generators for communication or lighting, oil, and oil again.
The axis knew it, and when possible, U-Boat in the Atlantic targeted tankers. In all, 2,603 merchant ships had been sunk (13. 5 million tons) and among these, in almost each convoy, oil tankers were present.
Was the Pacific war winnable without oil tankers ? Absolutely not. The while Pacific fleet out at sea depended on oil for operations at any level, special supply and repair fleets played a huge role having task forces resupplied at sea by fleet tankers, an art perfected in 1942-45, allowed a great degree of flexibility. They fit in a galaxy of fresh water generators, floating freezers, hospital ships, floating drydocks, workshops and repair ships.
Thus we can say, without a doubt, that the 900+ oil tankers (including 500 T2) of all types built in WW2 played a vital part in this allied effort, being the largest standardized oil tanker armada ever built. While these ships had their problem, notably related to a hasty construction and associated structural issues, they still were highly dependable and just the required size to enter most ports and carry their liquid cargo, as well as dispensing it wherever manageable.
Basic design Development
Outboard Profile, T2 Navy Tanker Lines
The T2 were a first of the three main types of oil tankers designed, built and used during WW2, the other two being the larger T3 mostly used as fleet oilers, and the coastal T1s. The T2 were subdivided into several classes (see below) but they all depended on the same basic design. Alteration mostly were in powerplants. Based on the Kannebec class oilers (MARAD T2), these T2 “national defense tankers” designed by the Maritime Commission from February 1942 started with three prototypes based on a typical “two islands” design of the late 1930s.
First Prototypes: The 1938 “Mobil”
Profile of the SS Mobil Fuel (1939-55) Src aukevisser.nl
The T2 design had its root in two vessels built by Bethlehem Steel in 1938–39: SS Mobil Fuel and Mobil Ube. MarCom took the basic design, well proven, and just included more powerful engines as per the Navy’s spec of 16.5 knots. Under the State of Emergency, thirteen duplicates of these vessels were also ordered for the merchant marine, first of which were completed in late 1942. By then the Navy wanted more oilers and requisitioned the first five/ This became the Samoset class (ex-Mobiloil was the lead ship, renamed USS Chiwawa). These were however pre-modification vessels limited to 15 knots with their VTE engines, but otherwise identical to the Kennebecs. Design code chosen was rather confusing, T3-S-A1.
The Kennebec class
USS Kennebec (AO-38) off Winoosky, Vermont, showing her two-tone measure 22 livery.
They were tailored for potential militarization with freed spaces fore and aft and reinforced decks to mount ordnance in platforms. The three prototypes were built by Bethlehem Steel for Socony-Vacuum Oil Co, SS Corsicana, Caddo and Calusa. A month later six more were requisitioned, SS Colina and Conastoga and four similar ships which were in completion at the time at Sun Shipbuilding & Drydock for the company Keystone Tankships. These were the “preserie”, an enlarged design later called T2-A: The SS Kalkay, Ellkay, Jorkay and Emkay. SS Corsicana was eventually commissioned as USS Kennebec, lead ship of the T2 class and thus, the whole T2 Type. SS Kalkay was renamed USS Mattaponi, making for the T2-A subclass. In June 1942 SS Aekay and Catawba were also acquired. All sixteen Kennebec class vessels survived the war, decommissioned to make way for the faster Cimarron class. Some were recommissioned and the very last was scrapped in 2018 in Turkey.
Hull & Equipments
The T2 had a gross tonnage (DWT) of 15,910 tons, but displaced 21,077 tons. They were called ‘500 footers’ also, as having a 501 ft 8 in (152.9 m) overall lenght, 68 ft (20.7 m) beam, and 29 ft 8.5 in (9.1 m) draft for a maximum depth of 37 ft (11.3 m) fully loaded; They carried 130,000 bbl (~18,000 t) on oil total. Due to this, when fully loaded, their tonnage was 39,000 tonnes. Tis required extra care for strenghtening their double hull. Complement was 214–247.
The basic design had a forecastle, a three storey bridge, two masts on decks fore and aft with booms to lift the heavy oil pipes (notably for refuelling at sea), pumps at all holds, separated into nine cargo tank, occupying the whole forward section, down to the aft island. The latter part was reserved for the crew’s quarters, above the machinery space, with the turbines and turbo generator. The ship had extra fresh water tank, used to flush and clear the fuel tanks after operation. The single funnel was raked and located aft.
Powerplant
With their installed power of 12,000 shp (8,900 kW) thanks to two geared steam turbines fed by two standard boilers, mated on a single screw propeller, they reached 16.5 knots (30.6 km/h; 19.0 mph), which was enough to left behing most U-Boats, even surfaced. Range was a comfortable 8,000 nmi (15,000 km; 9,200 mi).
Armament (AO fleet oilers)
USS Abatan, LCM AW4, ONI photos and description. She was modified as a fresh water distilling plant (Pasig class).
All fleet oilers (AO) were armed, and somewhat well armed, with typically a single standard 5″/38 caliber gun mount provided on the poop platform, usable both for antiship and AA combat, four 3″/50 caliber gun mounts (76 mm) of which two were placed o the forecastle forward and two aft. This was colmpleted by eight 40 mm AA gun mounts, generally in single monts and eight 20 mm AA gun mounts, also single. They were also given two depth charge projectors for ASW warfare but no sonar.
From 1943-44, all vessels gradually received either more AA and/or radars. The addition of the Navy personal to man the guns made the original crew of about 60-80 rose to 214 and even up to 247.
SS Sulphur Queen, sank by broking in two in the 1950s
USS Abatan at Guantanamo Bay today. She was one of the longest-service Fleet Oiler in the USN, being only retired after the Vietnam war and disposed of as a target, in early 1980.
⚙ T2 class specifications
Dimensions 144 x 13.2/14* x 4.4/4.5* m (472 x 46-47* x 16.5 feets) Displacement 4,850 tons standard, 5,925 tons Fully Loaded Crew 450/469 wartime Propulsion 2 shafts Parsons turbines, 6 Yarrow boilers, 40,000 hp. Speed 29 knots (42 km/h) Range 2300 nm @ 27 knots. Armament None
T2-A
Keystone Tankships company ordered five tankers in 1940 from Sun Shipbuilding & Drydock of Chester, Pennsylvania, based on the T2 but longer and with increased capacity; Marcom would designate this design T2-A. Bigger but faster, they were 526 ft (160.3 m) in total length, displaced about 22,445 tons, and were rated at 10,600 tons gross with 16,300 DWT — yet they attained a top speed approaching 16+1⁄2 knots (30.6 km/h; 19.0 mph). All five were requisitioned by the Navy during the war and converted to fleet oilers as the Mattaponi class.
⚙ T2-A class specifications
Dimensions 144 x 13.2/14* x 4.4/4.5* m (472 x 46-47* x 16.5 feets) Displacement 4,850 tons standard, 5,925 tons Fully Loaded Crew 450/469 wartime Propulsion 2 shafts Parsons turbines, 6 Yarrow boilers, 40,000 hp. Speed 29 knots (42 km/h) Range 2300 nm @ 27 knots. Armament None
T2-SE-A1
A T2 SE A1 Hat Creek at sea, 16 August 1943.
By far the most common variety of the T2-type tanker was the T2-SE-A1, another commercial design already being built in 1940 by the Sun Shipbuilding Company for Standard Oil Company of New Jersey. They were 523 ft (159.4 m) long, 68 ft (20.7 m) abeam, with 10,448 gross register tons (GRT) and 16,613 DWT. Their (steam) turbo-electric transmission system delivered 6,000 shaft horsepower (4,500 kW), with maximum thrust of 7,240 horsepower (5,400 kW), which produced a top-rated speed of about 15 knots (28 km/h; 17 mph) with a cruising range of up to 12,600 miles (20,300 km).
After Pearl Harbor, the United States Maritime Commission ordered this model built en masse to supply U.S. warships already in accelerated production, and provide for the fuel needs of US forces in Europe and the Pacific, as well as to replace the tanker tonnage being lost at an alarming rate to German U-boats.
481 were built in extremely short production times by the Alabama Drydock and Shipbuilding Company of Mobile, Alabama, the Kaiser Company at their Swan Island Yard at Portland, Oregon, the Marinship Corp. of Sausalito, California, and the Sun Shipbuilding and Drydock Company of Chester, Pennsylvania. During that period, average production time from laying of the keel to “fitting out” was 70 days. The record, however, was held by Marinship, which had Huntington Hills ready for sea trials in just 33 days.
⚙ T2-SE-A1 specifications
Built by Alabama DD. & SB. Co., Mobile, Alabama. *after modernization
Dimensions 159.6 m (168.25 m*) x 20.7 m (22.92 m*) x 9.1 m Displacement 10,172 tons GRT (12,532*), DWT 16,613 tons Crew 30 ? Propulsion Main engine: 5,399 kW Speed 15 knots Range as T2 Armament as T2
T2-SE-A2 and -A3
The fleet oiler USS Onaganset (AO-86) fractured in port. A T2-SE-A2 model, she had a measure 2 camo graded, Dark, Ocean and light Gray.
These were built by Marinship of Sausalito Yard. Nearly identical to the T2-SE-A1 but with an output of 10,000 hp (7,500 kW) rather than 7,240. The A3 was a naval oiler from the start, not converted later as A2s. They had the full equipment for refuelling at sea and a powerful defensive armament.
⚙ T2-SE-A2/A3 specifications
Propulsion Main engines: 10,000 hp (7,500 kW) Speed 16 knots?
T3-S-A1
T3-S-A1s were built by Bethlehem Sparrows Point Yard, for Standard Oil, New Jersey. They were identical to the original T2s but with downgraded powerplant, of just 7,700 hp (5,700 kW). 25 of such ships were ordered by the Maritime Commission, five later used as fleet oilers, the Chiwawa class. These WERE NOT the actual T3 design
⚙ T2-SE-A2/A3 specifications
Propulsion Main engines: 7,700 hp (5,700 kW) Speed as T2
T2-A-MC-K
The T2-A-MC-K were smaller, with a M.C. deadweight tonnage of 16,300 tons, and fully loaded, 22,445 tons. They were shorter at 526 ft (160 m), narrower at 68 ft (21 m) with a draft ranging up to 30 ft 10 in (9.40 m) max. Their new turbine produced 12,000 hp (8,900 kW) for 17.5 knots (32.4 km/h; 20.1 mph), making them the fastest Oilers at the time. could hold 117,400 Bbls of oil and 595,000 gal of gasoline. Crew of 23 officers and 329 enlisted men. Armament: one single 5’/38 cal dual purpose gun mount, four single 3″/50 cal dual purpose gun mounts, four twin 40 mm AA gun mounts and twelve single 20 mm AA gun mounts. The first was commissioned in 1942 and USS Patuxent, a Kennebec-class oiler, was a good example.
⚙ T2-SE-A2/A3 specifications
Dimensions 526 ft (160 m) x 68 ft (20 m) x 30 ft (9.4m) Displacement 16,300 tons GRT, 22,445 tons FL Propulsion Main engines: 12,000 hp (8,900 kW) Speed 17.5 knots (32.4 km/h; 20.1 mph) Armament See notes Range as T2
Wartime Career of notorious T2 ships
USS Macoma, AO 83, in dark blue livery.
USS Suamico, AO-49, in dull marine gray. ONI photo showing her bow 5-in and Oerlikon AA guns, and surface radar alteration of 1943. Mare Island Arsenal, July, 31, 1943.
Controversial hull structure weakness
USS Schenectady in January 1943.
In WW2, USS Schenectady broke in two at 11 pm on 16 January 1943, a few days after completing her sea trials. It happened while lying at the outfitting dock in Portland, Oregon in pristine weather. The hull failure was sudden, and heard a mile away. The Kaiser Shipyard oiler was the first and most notorious catastrophic T2 hull failure. The failure started on the deck between two bulkheads, ran down to the keel, initiative by a defective weld present in stress concentration point of the design.
It was compounded by poor welding procedures, cited later by the investigating committee. It contributed but was not critica in itself. Mass-production and metallurgical welding issues were not fully understood at the time, combined to a competing, challenging need to out-do other yards by production time. This ended with a serie of equally critical ship’s breaking up accidents, fuelling a relatively poor reputation, but most losses were simply from enemy action, with the critical failure added as aggravating factor. Indeed many oilers survived one of even several torpedo impacts due to their double, or even triple hulls in some cases, showing amazing resilience.
SS Caddo (1942) sank on 23 November 1942 (hit by torpedo U-518, North Atlantic)
SS Esso Gettysburg sank on 10 June 1943 (from U-66)
SS Bloody Marsh sank on 2 July 1943 (from U-66), on “Bloody Marsh”, maiden voyage
US Touchet sank on 3 December 1943 (from U-193) in the Gulf of Mexico while en route to New York from Houston
SS McDowell sank on 16 December 1943 (from U-516) off Cuba.
SS Fort Lee sank on 2 November 1944 (from U-181), Indian Ocean.
SS Jacksonville sank on 30 August 1944 (from U-482) off Ireland, convoy CU 36
USS Ponaganset: Accident: Broke in two at pier in Boston
SS Nickajack: Sank 30 March 1946 in Eniwetok Harbor underway to Yokohama
SS Glenn’s Ferry: Sank on 6 October 1945 at Batag Island, Philippines, bound to Manila after explosion
Postwar Civilian Career
Since some of the T2 were completed after the end of WW2, there was no way to have been scrapped afterwards. The USN curtailed its fleet oilers (AO) fleet, most being sold to civilian owners, just like other T2 exploited by MARCOM. They were sold quickly at low prices due to the double concerns of the Commission and state to still own these ships under US taxpayer expenses, and their known safety concerns, as all mass-produced ships in wartime. Indeed, the T2 were soon notorious for many accidents in the 1950-60s. They were used to transport fuel oil, diesel fuel, gasoline and sometimes black oil-crude oil. Many were also sold to foreign companies and served well into the 1980s despite their age and issues.
Fro example, SS Bemis Heights sank on 5 November 1948 off Quoin Point, South Africa, SS Pendleton, broke in two on 18 February 1952, same for SS Fort Mercer on 18 February 1952, SS Salem Maritime exploded on 17 January 1956 while unloading fuel in Lake Charles, Louisiana. SS Midway Hills sank on 2 October 1961, broke in two from after an engine room explosion off Jacksonville, Florida. Also SS Marine Sulphur Queen (disappeared, causes unknown, 4 February 1963), SS Bunker Hill (6 March 1964, explosion, broke in two), SS White Bird Canyon (sank 17 December 1964, bad weather in the Aleutians), SS Rainier (wrecked and sank 22 December 1965, SS Fort Schuyler engine room fire, sank 24 October 1966), SS Ninety-Six (sank 3 March 1971, leaking in storm, Indian Ocean), SS V. A. Fogg (lost 1 February 1972), SS Belridge Hills (Sank 24 December 1972, gale off Japan), SS Marine Floridian (1977 collision with a drawbridge), SS Marine Electric (sank 1983 storm), Delta Conveyor (sank in the Mississippi River Louisiana, raised 2003).
Ideal X was one of the most famous tanker postwar, being the very first container ship. The former Marinship Corporation’s Potrero Hills, she was later purchased by Malcom McLean’s Pan-Atlantic Steamship Company, and made history. She could carry 58 containers, inside her holds and on deck platforms, making intermodal transport way faster.
Fleet Oilers’s cold war Career
Being that recent, many fleet oilers still in the USN were put to good use to refuel the USN armada deployed off the coast of southern Korea duing the Korean War. Better so in 1966, the US Army reactivated 11 T2 tankers and converted them into floating electrical power generation plants (alongside those used for refuelling the fleet). Their propulsion systems with electrical turbines generate current for on-shore use, based on their classic tubines and own fuel (150,000-barrel holds). These giant generators could in that case stay in place for two years, continuouslt providing electricity, without ever refueling. This is a rarely spoken of contribution to the Vietnam War. USNS French Creek was in fact the first to arrive, in June 1966, followed by USS Kennebago, both berthed at Cam Ranh Bay.
Gallery
A Former T2 in Curaçao, Willemstad Port.
Details on the deck of SS Fort Lee, Feb. 1945 at Mare Island, California
USS Ranger refuelled underway at sea by SS Council Grove, 1974.
USS Pasig, water distilling ship, one of the four ever built in WW2, and lead ship.
USS Pasig (AW-3, Pasig class) ONI Mare Island, 6 January 1945
Tanker Esso, Manhattan, underway with PT-boats in 1943
Richfield Oil Corporation type T2-SE-A1 David E Day in port, circa 1950
USS Cohocton, with a two-graded Type 2 measure camouflage, 1942
SS Marine Electric, a former T2 converted as bulk carrier
SS Fort Mercer prior to sinking
Dutch Tanker at Rotterdam, HAL Company
A Tanker postwar for a Dutch Company CPIM in Curaçao
SS Pendelton sinking
Links and sources
www.t2tanker.org/
aukevisser.nl
Suamico_class_oilers
Kennebec_class_oilers
www.t2tanker.org
www.nytimes.com/1943/03/18/archives ship-failure-laid-to-steel-welding-investigators-report-that
aukevisser.nl/t2tanker/id94
mariners-l.co.uk/T2
shipsnostalgia.com/media/trigonosemus
helderline.com/tanker/trigonosemus
shipbuildinghistory.com/shipyards/emergencylarge/kswanisland
shipbuildinghistory.com/merchantships/2t2tankers
cnooks.nl/Jubileum
pwencycl.kgbudge.com/T/2/T2-SE-A1_class
ibiblio.org/hyperwar/USN/ships/ships-mc
navsource.org/archives/09/19/19044
T2_tanker
United_States_Maritime_Commission
navsource.org/archives/09/19/19081
ncsp.tamu.edu/reports/USCG/salemmaritime
jstor.org
/pmars.marad.dot.gov/
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Metcalf Motor Coasters Ltd. began as part of C. Crawley Ltd. of Gravesend, which was founded in 1893 by Charles Crawley as Thames barge and small coaster owners. In 1905, the company was managed by Thomas J. Metcalf, who after World War I purchased five ‘X’ lighters which had been used in the Gallipoli campaign […]
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Shipping Today & Yesterday
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Metcalf Motor Coasters Ltd. began as part of C. Crawley Ltd. of Gravesend, which was founded in 1893 by Charles Crawley as Thames barge and small coaster owners. In 1905, the company was managed by Thomas J. Metcalf, who after World War I purchased five ‘X’ lighters which had been used in the Gallipoli campaign in 1915 as landing craft. In 1924, Thomas renamed these five ‘X’ craft as Daniel M, David M, Francis M and James M after family members, with the remaining ‘X’ craft becoming the water carrier Aqua 130/1915 for C. Crawley Ltd. Thomas J. Metcalf and his wife Mrs. Ellen Metcalf owned three vessels registered under C. Crawley Ltd. in Aqua, which was broken up in 1984 after a career of almost seventy years, Fountain built in 1915 and broken up in 1950, and Aquarium built in 1895 and broken up in 1966. The connection between C. Crawley Ltd. and Metcalf Motor Coasters continued into the post World War II years, and a total of over twenty barges and coasters were registered under C. Crawley Ltd.
The Metcalf Motor Coasters Ltd. fleet grew from five coasters in 1924, to twelve coasters on the outbreak of war in September 1939, to eighteen coasters in 1950, 22 coasters in 1958, and on takeover by Booker Line in 1972 and merger with S. William Coe & Company coaster fleet of Liverpool to a fleet of 26 coasters and deep-sea ships, and finally on takeover by James Fisher & Sons Ltd. in 1984 to a large fleet of 35 coasters and deep-sea ships including six managed ships used for the transport of irradiated nuclear fuel.
Thomas J. Metcalf lived at ‘The Moorings’ in Overcliffe near Gravesend when he first became a shipowner in 1924, but later moved his office to 370, Commercial Road in Stepney in East London. The ‘X’ craft were a large class of 250 landing craft that were ordered by the British Government initially for an aborted landing on the German Baltic coast, and then for the ill-fated landings at Gallipoli in Turkey. The shipyard of James Pollock & Sons Ltd. at Faversham acted as agents for the purchase of the gas engines from the Swedish Bolinders firm, but built none of the class. Four of the five ‘X’ craft that were purchased by Thomas J. Metcalf came from the Sunderland shipyards of Doxford, Thompson, Blumer and the Sunderland Shipbuilding Co. Ltd. with dimensions of length 105.7 feet by moulded beam of 21.1 feet, and depth of 7.1 feet. They were powered by four cylinder Bolinders gas engines, with Francis M differing in being twin screw, while Aqua came from the Selby yard of Cochrane & Sons and was powered by a two cylinder engine by the Campbell Gas Engines Co. Ltd.
Thomas J. Metcalf soon began to order larger engines aft coasters in the late 1920s in Holland with coastal tanker Frank M of 231 grt completed in October 1929 by J. Koster Hzn Scheepswerf ‘Gideon’ at Groningen on dimensions of 114.0 feet by 22.5 feet by 8.0 feet and fitted with a four cylinder Deutz diesel by Koln A.G. Ellen M of 264 grt in October 1930 and Thomas M of 310 grt in November 1931 followed from the same yard, and all with short quaterdecks. A much larger coaster building programme from the Dutch yards of Koster ‘Gideon’, J. Pattje of Waterhuizen and the Van Diepen Brothers of Waterhuizen produced David M 350/1933, John M 500/1937, Paul M 492/1937, Polly M 360/1937 and Ellen M 498/1938, in addition to the coastal tanker Eileen M 323/1938, and all fitted with four or six cylinder 4SCSA Humboldt Deutz Motoren diesel engines. The larger dry cargo coasters of John M, Paul M and Ellen M had dimensions of length 157.5 feet, moulded beam of 27.4 feet and depth of 9.8 feet, with a short fo’c’stle of length 18.0 feet, quarterdeck of length 54.0 feet and poop of length 37.0 feet.
The Burntisland yard on the Firth of Forth launched Charles M of 403 grt on 20th December 1934 and completed her in January 1935, and launched her sister Daniel M of 448 grt on 23rd January 1936 and completed her in February 1936 on dimensions of length 150.0 feet, moulded beam of 26.0 feet, and depth of 10.9 feet, and equipped with a six cylinder Humboldt Deutz diesel engine. The coastal tanker Lido of 160 grt, completed in August 1926, was purchased from the Union Lighterage Co. Ltd. of London in 1936, and renamed Ann M in 1940. She was a barge type with a short fo’c’stle and quarterdeck, and her middle longitudinal bulkhead was not considered oil tight.
World War II
Metcalf Motor Casters Ltd. had a fleet of twelve motor coasters on the outbreak of war in September 1939, their previous coasting voyages in British and Irish waters, and in the waters between Brest and Hamburg, now changed by war. Ellen M sailed from Immingham on 1st February 1940 with a cargo of coal and was torpedoed off Lowestoft by U59 without warning at 2044 hours later that day. She was considered as being ‘Lost Without Trace’ by the Admiralty as no bodies or wreckage was ever recovered. The entire crew of seven plus two DEMS gunners were lost.
Thomas M became a war loss on 24th November 1940 when mined and sunk 1.5 miles off the entrance to Great Yarmouth harbour on a bearing of 135 degrees with the loss of two lives, the remaining seven crew being rescued. She was replaced in the fleet by the new coaster Empire Crag of 332 grt in 1941 from the yard of J. Pollock & Sons Ltd. of Faversham, powered by a six cylinder 2SCSA Crossley diesel engine made in Manchester. The motor coaster Benguela 534/1936 built by the Goole Shipbuilding & Repairing Co. Ltd. was purchased in 1943 to bring the Metcalf fleet back up to a strength of a dozen coasters, and was renamed Ellen (2) in 1946. The coastal tanker Empire Coast 320/1943 built by the Pimblott yard at Northwich and equipped with a five cylinder oil engine also joined the Metcalf fleet for management in 1943, and was sold for ‘Esso’ coastal duties in 1946 as Esso Ottawa.
The Thames spritsail barge Ardwina of 66 gross tons had been built back in 1909 by the yard of Orvis and Fuller of Ipswich, and was purchased by Thomas J. Metcalf in 1938. She was put to good use during the war in the loading and unloading of deep-sea ships in the Royal Docks in London and distributing hard won cargoes from the British Empire around the Thames and Medway estuaries. Ardwina continued her time honoured trade for Metcalf after the end of the war until her sale in 1951 to Daniels Brothers (Whitstable) Ltd., and is still afloat today and moored among many small craft at St. Katherine Dock.
Post-War Trading
The coastal fleet of Metcalf Motor Coasters was used in many trades in post-war years, including the bulk fertiliser trade northwards from Immingham to Perth for Fisons Ltd., the Thames to Norwich mills grain trade and the North East Coast trade from Blyth to Norwich with coal, the empty barrels trade from the Metcalf yard at Greenhithe to Lossiemouth near Elgin for the Speyside whisky trade, and the oil distribution trades from refineries. The fleet was bolstered by the addition between 1946 and 1949 of four dry cargo and three coastal tankers.
The coastal tankers were all German prizes, including the bridge ‘midships engines aft twin masted Liselotte Essberger of 1,623 grt built in 1935 and requisitioned by the German Navy in 1940 and captured at Trondheim in May 1945 and renamed Empire Tegyika by the Ministry of War Transport. She was transferred to the Admiralty in 1947 and renamed Thornol and used for Royal Fleet Auxiliary duties but was not R.F.A. manned. She was purchased by Metcalf on 5th June 1948 and renamed Caroline M, receiving new oil engines in 1958, and gave eighteen years of service before her sale in 1966 to Greek Diamantis family owners to become Kyllini and served until scrapped at Salamis Island in December 1980 after a career of 45 years. Shortly before her sale she had collided on 4th March 1966 with the sand dredger Sand Star in Southampton Water, which sank with her crew rescued by Caroline M.
The coastal tanker Anthony M of 465 grt had been built in 1944 at Beidenfleth in Germany as Gohren for the German Navy and became Empire Tigity after capture as a prize. She joined Metcalf in 1947 and was given new oil engines in 1953, and served for 23 years until becoming the effluent tanker Kinder in 1970. She was scrapped at Garston in April 1983. The coastal tanker Peter M of 972 grt and 1,400 dwt with bridge ‘midships and engines aft had been built as Algol in 1937 by the Deutsche Werft yard in Hamburg for Swedish owners and came into the Essberger fleet in 1941 for service with the German Navy. She was taken in prize at Arendal in Norway in May 1945 and renamed Empire Tigaven. She gave seventeen years of service to Metcalf from 1947 before her sale to Greek owners in 1964, and was broken up in March 1972 at Perama.
The dry cargo coaster Empire Bank of 402 grt and 480 dwt from the Henry Scarr yard at Hessle in 1941 was purchased in 1946 and renamed Rose-Julie M and gave twenty years of service until broken up at Queenborough in Kent in 1966. Jim M of 410 grt was laid down as Chant 34 at Goole in 1944 but completed as Empire Farnham, and purchased by Metcalf in 1946 and given a new oil engine in 1959 and served until scrapped at Grays in Essex in January 1965. Two American built engines ‘midships USMC standard design N3-S-A1 or ‘Jeep’ types of 2,905 dwt were purchased in 1949 as Freeman Hatch and Waldo Hill, and were renamed Charles M (2) and Andrew M. This pair were steamers and part of three dozen ‘Jeep’ types delivered to the U.K. from across the Atlantic between December 1942 and May 1945, and were equipped with triple expansion engines built by manufacturers in the Great Lakes. Charles M (2) replaced the first motor coaster of that name that was sunk by collision on 31st March 1949 with the Dutch motor vessel Atlas off Dungeness, although taken in tow by the Dutch motor vessel Westereems, she sank the next day three nautical miles off Beachy Head.
The Metcalf fleet in 1950 consisted of eighteen dry cargo and coastal tankers in Andrew M built in 1943, Ann M built in 1926, Anthony M built in 1944, Charles M built in 1943, Caroline M built in 1935, Daniel M built in 1936, David M built in 1933, Eileen M built in 1938, Ellen M (2) built in 1936, Frank M built in 1929, Jim M built in 1944, John M built in 1937, Paul M built in 1937, Peter M built in 1937, Polly M built in 1937, Rose-Julie M built in 1941, Thomas M (2) the former Ngakoa purchased in 1946 and built in 1938, and the water carrier Aqua built in 1915.
The Metcalf fleet was expanded during the 1950s decade by one second-hand coaster, and seven newbuild coasters, with coasters also registered under two Glasgow based companies of Mac Shipping Co. Ltd. and Wimaisia Shipping Co. Ltd., both companies purchased in 1952. The second-hand vessel was Paul M (2) 479/38 built as Hawk for Jakob van der Laan of Groningen by the Van Diepen Brothers yard at Waterhuizen and used by the Kriegsmarine during the war as Sperrbrecher 146. She was purchased from Dutch owners as Hollendrecht and made her maiden voyage for Metcalf with empty barrels from Greenhithe to Lossiemouth in July 1952, followed by loading coal at Blyth. She served Metcalf for thirteen years until she arrived at Grays in Essex on 13th August 1965 for breaking up. The newbuild coasters were Lisbeth M 939/1953, Marian M 694/1955, Michael M 691/1955, Melissa M 1,089/1956, Christopher M 1,035/1956, Charles M (3) 403/1956, and Adrian M 967/1957.
|
||||
1857
|
dbpedia
|
3
| 35
|
https://www.yanmar.com/global/about/ygc/news/2021/10/27/99066.html
|
en
|
NEDO Selects Methane Slip Reduction Project for Next Generation Ship Development｜2021｜YANMAR GREEN CHALLENGE 2050
|
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[] |
[] |
[
"YANMAR",
""
] | null |
[] |
2021-10-27T00:00:00
|
NEDO Selects Methane Slip Reduction Project for Next Generation Ship Development
|
en
|
/ltc/assets/img/icon/9bd3c13d1c/apple-touch-icon.png
|
YANMAR
|
https://www.yanmar.com/global/about/ygc/news/2021/10/27/99066.html
|
Contributing to the reduction of environmental impact of LNG-fueled vessels
Hitachi Zosen Corporation (Hitachi Zosen), Mitsui O.S.K. Lines, Ltd.(MOL) and Yanmar Power Technology Co., Ltd. (YPT) have proposed "Development of Methane Slip (Note 1) Reduction Technology from LNG Fueled Vessels by Improving Catalysts and Engines" (hereinafter referred to as "the Project") with Hitachi Zosen as the managing company in the "Development of Next Generation Vessels Project" publicly solicited by the New Energy and Industrial Technology Development Organization (hereinafter referred to as "NEDO") under the Green Innovation Fund. The proposal was adopted.
In recent years, environmental awareness, including responses to climate change, has been increasing worldwide. Against this backdrop, the shipping industry is also working on various technological and business developments to realize a low-carbon society. One of these efforts is the introduction in various parts of the world of LNG-fueled ships, which have a low environmental impact. LNG fuel has the effect of reducing CO2 emissions, but engines using LNG can be prone to the problem of methane slip, where unburned fuel is expelled in the exhaust. Reducing methane slip is a pressing issue in engine design.
In this project, the partners aim to achieve a methane slip reduction rate of more than 70% for LNG-fueled vessels over a six-year period from FY2021 to FY2026. The reduction will be achieved by combining methane oxidation catalysts and engine improvements thereby further reducing the environmental impact of LNG-fueled vessels. YPT will also commission Namura Shipbuilding Co., Ltd(Namura Shipbuilding), together with Hitachi Zosen and MOL to establish the technology to install the system developed in this research on actual ships.
The system will be installed in a coal carrier built at the Namura Shipbuilding and operated by MOL for demonstration of the methane slip reduction technology. The partners will work to establish the technology as soon as possible with a view to utilizing carbon-recycled methane in future applications, reducing greenhouse gas emissions to zero by 2050 towards realizing a carbon-neutral society.
|
||||
1857
|
dbpedia
|
3
| 42
|
https://cyprusshippingnews.com/2022/09/28/hitachi-zosen-signed-agreement-with-imabari-shipbuilding-for-spin-off-of-the-marine-engine-business-and-acceptance-of-investment/
|
en
|
Hitachi Zosen signed agreement with Imabari Shipbuilding for Spin
|
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[
""
] | null |
[
"adonis"
] |
2022-09-28T00:00:00
|
At the Board of Directors held, Hitachi Zosen Corporation resolved to establish a new company by spinning off our marine […]
|
en
|
Cyprus Shipping News
|
https://cyprusshippingnews.com/2022/09/28/hitachi-zosen-signed-agreement-with-imabari-shipbuilding-for-spin-off-of-the-marine-engine-business-and-acceptance-of-investment/
|
I. Purpose of this transaction
In 1940, the Company started manufacturing marine engines as the only domestic double licensees of MAN Energy Solutions SE (Germany) and Winterthur Gas & Diesel Ltd.(Switzerland), the world’s two largest brand manufacturers of marine engines, and have manufactured a cumulative total of 42,850,000 horsepower and 2,975 units (as of September 26, 2022) for shipbuilders in Japan and overseas. The business the Company is engaged in, as well as the shipbuilding business conducted by Imabari Shipbuilding, is experiencing severe business conditions due to intensifying competition both domestically and overseas and volatile prices of steel and other resources. In recent years, the expected level of technology has risen further, including the conversion of marine engines to fuels for carbon neutral and the development of zero-emission vessels.
Under the increasingly challenging business environment in recent years, we have continued to consider ways to strengthen our competitiveness by rebuilding our business structure in anticipation of further changes in the business environment in the future, and to improve profitability through efficient business operations. Against this backdrop, the Company and Imabari Shipbuilding believe that this transaction will contribute to the stable supply and procurement of marine engines, as well as boosting sales by strengthening the sales supply network, improving profitability through cost reductions utilizing the material procurement capabilities of Imabari Shipbuilding, securing funds for development investment, and strengthening the development system. Through this transaction, the Company aims to continuously increase the corporate value of the Company and Imabari Shipbuilding.
|
|||||
1857
|
dbpedia
|
2
| 4
|
https://www.clydemaritime.co.uk/the-esso-petroleum-company-fleet-history/
|
en
|
The ESSO Petroleum Company Fleet History – ClydeMaritime
|
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en
|
https://www.clydemaritime.co.uk/the-esso-petroleum-company-fleet-history/
|
In 1855, at the age of sixteen years, the American John D. Rockefeller moved into an office of commission brokers in Cleveland, Ohio, and soon after became a partner in his own firm, Clark & Rockefeller. In 1859, oil was discovered in Pennsylvania and the visionary Rockefeller took an early interest in these developments, travelling to Pennsylvania to see for himself what this new industry might have to offer. Although the industry was highly unstable in these early days, Rockefeller saw the great potential of oil. In 1863, in partnership with a British engineer named Samuel Andrews, Rockefeller invested $4,000 in the construction of a refinery in Cleveland, Ohio, and took the first steps to becoming one of the richest men in the world. Within two years, Rockefeller bought out his partner (Clark) and the firm became known as Rockefeller & Andrews. By 1870 the business had expanded rapidly and in June of that year all their interests were incorporated as the Standard Oil Company (Ohio). The business continued to grow rapidly and on 27 April 1888 acquired their first foreign affiliate which was named the Anglo-American Oil Company, destined to become one of the largest companies in Great Britain involved in the bulk transportation of oil products. The Company opened offices at 16 Great St. Helens, London, later moving to Dock House, Billiter Street, and later 22 Billiter Street.
The first ships of the Anglo-American Oil Company were both Clyde-built. The first was the 1889-built BAYONNE, from the yard of A. & J. Inglis Ltd., and the second was the 1889-built MANHATTAN, from the yard of D. J. Dunlop & Coy., each with a carrying capacity of 4,000 tons, equivalent to about 28,000 barrels of oil per vessel, arranged in nine pairs of tanks that could be pumped out in ten hours using the two ship’s own cargo pumps. These were followed over the next few years by the steamers WEEHAUKEN (1891- Armstrong Mitchell & Coy), DELAWARE (1893 – D. J. Dunlop), POTOMAC (1893 – A. & J. Inglis Ltd) LACKAWANNA (1894 – D. J. Dunlop & Coy) CHESAPEAKE (1895 – D. J. Dunlop & Coy)
To accommodate the growing fleet, Anglo-American Oil constructed the large storage wharf at Purfleet on the Thames from where smaller vessels transhipped the commodity to various ports around the British Isles and Dublin, Ireland. By the turn of the century, the ships were increasing in size, up to 8,400 DWT. In 1903 the Company took delivery of its largest ship until then, the 9,196 GRT NARRAGANSETT, at that time the largest oil tanker in the world and the largest vessel to be built in the lower reaches of the Clyde, from the Yard of Scott & Coy of Greenock. And you can also give your business a new address if you’d like using a service like this Virtual office in Bristol so that way you get a top Bristol address and added privacy for your business.
OIL CARRIERS OF THE ANGLO-AMERICAN OIL COMPANY OF LONDON : 1889-1914
Purfleet oil terminal expanded over the years to become the largest unloading and storage depot in Great Britain, and remained in operation day and night throughout the First World War, by the end of which there were fifty-eight large storage tanks at the Site. Previously the facility had been in the ownership of the Purfleet Tank Storage Company but it was absorbed into the Anglo-American Oil Company who also went on to acquire the adjacent oil plant that had been owned by the Anglo-Russian Oil Company.
The Company’s fleet of oil carriers flew the Anglo-American houseflag portraying a black eagle astride a white ball, with navy blue and deep red diagonal sections as its background colours. During the Great War of 1914-1918, many of the Company’s vessels were taken over by the Government for war duties and during this war the Purfleet facility received the unwelcome attention of German Gotha bombers and Zeppelins, but no serious damage was sustained. The facility was enlarged again in 1938, to provide further storage capacity in preparation for the war that was foreseen as inevitable.
During the Second World War, the Purfleet terminal did not escape as lightly from enemy attention as was the case in the previous War. Twenty direct hits were recorded in 1940 and further hits during 1941 caused much devastation and destruction. Ships alongside were hit and caught fire, ashore there were many fires and resulting explosions, some of these fires burning for over a week. Inevitably some lives were lost during this difficult time.
COASTERS/RIVER CRAFT OF ANGLO-AMERICAN OIL COMPANY OF LONDON : 1856-1912
VESSEL NAMES
G.R.T.
BUILDER IDENTITY
L X B
PROPULSION TYPE
ULTIMATE FATE
Osceola
393
D. J. Dunlop & Coy
141 x 26
T/E 3-Cyl Stm Recip
B/U in 1934
Imperial
796
Tyne Iron & S.B. Co Ltd
200 x 32
T/E 3-Cyl Stm Recip
B/U in 1939
Oneida
698
Greenock & Grangemouth
165 x 32
T/E 3-Cyl Stm Recip
B/U in 1947
Tioga
742
Greenock & Grangemouth
180 x 31
T/E 3-Cyl Stm Recip
Collision loss -1943
Queen of the Avon
162
J. Vernon
101 x 20
Snow-rigged S.V.
Not known
Morning Star
65
R. M. Shrubsall
85 x 18
Ketch-Barge
Disposed of in 1921
White Rose
49
D. J. Dunlop & Coy
63 x 15
Tug
B/U in 1954
Royal Daylight
83
J. Stewart & Sons
75 x 17
Tug
B/U in 1955
Royal Daylight
53
Gordon Alison & Coy
72 x 15
Tank Barge
Not Known
White Rose
44
Gordon Alison & Coy
69 x 14
S.V.
Not Known
ACQUISITIONS OF THE ANGLO-AMERICAN OIL COMPANY OF LONDON : 1897-1917
BRITISH-BUILT SHIPS OF THE ANGLO-AMERICAN OIL COMPANY OF LONDON : 1901-1903
VESSEL NAMES
G.R.T.
BUILDER IDENTITY
L X B
PROPULSION TYPE
ULTIMATE FATE
Nonpareil 3,414 A. Hamilton & Coy 323 x 46 4-Masted Barque
Capsized in 1900
Comet 3,414 A. Hamilton & Coy 323 x 46 4-Masted Barque
Became barge in 1928
Brilliant 3,765 Russell & Coy 352 x 49 4-Masted Barque
Submarine loss in 1916
Daylight 3,756 Russell & Coy 353 x 49 4-Masted Barque
B/U in 1953
Eclipse 3,090 A. Rodger & Coy. 327 x 46 4-Masted Barque
Hulked China in 1928
Arrow 3,090 A. Rodger & Coy. 327 x 46 4-Masted Barque
B/U London in 1938
Radiant 1,974 A. Rodger & Coy. 265 x 40 4-Masted Barque
B/U Italy in 1923
Alacrita 1,974 A. Rodger & Coy. 265 x 40 4-Masted Barque
Foundered in 1907
AMERICAN-BUILT SHIPS OF THE ANGLO-AMERICAN OIL COMPANY OF LONDON : 1900-1902
VESSEL NAMES
G.R.T.
BUILDER IDENTITY
L X B
PROPULSION TYPE
ULTIMATE FATE
Acme 3,288 A. Sewall & Coy Unknown 4-Masted Barque
Stranded in 1919
Astral 3,292 A. Sewall & Coy Unknown 4-Masted Barque
B/U Yawata in 1936
Atlas 3,381 A. Sewall & Coy Unknown 4-Masted Barque
B/U Osaka in 1936
Thomas W. Lawson 5,218 Fore River Ship & Eng 395 x 50 7-Masted Schooner
Foundered in 1907
THE FLEET OF THE ANGLO-AMERICAN OIL COMPANY OF LONDON IN 1910
VESSELS
YEAR OF BUILD
S.S. APPALACHEE
1894
S.S. ASHTABULA
1903
S.S. CADILLAC
1909
S.S. CHESAPEAKE
1895
S.S CHEYENNE
1908
S.S. CUYABOGA
1902
S.S. DAKOTAH
1902
S.S. DELAWARE
1893
S.S. GENESEE
1899
S.S. HUDSON
1900
S.S. IMPOCO
1910
S.S. IROQUOIS
1907
S.S. KENNEBEC
1902
S.S. LACKAWANNA
1894
S.S. NARRAGANSETT
1903
S.S. OTTAWA
1888
S.S. POTOMAC
1893
S.S. SARANAC
1908
S.S. SCHUYLKILL
1903
S.S. SEMINOLE
1903
S.S. SENECA
1901
S.S. SUWANEE
1888
S.S. TAMARAC
1908
S.S. TIOGA
1890
S.S. TONAWANDA
1893
S.S. TUSCARORA
1898
S.S. WEEHAUKEN
1891
S.S. WINNEBAGO
1901
S.V. ALCIDES
1892
S.V. ARROW
1902
S.V.BRILLIANT
1901
S.V. CALCUTTA
1892
S.V. COMET
1901
S.V. DAYLIGHT
1902
S.V. DRUMELTAN
1883
S.V. ECLIPSE
1902
S.V. GLANDOON
1894
S.V. JUTEOPOLIS
1891
S.V. LAWHILL
1892
S.V. LYNDHURST
1886
S.V. RADIANT
1903
S.V. NAVAHOE
1908
OIL TANKERS ACQUIRED BY ANGLO-AMERICAN OIL DURING THE 1914-1918 WAR
VESSEL NAME
YEAR
GRT
BUILDER IDENTITY
ULTIMATE FATE
Cuyaboga
1914
4,586
Greenock & Grangemouth Sunk by enemy torpedo on 05-07-1917 Earl of Elgin
1909
4,448
Russell & Coy Sunk by enemy torpedo on 07-12-1917 Mimosa
1905
3,466
Short Brothers Sunk by enemy torpedo on 04-09-1915 Winnebago
1915
4,666
Sir James Laing & Sons Ltd Broken up at Spezia in 1949 Spiraea
1900
3,620
William Pickersgill & Sons Broken up at Morecambe in1916 Tamarac
1916
5,042
A. McMillan & Sons Broken up in 1935 by UK shipbreakers Silvertown
1873
5,046
C. Mitchell & Coy Broken up in 1935 by Italian shipbreakers Strathfillan
1906
4,353
William Hamilton & Coy Broken up in 1947 by Indian shipbreakers Tuscarora
1917
7,106
Sir James Laing & Sons Ltd Broken up in 1935 at Queenstown Cadillac
1917
12,074
Palmers S. B. & Iron Coy Sunk by enemy torpedo on 01-03-1941 Saranac
1918
12,070
Palmers S. B. & Iron Coy Sunk by enemy gunfire on 25-06-1940
Following the First World War, a new British company was formed by the New York based Atlantic, Gulf and West Indies S.S. Lines, a company involved in shipping since 1844, but also owning properties and oilfields in Mexico. The new British company was called A.G.W.I. Petroleum Corporation Limited and was incorporated in 1920. On its formation, the Company acquired 406 acres in Hampshire that was to become the new Fawley refinery and oil storage depot. The first of the Company’s vessels, the newly built S.S. Agwilake, landed the first oil at Fawley on 18 June 1921, discharging 1,398 tons of Mexican crude oil, 5,843 tons of fuel oil and 2,677 tons of gas oil. In 1921 the facility had storage capacity of 99,000 tons. In 1923, A.G.W.I. Petroleum Corporation was taken over by the British Mexican Petroleum Company. In 1925 the Anglo-American Oil Company acquired the British Mexican Petroleum Company and its fleet of eight oil tankers of 10,000 DWT.
OCEAN TANKERS OF THE ANGLO-AMERICAN OIL COMPANY IN THE 1920’s
VESSEL NAME
BUILT
ACQUIRED
GRT
PROPULSION
ULTIMATE FATE
Strathearn
1906
1920
4,419
T/E Steam Recip. Bombed and sunk in September 1941 Housatonic
1919
1920
5,519
T/E Steam Recip Bombed and sunk in February 1941 Kennebec
1919
1920
5,548
T/E Steam Recip Submarine loss in September 1939 Narragansett
1920
1920
6,889
Twin Oil Engines Sold off for breaking up in 1933 Seminole
1921
1921
6,923
Twin Oil Engines Sold off for breaking up in 1936 Chesapeake
1928
1928
8,955
Oil Engine Broken up at Faslane in 1953 Schuylkill
1928
1928
8,964
Oil Engine Sold off for breaking up in 1947
OCEAN TANKERS OF THE ANGLO-AMERICAN OIL COMPANY IN THE 1930’s
VESSEL NAME
BUILT
BUILDERS
GRT
PROPULSION
ULTIMATE FATE
Cheyenne
1930
Palmers Coy Ltd
8,825
Oil Engine Submarine loss in September1939 Appalachee
1930
Palmers Coy Ltd
8,826
Oil Engine Submarine loss in December 1940 Comanchee
1936
John Brown & Coy
6,837
Oil Engine B/U Grimstad 1962 as Esso Plymouth
DISTRIBUTING SHIPS OF ANGLO-AMERICAN OIL COMPANY FROM 1915 TO 1939
VESSEL
YEAR
BUILDERS
GRT
PROPULSION
ULTIMATE FATE
Juniata
1918
Short Brothers Ltd 1,137 Twin Oil Engines Sunk as blockship in 1940 Osage
1914
Devonport Dockyard 1,010 Oil Engine Bombed & Sunk in Dec 1940 Luffworth
1911
J.T. Eltringham & Coy 279 Gas Engine Scuttled at Brest in June 1940 Luffwell
1912
Van Damme Freres 274 Compound 2-Cyl Broken up in 1935 Southwick
1917
Swan Hunter Wigham 443 T/Exp 3-Cyl Stm. Foundered in December 1948 Nuorla
1918
Gebr. van der Windt 364 T/Exp 3-Cyl Stm. Broken up at Llanelly in 1953 Eastwick
1920
Swan Hunter Wigham 518 T/Exp 3-Cyl Stm. Broken up at Essex in 1948 Allegheny
1921
J. Crichton & Coy Ltd 822 T/Exp 3-Cyl Stm. Broken up in Belgium in 1962 Bargate
1916
Chester 66 Oil Engine Broken up in 1972 Perfection
1916
P. McGregor 73 Oil Engine Sold to Admiralty in 1956 Tetney
1909
Cook Welton Gemmel 47 Oil Engine Broken up Gateshead in 1956 Silver Queen
1912
H. & C. Grayson Ltd 165 Oil Engine Converted to barge in 1927 Crown Diamond
1912
C. H. Walker & Coy 103 T/Exp 3-Cyl Stm. Broken up at Essex in 1950 Tensas
1911
Union Normande 643 None – Barge Not Known Atoka
1914
Rouen in France 581 None – Barge Broken up in 1950 Angloco
1921
Rennie,Ritchie Newprt. 73 Oil Engine Broken up Gateshead in 1956 Clydegate
1923
Greenock/Grangemth. 66 Oil Engine Alden Shipping Coy. in 1956 Stourgate
1924
J. Pollock & Sons 115 Oil Engine W.G.S. Crouch Ltd. in 1963 Southgate
1925
Amble S. B. Coy Ltd 143 Oil Engine Foundered in May 1960 Fossgate
1925
Henry Scarr Ltd 49 Oil Engine Broken up Gateshead in 1956 Parkgate
1925
W. J. Yarwood & Son 52 Paraffin Motor Broken up in 1985 Lowgate
1925
Henry Scarr Ltd 75 Oil Engine Not Known Caldergate
1926
Amble S. B. Coy Ltd 138 Oil Engine Hulked in 1959 Castlegate
1928
W. J. Yarwood & Son 87 Paraffin Motor Broken up in 1956 Queensgate
1928
W. J. Yarwood & Son 87 Paraffin Motor Sold to H.G. Pounds in 1958 Westgate
1928
Goole S. B. & Repair 48 Oil Engine Sold to Bowker King in 1966
NON-PROPELLED DISTRIBUTING BARGES FOR USE ON THE RIVER THAMES IN SAME PERIOD
VESSEL
YEAR
BUILDERS
GRT
Length x Breadth
ULTIMATE FATE
Northampton
1920
R. Colby of Lowestoft
46
78 ft. x 14 ft.
Not Known
Radnor
1920
R. Colby of Lowestoft
46
78 ft. x 14 ft
Not Known
Montgomery
1921
R. Colby of Lowestoft
46
78 ft. x 14 ft
Not Known
Anglesea
1921
R. Colby of Lowestoft
46
78 ft. x 14 ft
Not Known
Glamorgan
1921
R. Colby of Lowestoft
46
78 ft. x 14 ft
Not Known
Merioneth
1921
R. Colby of Lowestoft
46
78 ft. x 14 ft
Not Known
Berks
1927
Goole S. B. & Repair Coy
57
75 ft. x 14 ft.
Not Known
Shropshire
1926
Goole S. B. & Repair Coy
96
80 ft. x 22 ft
Not Known
Kent
1934
Goole S. B. & Repair Coy
96
80 ft. x 22 ft
Not Known
Cumberland
1921
F. Braby of Deptford, London
102
83 ft. x 21 ft
Not Known
Northumberland
1921
F. Braby of Deptford, London
102
83 ft. x 21 ft
Not Known
Westmorland
1922
F. Braby of Deptford, London
102
83 ft. x 21 ft
Not Known
Sutherland
1922
F. Braby of Deptford, London
102
83 ft. x 21 ft
Not Known
Leicester
1922
F. Braby of Deptford, London
69
69 ft. x 20 ft
Not Known
Worcester
1922
F. Braby of Deptford, London
69
69 ft. x 20 ft
Not Known
Hereford
1922
F. Braby of Deptford, London
69
69 ft. x 20 ft
Not Known
Monmouth
1923
F. Braby of Deptford, London
69
69 ft. x 20 ft
Not Known
The Anglo-American Oil Company lost nine of its vessels through enemy action during the 1939-1945 War, leaving ten of its pre-war vessels in the fleet in 1946. From 1947, with the formation of the Esso Transportation Company Limited, formed by renaming the Lago Shipping Company Limited, a new funnel emblem was introduced in place of the red black-topped Anglo-American funnel. It took the form of the ESSO oval on a white band on a black funnel. The ‘oval’, edged in blue, had the word ‘Esso’ in red. Gradually the vessels from this time were renamed with the Esso prefix.
VESSEL NAME
YEAR
GRT
BUILDER NAME
SUBSEQUENT NAMES
ULTIMATE FATE
Robert E. Hand
1933
12,197
Fr. Krupp AG Esso Newcastle : Oligisto Broken up at Vado in 1966 F. J. Wolfe
1932
11,244
Bremer Vulkan Locarno : Morchella Broken up in 1960 D. L. Harper
1933
11,210
Deutsche Werft Hanseat : Aristid Broken up at Spezia in 1960 Geo. W. McKnight
1933
12,502
Fr. Krupp AG Esso Edinburgh Broken up at Blyth in 1954 Beaconstreet
1927
7,467
Palmers S. B. & Iron Esso Dublin Broken up at Blyth in 1953 Seminole
1936
10,389
Blohm und Voss Esso Hull Broken up at Trieste in 1958 W. C. Teagle
1917
9,552
Bethlehem S.B. C’pn. None Submarine loss in Oct 1941 Geo. H. Jones
1919
6,914
Sun S. B. Company None Submarine loss in June 1942 T. J. Williams
1921
8,212
Oscar Daniels Coy None Submarine loss in Sept 1941 Beaconoil
1919
6,983
Bethlehem S.B. C’pn. None Broken up at Baltimore – 1950 Elisha Walker
1920
7,007
Sun S. B. Company None Broken up at Baltimore – 1949
SHIPS MANAGED BY ANGLO-AMERICAN OIL COMPANY FOR M.O.W.T. : 1939 – 1946
VESSEL NAME
YEAR
GRT
BUILDER
PROPULSION
ULTIMATE FATE
Leon Martin
1936
1,951
Ch & At de St. Nazaire
Oil Engine
Mined/Sunk near Falmouth – 1940 Petrophalt
1930
2,627
Harland & Wolff
T/E Steam Recip
B/U at Spain in 1953 Christian Holm
1927
9,119
Burmeister & Wain
Oil Engines (2)
B/U at Istanbul in 1960 Empire Mica
1941
8,032
Furness S. B. Coy.
T/E Steam Recip
Sunk Atlantic by U-67 – June 1942 Empire Oil
1941
8,029
Furness S. B. Coy.
T/E Steam Recip
Sunk Atlantic by U-659 – Sept 1942 Empire Sapphire
1941
8,031
Furness S. B. Coy
T/E Steam Recip
Renamed Esso Saranac in 1946 Scandia
1918
8,571
Newport News S.B.
T/E Steam Recip
B/U at Savona in 1959 Bulkoil
1942
8,071
Welding Shipyards Inc
2 x Steam Turbs
B/U at Burght, Belgium in 1961 Empire Coleridge
1942
9,813
Sir James Laing & Son
T/E Steam Recip
Esso Cheyenne in 1945 Kentucky
1942
9,308
Sun S. B. & D. D. Coy.
2 x Steam Turbs
Bombed/Sunk Mediterranean – 1940 Empire Bronze
1940
8,142
Hawthorn, Leslie & Co
Oil Engine
Renamed Esso Cadillac in 1946 Empire Dickens
1942
9,819
Furness S. B. Coy
T/E Steam Recip
Renamed Esso Appalachee in 1946 Empire Pike
1905
1,854
Govmt. Yard, Canada
2 x T/E Stm. Rec.
B/U at Dunston in 1949 Empire Tagalam
1936
10,401
F. Schichau, Danzig
Oil Engine
B/U at Split in 1960 Empire Maldon
1946
3,734
Sir James Laing & Son
Oil Engine
B/U in 1977
The following twelve small Type T1-M-A1 oil tankers, all built by the Barnes-Duluth Shipbuilding Company of Minnesota, USA between May 1943 and October 1943, were operated for a period during WWII by the Anglo-Amercian Oil Company under the Red Ensign as part of the Lease/Lend Agreement. All these vessels were built to the same design, measuring 210 feet in length x 37 feet in breadth, 1,600 DWT, with oil engines giving a speed of 10 knots.
VESSEL NAMES
OTHER NAMES
SUBSEQUENT MANAGERS
ULTIMATE FATE
Tarentum Yung Huai USA then Chinese Owners Scuttled in the Whangpoo River – May 1949 Mannington Yung Siang USA then Chinese Owners Not Known Titusville Yung Han USA then Chinese Owners Scuttled in the Whangpoo River – May 1949 Glen Pool Yung Fei USA then Chinese Owners B/U at Formosa in November 1959 Jennings Yung Loo USA then Chinese Owners Scuttled in the Whangpoo River – May 1949 Salt Creek Punta Rasa USA then Argentinian Navy Deleted from the Argentinian Navy List in 1971 Tonkawa Yung Luan USA then Chinese Owners B/U at Formosa in 1965 Benton Field Yung Lu USA then Chinese Owners B/U at Formosa in 1959 Cromwell Yung Chang USA then Chinese Owners B/U at Formosa in 1963 Rio Bravo None None Torpedoed/Sunk by E-Boat – November 1944 Walnut Bend Yung Wei USA then Chinese Owners Not Known Loma Novia Yung Fu USA then Chinese Owners B/U at Formosa in 1962
In addition to the above small oil tanker wartime fleet, Anglo-American Oil Company also operated a 1920-built 3-cylinder triple-expansion steam engined vessel built by the Bethlehem Shipbuilding Corporation of Alameda, California, for Standard Transportation Company Incorporated of New York (Socony Vacuum Oil Company).
NAME OF VESSEL
OTHER NAMES
SUBSEQUENT MANAGERS
ULTIMATE FATE
Algonquin
None
Returned to Owners in 1946 B/U in Japan in 1953
POST-WAR FLEET ACQUISITION / REBUILDING PROGRAMME
VESSEL NAME
YEAR
GRT
BUILDER NAME
PREVIOUS NAME
ULTIMATE FATE
Esso Cadillac
1940
8,149
Hawthorn Leslie & Coy Empire Bronze B/U Osaka in 1959 Esso Saranac
1941
8,031
Furness S. B. Coy Ltd Empire Sapphire B/U Antwerp in 1959 Esso Cheyenne
1942
9,798
Sir James Laing & Sons Empire Coleridge B/U Belgium in 1961 Esso Appalachee
1942
9,819
Furness S. B. Coy Ltd Empire Dickens B/U Faslane in 1960 Esso Dakotah
1942
797
Grangemouth Dockyard Empire Gawain B/U Belgium in 1962 Esso Genesee
1943
797
Grangemouth Dockyard Empire Harbour B/U Belgium in 1961 Esso Juniata
1941
797
Grangemouth Dockyard Empire Lass B/U Belgium in 1969 Esso Tioga
1943
797
Grangemouth Dockyard Empire Wrestler B/U Forth in 1963 Esso Suwanee
1941
300
Rowhedge Ironworks Ltd Empire Lad Sold off in 1963 Esso Ottawa
1943
300
I. Pimblott & Sons Ltd Empire Coast B/U Belgium in 1967 Esso Manchester
1944
10,448
Sun S. B. & D. D. Coy Santiago B/U/ Faslane in 1963 Esso Purfleet
1944
10,448
Sun S. B. & D. D. Coy Ridgefield B/U Belgium in 1963 Esso Fawley
1944
10,448
Sun S. B. & D. D. Coy Turkey Island B/U Aioi in 1963 Esso Cardiff
1945
10,448
Kaiser Company Halls of Montezuma B/U Castellon in 1965 Esso Bristol
1944
10,448
Sun S. B. & D. D. Coy Sandy Creek B/U Vado in 1963 Esso Birmingham
1944
10,448
Sun S. B. & D. D. Coy Mauvilla B/U Split in 1963 Esso Glasgow
1944
10,448
Sun S. B. & D. D. Coy Wauhatchie B/U Bilbao in 1971 Esso London
1944
10,448
Sun S. B. & D. D. Coy Champion’s Hill B/U Split in 1958 Cleveland
1944
10,448
Kaiser Company Forbes Road Sold off in 1953 Esso Avonmouth
1945
10,729
Sun S. B. & D. D. Coy Fort Massiac B/U Bilbao in 1975 Esso Liverpool
1921
12,590
Newport News S.B. Coy John D. Archbold B/U Genoa in 1962 Esso Belfast
1930
11,752
Federal S.B. & D.D. Coy G. Harrison Smith B/U La Seyne in 1958 Esso Southampton
1930
11,787
Federal S.B. & D.D. Coy W. S. Farish B/U Split in 1958 Esso Bedford
1930
10,844
Furness S. B. Coy Ltd F. H. Bedford Jr. B/U Bremerhaven 1954
In 1951 the Anglo-American Oil Company was primarily a marketing organisation dealing with distribution and sales, whereas responsibility for the provision of tonnage and management of the tanker fleet had been covered by the Esso Transportation Company Limited from 1947. In 1951, with the new refinery at Fawley about to begin production, the Anglo-American Oil Company became a major producer of petroleum products and its whole scope of activities changed. The transportation aspect also greatly increased at this time with increased distribution and requirements to feed the new refinery. Consequently it was decided to re-assume control of the tanker fleet and set up a Marine Department to take responsibility for the management and operation of the fleet, maintenance and repairs of the ships, new construction, and the chartering of vessels. With these changes came a change of Company name, from the Anglo-American Oil Company to the Esso Petroleum Company Limited. In a similar manner, the parent Company in the USA, the Standard Oil Company (New Jersey), had been transferred to a new subsidiary Company in 1950, the Esso Shipping Company.
COASTAL, CANAL AND RIVER VESSELS IN THE 1950’s – 1960’s
VESSEL NAME
YEAR
GRT
BUILDER
PROPULSION
ULTIMATE FATE
Esso Abingdon
1952
446
Henry Scarr Ltd Oil Engine B/U Kent in 1975 Esso Poole
1955
754
Henry Scarr Ltd Oil Engine B/U Haulbowline in 1984 Esso Preston
1956
1,965
Hall, Russell & Coy T/E 3-Cyl Steam Recip B/U Aviles in 1975 Esso Brixham
1957
758
Philip & Son Ltd Oil Engine B/U Middlesbrough in 1980 Esso Tilbury
1957
15
Thames Launch Oil Engine Not Known (Tugboat) Esso Woolston
1958
856
Henry Scarr Ltd Oil Engine B/U Santander in 1985 Esso Lyndhurst
1958
856
Henry Scarr Ltd Oil Engine Sold in 1981 to Saudi Arabia Esso Hythe
1959
856
Henry Scarr Ltd Oil Engine Sold in 1981 to Lebanon Esso Leeds
1956
170
R. Dunston Ltd Oil Engine Sold in 1964 to Whitaker Ltd Esso Nottingham
1956
170
R. Dunston Ltd Oil Engine Sold in 1964 to Whitaker Ltd Esso Saltend
1956
170
R. Dunston Ltd Oil Engine Sold in 1964 to Whitaker Ltd Esso Hertford
1951
131
Henry Scarr Ltd Swim-Headed Barge Not Known Esso Oxford
1951
131
Henry Scarr Ltd Swim-Headed Barge (Esso Hampshire from 1953) Esso Middlesex
1951
131
Henry Scarr Ltd Swim-Headed Barge Not Known Esso Cambridge
1951
131
Henry Scarr Ltd Swim-Headed Barge (Esso Dorset from 1953) Esso Essex
1951
131
Henry Scarr Ltd Swim-Headed Barge Not Known Esso Sussex
1951
131
Henry Scarr Ltd Swim-Headed Barge Not Known Esso Kent
1951
131
Henry Scarr Ltd Swim-Headed Barge Not Known Esso Surrey
1951
131
Henry Scarr Ltd Swim-Headed Barge Not Known Esso Buckingham
1951
131
Henry Scarr Ltd Swim-Headed Barge Not Known Esso Norfolk
1951
131
Henry Scarr Ltd Swim-Headed Barge Not Known Esso Greenwich
1953
77
W. J. Yarwood Oil Engine (Tugboat) Not Known Esso Reading
1954
77
W. J. Yarwood Oil Engine (Tugboat) Not Known Esso Humber
1961
131
Henry Scarr Ltd Oil Engine Not Known Esso Avon
1961
131
Henry Scarr Ltd Oil Engine Not Known Esso Tees
1961
131
Henry Scarr Ltd Oil Engine Not Known Esso Trent
1961
131
Henry Scarr Ltd Oil Engine Not Known Esso Tyne
1961
131
Henry Scarr Ltd Oil Engine Not Known Esso Severn
1961
131
Henry Scarr Ltd Oil Engine Not Known Esso Forth
1961
131
Henry Scarr Ltd Oil Engine Not Known Esso Thames
1961
131
Henry Scarr Ltd Oil Engine Not Known Esso Mersey
1961
131
Henry Scarr Ltd Oil Engine Not Known Esso Clyde
1961
131
Henry Scarr Ltd Oil Engine Not Known Esso Recovery II
1960
8
Mechans Limited Oil Reclamation Boat Not Known
EX-MARCAIBO SHALLOW-DRAUGHT TANKERS FROM THE CREOLE PETROLEUM CORPORATION
During the Second World War, ten special shallow-draught oil tankers were built for the newly-formed Creole Petroleum Corporation of Panama, a subsidiary of the Standard Oil Company of New Jersey. Four of these vessels were transferred from the Panamanian flag to the British flag and Esso Petroleum Company in 1956. These were trunk-decked twin-screw triple expansion engine vessels of 5,500 DWT and on arrival in UK waters from Venezuela they were fitted out for UK coastal service by Brigham & Cowan Limited and Palmers of Hebburn. Their primary purpose was the carriage of oil between Fawley Refinery and the various power stations of the CEGB. The four vessels were:
VESSEL NAME
YEAR
GRT
PREVIOUSLY
BUILDER PROPULSION
ULTIMATE FATE
Esso Lambeth
1943
3,401
Caripito
Barnes-Duluth Tw. Sc. T/E B/U at Hamburg in 1965 Esso Wandsworth
1943
3,401
Guarico
Barnes-Duluth Tw. Sc. T/E B/U at Essex in 1966 Esso Chelsea
1945
3,401
Amacuro
Bethlehem Tw. Sc. T/E B/U at Bruges in 1969 Esso Fulham
1945
3,401
Trujillo
Bethlehem Tw. Sc. T/E B/U at Bilbao in 1970
The Esso Wandsworth was in collision with a large Dutch vessel (Moerdyk) in fog on the night of 23 September 1965, in the vicinity of the Ovens Buoy, Lower Hope Reach, and was beached on nearby mudflats. Subsequently refloated, she discharged her cargo at Purfleet then proceeded to Gravesend to undergo repairs. On 12 October 1965, whilst this work was in progress, there was a massive explosion on board and subsequent drydocking at Tilbury indicated that the vessel could not be economically repaired. In December of that year, she was delivered to Grays of Essex for scrapping.
The histories of the other six Maracaibo tankers are varied – as shown in the Table below :
VESSEL NAMES
YEAR
RE-NAMED
BUILDER
ULTIMATE FATE
San Joaquin
1943
Esso Joaquin Barnes-Duluth Sank in the Gulf of Campeche in January 1960 San Cristobal
1943
Esso San Cristobal Barnes-Duluth Broke in two, off Colon, in December 1968 Temblador
1943
No name change Barnes-Duluth To Canadian owners in 1960 : Barge in 1978 Guiria
1943
Esso Guiria Barnes-Duluth Arrived Hamburg for scrapping – October 1961 Valera
1943
No name change Barnes-Duluth Sunk in Caribbean, by U-518, in March 1944 Mara
1945
Esso Mara Bethlehem Arrived Valencia for scrapping – February 1965
THE ‘OXFORD’ CLASS OF 1953 – 1955
A class of handy-sized tankers brought out in the early 1950’s. Constructed to a specially adapted American design of all-welded construction and thirty cargo tanks. With a crude oil capacity of 26,700 tons, a feature of that time was the unusually high rate of discharge at around 3,000 tons per hour. Two steam turbines geared to a single shaft provided a speed on about 17 knots. The vessels were 630 feet in length and breadth was 83 feet. GRT was about 17,500 tons.
VESSEL NAME
YEAR
GRT
BUILDER
DISPOSAL
ULTIMATE FATE
Esso Oxford
1953
17,539
Cammell Laird & Co Sold in 1972 B/U at Castellton in 1974 Esso Cambridge
1954
17,551
Cammell Laird & Co Sold in 1968 B/U at Piraeus in 1976 Esso Westminster
1954
17,554
Vickers-Armstrongs Sold in 1972 B/U at Santander in 1975 Esso Canterbury
1954
17,543
Vickers-Armstrongs Sold in 1968 Sank following an explosion in 1972 Esso York
1955
17,570
Vickers-Armstrongs Lighter 1969 B/U at Bombay in 1981 Esso Exeter
1955
17,554
Vickers-Armstrongs Sold in 1968 B/U at Kaohsiung in 1982
The 1954-built Esso Cambridge of the Esso Petroleum Company was one of the first oil tankers affected by the Suez crisis of 1956. At 21:30 hours on 31st October 1956 the Esso Cambridge was in a position 110 miles East of Gibraltar bound for Mena Al Ahmadi in the Persian Gulf via the Suez Canal, to load crude oil for the refinery at Fawley. A radio message came through to the Master from Esso instructing the vessel to proceed to the Gulf via the Cape of Good Hope calling in Cape Town for bunkers due to the expiry of the Anglo-French ultimatum to Egypt earlier that day without result. The impact of the non-navigable Suez Canal for over five months, until early April 1957, had a profound effect on the marine operations of Esso and all other oil majors.
THE ‘CITY’ CLASS OF 1957 – 1960
There were twelve vessels of this class built between 1957 and 1960. These vessels were of around 36,000 TDW and propulsion was by means of two steam turbines geared to a single shaft, providing a speed of around 16.5 knots. The vessels had an overall length of 696 feet and breadth of 90 feet. The vessels details are shown in the Table below :
VESSEL NAME
YEAR
GRT
BUILDER
DISPOSAL
ULTIMATE FATE
Esso Guildford
1957
23,960
AG Weser of Bremen Sold in 1969 B/U Bilbao in 1976 Esso Winchester
1958
24,026
AG Weser of Bremen Sold in 1969 B/U Kaohsiung in 1979 Esso Salisbury
1957
24,008
Howaldtswerke AG Sold in 1972 B/U Kaohsiung in 1975 Esso Bristol
1958
23,972
Howaldtswerke AG Esso Nicaragua in 1964 B/U Kaohsiung in 1977 Esso Norwich
1959
23,997
Arsenal de Brest Esso Balboa in 1962 B/U Kaohsiung in 1975 Esso Durham
1958
23,862
Vickers-Armstrongs Sold in 1967 B/U Kaohsiung in 1975 Esso Portsmouth
1959
24,125
Vickers-Armstrongs Sold in 1972 Foundered August 1975 Esso Southampton
1958
23,457
Cantieri Riuniti d’Ad Esso Jamaica in 1962 B/U Kaohsiung in 1977 Esso Coventry
1959
23,275
Cantieri Riuniti d’Ad Esso Trieste in 1963 B/U Masan in 1975 Esso Windsor
1958
23,581
Cantieri Riuniti d’Ad Esso Genova in 1963 B/U Kaohsiung in 1978 Esso Liverpool
1959
23,720
Cantieri Riuniti d’Ad Esso El Salvador in 1964 B/U Kaohsiung in 1977 Esso Dublin
1960
21,627
Cantieri Riuniti d’Ad Esso Honduras in 1964 B/U Kaohsiung in 1976
The Esso Portsmouth and Esso Durham both suffered major damage, in July 1960 and January 1961 respectively, due to serious explosions and fire. Both ships were subsequently salvaged and new mid-sections pieced in, together with other major modifications including modernisation to accommodation. The Esso Portsmouth, with an additional 4,000 tons of steel increasing her size to 40,300 DWT and length to 733 feet, was later sold to Winson Tankers Limited of Panama in 1972. On a voyage from Galveston to India in January 1975, carrying wheat, the vessel went aground on North Danger Reef in the South China Sea, remaining there until refloated on 6th August 1975. However, two days later she foundered in heavy weather whilst under tow.
THE ‘ESSO FAWLEY’ CLASS OF 1967 / 1968
When built in Sweden, the ‘Esso Fawley’ class at just over 18,000 TDW were the largest vessels in Esso’s coastal fleet and were designed for distributing refined products from the Fawley and Milford Haven refineries. They became frequent users of the Dingle tanker buoy berth in the River Mersey, completed in August 1967, and connected to the onshore Dingle Bank Oil Storage Facility adjacent to the Herculaneum Branch Dock, where importation of oil first began in 1892. Two oil engines, geared to a single controllable-pitch propeller, giving the vessels a speed of 16.25 knots powered these ships. (A third vessel of the same class, the Esso Slagen, was completed by A/B Lindholmens, in October of 1968, for Esso Norske of Oslo).
VESSEL NAME
BUILT
GRT
BUILDERS NAME
ULTIMATE FATE Esso Fawley
Sep 1967
11,064
A/B Lindholmens Varv
Renamed Petro Fawleyin 1994 Esso Milford Haven
Jan 1968
10,902
A/B Lindholmens Varv
Renamed Petro Milford Havenin 1994
COASTAL SHIPS OF THE 1960’s
VESSEL NAME
BUILT
GRT
BUILDERS NAME
PROPULSION
ULTIMATE FATE
Esso Tynemouth
Feb 1960
525
J. Bolson & Sons Ltd
Oil Engine
Sold in 1978
Esso Ipswich
Nov 1960
1,103
J. L. Thompson & Sons
Oil Engine
Sold in 1981
Esso Dover
Mar 1961
490
J. Bolson & Sons Ltd
Oil Engine
Sold in 1980
Esso Jersey
May 1961
313
Scott & Sons of Bowling
Oil Engine
Sold in 1973
Esso Caernarvon
Jul 1962
1,103
J. L. Thompson & Sons
Oil Engine
Sold in 1985
Esso Purfleet
Jan 1967
2,838
Furness S. B. Coy Ltd
Oil Engine
Sold in 1983
THE ‘ESSO LINCOLN’ 52,000 TDW CLASS OF 1962 / 1963
VESSEL NAME
BUILT
GRT
BUILDERS NAME
PROPULSION
ULTIMATE FATE
Esso Lincoln Sep 1962 31,720 Nederlandsche Dok Steam Turbines B/U at Kaohsiung in 1976 Esso Edinburgh Feb 1963 30,981 Vickers-Armstrongs Steam Turbines B/U at Kaohsiung in 1976 Esso Cardiff May 1963 31,720 Nederlandsche Dok Steam Turbines B/U at Ulsan in 1983 Esso Newcastle Dec 1963 31,200 Vickers-Armstrongs Steam Turbines Renamed Exxon Santa Ynez
In July of 1964, the S.S. Esso Cardiff was sent to the Tyneside Yard of Palmers of Hebburn to become the first of the Company’s ships to have the new bulbous bow fitted.
On 22 February 1965, the S.S. Esso Lincoln struck the Avocet Rock in the Red Sea, at speed, during a passage from Jabbal Dhanna to Milford Haven, sustaining severe damage, which was later repaired in Italy.
In 1977, the S.S. Esso Newcastle was converted by a Japanese shipyard to become a ‘floating separation/gas-treating/storage facility’ for crude oil production, and renamed W.P. No. 1. Her deckhouse, funnel and engines were removed for this new purpose. In 1980, she was renamed Exxon Santa Ynez and moored some 3-4 miles offshore at the Hondo Field, off Santa Barbara, California, attached to a single anchor leg mooring system about 1-2 miles from the production platform.
THE ‘COUNTY’ CLASS OF THE 1960’s
VESSEL NAME
BUILT
GRT
BUILDERS NAME
PROPULSION
ULTIMATE FATE
Esso Pembrokeshire
1961
48,898
A. G. Weser, Bremen Steam Turbines B/U at Kaohsiung in 1975 Esso Hampshire
1962
48,141
Verolme Dok en Sch. Steam Turbines B/U at Kaohsiung in 1975 Esso Warwickshire
1962
48,049
A. G. Weser, Bremen Steam Turbines B/U at Dongsham in 1988 Esso Lancashire
1962
49,397
Kockums Mekaniska Steam Turbines B/U at Barcelona in 1977 Esso Yorkshire
1963
52,544
Kockums Mekaniska Steam Turbines B/U at Kaohsiung in 1975 Esso London
1964
52,342
A. G. Weser, Bremen Steam Turbines B/U at Split in 1982
THE ADVENT OF THE VLCC CLASS OF THE LATE 1960’s / EARLY 1970’s
VESSEL NAME YEAR
GRT
DWT
BUILDER
PROPULSION
ULTIMATE FATE
Esso Mercia
1967
87,002
169,496
A. G. Weser
Steam Turbine
B/U at Kaohsiung in 1984 Esso Anglia
1968
97,082
193,361
Chantiers de l’A
Steam Turbine
B/U at Kaohsiung in 1978 Esso Bernicia
1968
96,903
193,658
Howaldtswerke
Steam Turbine
B/U at Kaohsiung in 1979 Esso Scotia
1969
127,158
253,962
A. G. Weser
Steam Turbine
B/U at Kaohsiung in 1981 Esso Cambria
1969
127,158
253,962
Verolme Dok en Sch.
Steam Turbine
B/U at Kaohsiung in 1982 Esso Northumbria
1970
126,543
254,277
Swan Hunter S. B. Ltd.
Steam Turbine
B/U at Kaohsiung in 1982 Esso Hibernia
1970
126,539
254,277
Swan Hunter S. B. Ltd
Steam Turbine
B/U at Kaohsiung in 1984 Esso Ulidia
1970
126,538
254,011
Harland & Wolff Ltd
Steam Turbine
Laid up 1983. B/U in 1983 Esso Caledonia
1971
126,535
250,011
Harland & Wolff Ltd
Steam Turbine
B/U at Masan in 1982 Esso Demetia
1973
125,293
258,979
Kockums Mekaniska
Steam Turbine
B/U in 1994 after E.R. fire Esso Dalriada
1973
125,331
259,042
Kockums Mekaniska
Steam Turbine
Sold to Liberia in 1984
OTHER ESSO VLCC’s AND ULCC’s OF THE 1970’s – UNDER OTHER NATIONAL FLAGS
VESSEL NAMES AND COUNTRIES
YEAR
GRT
DWT
ULTIMATE FATE
Esso Soc. Anon. Francaise (France) Esso Bretagne
1971
127,777
259,210
B/U Kaohsiung in 1982 Esso Provence
1971
127,777
259,210
B/U Inchon, Korea in 1984 Esso Flandre
1972
127,502
253,557
B/U Masan, Korea in 1982 (ex-Esso Rotterdam) Esso Gascogne
1972
126,188
256,740
B/U Masan, Korea in 1982 Esso Languedoc
1973
126,186
256,999
Was still in service in 1986 Esso Normandie
1974
137,578
273,999
Was still in service in 1986 Esso Picardie
1976
137,578
279,467
Was still in service in 1986 Esso Tankschiff Reederei GmbH (Germany) Esso Europa
1969
126,321
257,995
B/U Kaohsiung in 1982 Esso Bonn
1974
126,192
256,962
Was still in service in 1986 (ex-Esso Bahamas) Esso Hamburg
1974
126,192
256,702
Was still in service in 1986 (ex-Esso Bermuda) Esso Deutschland
1976
203,869
421,681
Laid up in 1983. Sold off in 1985 to USA Esso Tankvaart Nederlande Antillen (Holland) Esso Europoort
1970
127,176
253,962
B/U Kaohsiung in 1982 Esso Nederland
1970
127,176
253,962
B/U Kaohsiung in 1982 Esso Bonaire
1973
127,502
255,027
B/U Kaohsiung in 1983 Esso Saba
1974
126,943
260,831
Laid up in Brunei Bay in 1983 Esso Oceanic Inc. (Liberia) Al Duriyah
1975
150,622
307,233
Laid up in Brunei Bay in 1985
ex-Esso Geneva, Esso Al Duriyah, Esso Geneva
Esso Tankers Inc. (Liberia) Esso Copenhagen
1970
112,763
253,300
B/U Busan in 1982 Esso Skandia
1970
112,763
254,011
B/U Kaohsiung in 1983 Esso Wilhelmshaven
1970
113,752
253,873
B/U Kaohsiung in 1982 Esso Rotterdam
1972
127,502
253,557
B/U Masan in 1982 (as Esso Flandre) Esso Kagoshima
1973
114,797
261,158
B/U Kaohsiung in 1986 Esso Okinawa
1973
114,797
260,910
B/U Kaohsiung in 1986 Esso Osaka
1973
146,312
283,154
B/U Kaohsiung in 1985 Esso Singapore
1973
114,633
256,715
B/U Ulsan in 1984 Esso Honolulu
1974
146,309
283,397
Laid up in Phuket, Thailand in 1984 Esso Indonesia
1974
114,797
261,230
B/U Kaohsiung in 1986 Esso Kawasaki
1974
150,622
307,431
Was still in service in 1986 Esso Africa
1975
137,166
274,467
Was still in service in 1986 Esso Bilbao
1975
146,309
283,271
Damaged by Exocet missile 50 miles South of Kharg Island in Oct 1986. Sold to Greece 1986 Esso Geneva
1975
150,622
307,233
Esso Al Duriyah in 1983. Laid up in 1985. Esso Hawaii
1975
146,309
283,274
Laid up in Brunei Bay in 1984 Esso Italia
1972
117,260
253,714
B/U Kaohsiung in 1983 Esso Japan
1976
192,673
406,640
Laid up at Aalesund 1982. Sold for storage 1986. Esso Madrid
1976
188,634
388,119
Laid up at Vestnes 1983. Sold to USA in 1985. Esso Tokyo
1976
192,673
406,258
Sold to Gibraltar 1985. Sold for storage1985. Esso Atlantic
1977
259,532
516,893
Laid up at Aalesund 1983 Esso Caribbean
1976
208,060
395,156
Laid up at Aalesund 1983 Esso Mediterranean
1976
202,798
395,367
Laid up at Vestnes 1983 Esso Pacific
1977
234,626
516,423
Laid up at Vestnes 1983 Esso Le Havre
1977
173,086
387,936
Laid up at Brunei Bay 1983. Sold to USA 1986.
In late 1972, the Standard Oil Company (New Jersey) changed its name to the Exxon Corporation. One of the main reasons for the name change was the long-standing confusion there had been between Standard Oil (New Jersey) and other competing companies in the USA that used the ‘Standard Oil’ name. The decision to change came about following a court ruling that the Esso trademark could not be used nationwide.
The change in title was initially intended for use as a primary trademark in the United Staes only. Thus, it only affected the existing names on 26,000 petrol station outlets and countless road tankers of the domestic Humble Oil and Refining Company and the names of the ships of the Humble Transportation Company of Houston, Texas, which flew the flag of the USA and were registered in Wilmington, Delaware.
The name of the Humble Transportation Company became the Exxon Transportation Company, Houston, and from around mid-1973 all the ships of the Company were renamed with the prefix ‘Exxon’ to their place names.
Although the name ‘Esso’ offered no such problems to international affiliates, the new name, ‘Exxon’, was registered in virtually every country in the world where trademark registration is available in order to protect its possible future use worldwide. In May 1983, all ships of the Exxon Transportation Company were transferred to Exxon Shipping Company of Houston.
Angus MacKinnon (deceased)
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https://en.wikipedia.org/wiki/Category:Ships_built_by_Hitachi_Zosen_Corporation
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Category:Ships built by Hitachi Zosen Corporation
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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
|
https://media.licdn.com/dms/image/v2/C5112AQFRAd4UPxmugg/article-cover_image-shrink_600_2000/article-cover_image-shrink_600_2000/0/1520132924391?e=2147483647&v=beta&t=BBnPL8Lxde6tDH39Xt52JoSy4XJAdBJARy_HMEOb1ok
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[
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[
"Alexander Bondarenko, Ph.D"
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2018-01-07T15:50:02+00:00
|
Hello everybody. We continue publications about miracle facilities.
|
en
|
https://static.licdn.com/aero-v1/sc/h/al2o9zrvru7aqj8e1x2rzsrca
|
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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https://www.yumpu.com/en/document/view/25811634/ship-breakingcom-robin-des-bois
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Ship-breaking.com - Robin des Bois
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Ship-breaking.com - Robin des Bois
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https://www.yumpu.com/en/document/view/25811634/ship-breakingcom-robin-des-bois
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Attention! Your ePaper is waiting for publication!
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https://utkilen.no/history/
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History
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2022-09-26T09:19:58+02:00
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In a way the history of the company goes back to 1916, when the father of Anders Utkilen bought a small freight vessel called "Alstein". His sons, among them
|
en
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Utkilen
|
https://utkilen.no/history/
|
The Utkilen family has its roots in Kilstraum, located in the municipality of Austrheim, situated at the seaside about one hour drive north of Bergen. The sea was, and still is, important to the people in this community. The sea was previously the most important means of communication for this district, fisheries played an important role as well as transportation of various goods along the coast.
In a way the history of the company goes back to 1916, when the father of Anders Utkilen bought a small freight vessel called “Alstein”. His sons, among them Anders, worked onboard this vessel and learned their skills the hard way. Anders Utkilen, in fact, became a captain onboard “Alstein” at the age of 17.
At the age of 23 he bought a share of 1/3 of “Alstein”. In 1930 Anders and his brothers bought an old sailing ship which was completely rebuilt to a motor ship and used for transportation of living fish as well as other goods. Anders had undoubtedly a technical talent and was very inventive in many ways as far as technical solutions onboard the ships were concerned.
Anders and his brothers engaged in the transportation of goods, mainly on the Norwegian coast, as well as fisheries (trawling) until the early 1950s. In 1945 the administration of the company was moved to Bergen. Anders and his brothers bought and sold smaller ships over the years and managed to build up equity in their jointly owned company (Brødrene Utkilen). In 1958 and 1962 Anders’ two brothers left the company, and in 1962 the company changed name to Anders Utkilens Rederi. In 1967 the company was established as a stockholding company, Anders Utkilens Rederi AS (now Utkilen AS). At this time the present owner, Ove Utkilen, joined the company.
In the latter half of the sixties the company started its specialization towards operation of small tankers. As early as back in 1946 Brødrene Utkilen bought their first small tank vessel, “Empire Cricketer”, which was renamed “Havstraum”. This vessel was on timecharter to Norske Fina for 7 years and thereafter to Norske Esso for 12 years. Consequently, the company has long experience operating tanker vessels.
In 1970 the company took delivery of its first small tank newbuilding from a Norwegian yard. The vessel was about 820 dwt. and was given the name “Fostraum”. This vessel was sold some 20 years later and taken back on a timecharter.
At the end of 1973 the company bought a Danish built small tanker (built 1969) which was named “Havstraum”. This vessel was delivered to the company early 1974, and at that time Anders Utkilens Rederi owned altogether three small tankers (“Solstraum” abt. 730 dwt., “Fostraum” abt. 820 dwt. and “Havstraum” abt. 1 320 dwt.). At the end of the 1980s “Havstraum” was sold and taken back on timecharter.
The company was able to operate profitably and in this way build up a healthy financial position. In December 1979 a milestone was reached. The company took delivery of a newbuilding of 2 500 dwt. built at Bolsoenes yard in Molde. This was probably the most modern and well equipped small tank vessel at that time. She had double bottom and deep-well pumps in all her cargo tanks. In 1980 and 1981 the company took delivery of two more vessels from the same yard. These vessels were named “Saltstraum” and “Sydstraum” and were in fact basically sister vessels to “Golfstraum” apart from one feature which appeared to have a crucial effect on the later development of the company; namely the fact that these ships had stainless steel center tanks and thus were able to carry high grade chemical (IMO 2) cargoes as well as acid products.
In 1982 the company started transportation of calcium carbonate slurry from Elnesvaagen on the west coast of Norway (close to the city of Molde). In order to carry this product it was absolutely essential to have vessels with stainless steel cargo tanks, not because it was a dangerous cargo, but due to the fact that the cargo, which is used by the paper industry, is very easily contaminated. The only cargo tanks which provide a sufficiently clean environment for transportation are in fact stainless steel cargo tanks. The volumes of calcium carbonate slurry increased significantly. Parallel to this development Utkilen managed to build up a portfolio of transportation contracts (“Contracts of Affreightment”).
In 1985 the company took delivery of “Nordstraum”. This ship, which had a deadweight of about 4 700 dwt., had double skin, double bottom and all the cargo tanks were made of stainless steel. This ship was in fact the first of a series of many newbuildings coming from Aukra Industrier AS, a relatively small, but high quality shipyard located in the vicinity of Molde. The yard is now owned by STX yards and has so far delivered a total of 11 chemical tankers to Anders Utkilens Rederi.
In December 1991 the company took delivery of “Fostraum”, a fully stainless steel tanker of about 3 000 dwt. to enter a long term timecharter to Dow Chemicals. It was built at Baatservice shipyard in Mandal.
In addition, the company has bought some chemical tankers second hand. In 1994 and 1995, respectively, the company bought two sister vessels today named “Mostraum” and “Vikstraum”. These ships are built in Swedish, and like most of the vessels owned and operated by Utkilen, have highest ice class, making them suitable for trading in The Baltic waters. In 1996 the company bought a 4 700 dwt. Danish built vessel today named “Sundstraum” and in 2008 Utkilen aqcuired the two 5 800 dwt sistervessels “Fjordstraum” and “Fjellstraum”.
In 2006 the company entered into newbuilding contracts for five advanced chemical tankers all with stainless steel cargo tanks. Three 9 500 dwt. chemical tankers were ordered at the DePoli yard in Italy and two 19 500 dwt. chemical tankers were ordered in China at the Qingshan yard in Wuhan. Early 2009 the contracts at the DePoli yard was cancelled due to financial difficulties at the shipyard. Two of the three hulls were reacquired late 2009 and completed at the 3MAJ shipyard in Croatia in November 2011 and March 2012. The Qingshan newbuildings were delivered in May 2009 and January 2010.
Most of the vessels contracted were delivered to single purpose companies in which Utkilen had substantial parts as well as being disponent owner. This was necessary to raise the equity and loan financing required to make this big expansion possible. Today most of the ships are either fully owned or majority owned by Utkilen.
In March 2007 the company changed its name from Anders Utkilens Rederi AS to Utkilen AS.
Today Utkilen owns and operates, in part or wholly, more than 16 modern chemical tankers altogether, ranging from around 5 000 dwt to 17 000 dwt., which makes the company one of the major operators in this market segment in Northern Europe. This remarkable development is rooted on the seamanship of Anders Utkilen and his people, on hard work and a skilled organization.
|
|||||
1857
|
dbpedia
|
2
| 34
|
http://drawings.usmaritimecommission.de/drawings_tanker.htm
|
en
|
Outboard Profiles of Maritime Commission Designed Vessels
|
http://drawings.usmaritimecommission.de/drawing/t3_s_bz1_phoenix_kl.jpg
|
[
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[] |
[] |
[
""
] | null |
[] | null | null |
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.
|
|||||||
1857
|
dbpedia
|
1
| 77
|
http://www.nc-wreckdiving.com/WRECKS/DIXIE/DIXIE.HTML
|
en
|
Wreck of the Dixie Arrow
|
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[
"Dixie Arrow",
"tanker",
"BFDC",
"North Carolina",
"wreckdiving",
"diving",
"SCUBA",
"Cape Hatteras",
"U-71",
"wrecks",
"shipwrecks"
] | null |
[] | null | null |
Dixie Arrow in dry-dock U.S. Coast Guard photo from the collection of Mike McKay
U-71's first torpedo struck the Dixie Arrow at the pilot house
Chaos reigned as oil poured from the ruptured bunkers turning the ship and the surrounding waters into a hellstorm of thick smoke and flames. Assisted by the wind, the flames raced from the bridge to the forecastle/bow, where a group of men were trapped with no alternatives but to be burned alive on the ship or jump from the moving ship and into the flaming sea. Fortunately able-bodied seaman, Oscar G. Chappell was severely injured but still alive and at his station in the wheelhouse. Chappell turned the ship hard to starboard and held the tanker into the wind driving the waterborne flames away from the trapped men on the bow, allowing them to jump clear of the sea of burning oil. The flames however came directly back on Chappell and the wheelhouse where he was soon engulfed in flames. His quick actions and sacrifice saved his shipmates. Chappell was posthumously awarded the Merchant Marine Distinguished Service Medal for his actions and a liberty ship, the SS Oscar G. Chappell, was later named in his honor. Today, the Navy League annually awards the THE ABLE SEAMAN OSCAR CHAPPELL AWARD FOR OUTSTANDING MARITIME STEWARDSHIP to recognize "selfless dedication to shipmates".
Dixie Arrow (2/11/1942) U.S. Coast Guard photo from the collection of Mike McKay
The President of the United States takes Pleasure in Presenting the Merchant Marine Distinguished Service Medal to
Oscar Chappell*
Able Seaman on SS Dixie Arrow 3/26/42
For heroism beyond the line of duty.
His ship, carrying a full cargo of crude oil, was torpedoed three times within one minute. The first torpedo struck directly below the forward deckhouse, and the other two slightly abaft this point causing the ship to buckle amidship. The explosions immediately ignited the combustible cargo; all amidship and astern sections of the ship were enveloped in flames, and the fire rapidly spread over the ocean surrounding the ship. Injured by the explosions, with blood covering his head and shoulders, Chappell stuck to his post at the helm though the wheelhouse was in flames. He saw seven of his shipmates trapped on the forecastle head. Driven by the wind, the fire was sweeping toward them over the deck, and all escape was cut off by water-borne flames surrounding the bow. Fully aware of his own desperate situation, Chappell put the helm hard right and held the ship into the wind deflecting the flames upon himself, but enabling his shipmates to jump overboard clear of the blazing sea of oil. Placing his own safety beyond all consideration, his last thought and act was to assure the survival of his imperiled shipmates.
His magnificent courage and selfless disregard of his own life constitute a degree of heroism which will be an enduring inspiration to seamen of the United States Merchant Marine everywhere.
For the President
Admiral Emory Scott Land Merchant Marine distinguished Service Medal and citation for Oscar Chappell (1)
Dixie Arrow (3/27/1942) U.S. Coast Guard photo from the collection of Mike McKay
Meanwhile, the rest of the crew were trying their best to escape the burning ship. The #1 and #2 lifeboats were destroyed during the explosions and boat #3 was lost during the launch as the tanker was still underway. The fourth boat was cut away and successfully launched carrying 8 men to safety. This boat was unable to safely return to the ship to rescue the remaining shipmates who eventually escaped on a liferaft. In all 22 men were rescued and 11 were killed. No distress signal had been sent the radioman was killed by the first torpedo, but the burning ship was soon spotted by the destroyer USS Tarbell (DD-142) which came to investigate. The Tarbell dropped lifeboats for the men in the water and proceeded to circle the tanker in search of the U-71. After a few unproductive depth charge attacks which did more harm to the Arrow crew in the water than the u-boat, the Tarbell came back to pick up the 22 survivors. They were taken to Morehead City, NC.
The U-71 escaped and was one of the few u-boats to survive until the end of the war. It was scuttled at Wihelmshaven on May 2, 1945.
The Dixie Arrow continued to burn and drift thru the next day. It was found inshore, near the Cape Hatteras minefields, with only its 3 masts sticking up from the ocean bottom. The buoy tender Orchid (WAGL-240) was sent out to the wreck and she placed a red buoy at the site as an aid to navigation. For the next year, the masts and wreck site were used for target practice by planes from the Cherry Point, NC Marine Air Station. The masts were gone by 1943 and the rest of the wreck was wire-dragged and demolished to a least depth of 43 feet in 1944.
After drifting for several days, the Dixie Arrow was found with only her masts showing thru the surface. She was marked as a navigation hazard and later used for bombing practice.
The Dixie Arrow as she appeared on the bottom soon after sinking.
Dixie Arrow burning (Hoyt) U-71 being strafed on the surface a couple of months after sinking Dixie Arrow (Hoyt) DIVING NOTES: Diving Depths: 70-90 ft. Current: Slight to undiveable. The prevailing current direction seems to be across and down the wreck from the starboard/stern direction. Visibility: Usually good to outstanding; 40 ft to 100+ ft. Summer Temperature: mid to high 70s Points of Interest: Boilers, large engine, rudder, propeller; intact bow and foward tank sections Fish/Animal Life: Huge southern stingrays and cobia are common as are loggerhead turtles; barracuda, amberjack, spadefish; there also seems to be several large sandtigers cruising the higher profile sections and outside ends of the wreck Description: The Dixie Arrow is large wreck which lies on it keel. The wreck is contiguous from bow to stern. The stern/engine area is the most interesting, full huge, distinct features, while the bow and forwa rd tank area offers the most relief. The midsection is relatively flat and featureless. At times, the current can be quite stiff, making the trip up or back to the stern quite a swim. In bad viz, the wide, flat, section between the bow and the stern can be confusing if you wander away from the edges. As with most wrecks, the high points on the wreck seem to focus the marine life. The engine and boilers are a great place to ride the current coming across the wreck and wait for marine life to cruise by it almost never fails. I have seen turtles, sharks, and sting rays swim by at the same time. The Dixie Arrow is one of those fall back wrecks out of Hatteras if you can't get out to the shoals or the wrecks farther south, you can almost always get to the Arrow. Because of its generally good conditions, abundance of marine life and size, it can hold up to numerous visits and divers.
|
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1857
|
dbpedia
|
2
| 75
|
https://corporate.exxonmobil.com/who-we-are/our-global-organization/our-history
|
en
|
Our history
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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
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ExxonMobil
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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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https://www.babbel.com/en/magazine/easiest-languages-for-english-speakers-to-learn
|
en
|
9 Easiest Languages For English Speakers To Learn
|
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2023-05-09T00:00:00
|
Can't decide which new language to take up? Make your life simpler by choosing one of the easiest languages to learn for English speakers.
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en
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/favicon.ico
|
Babbel Magazine
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https://www.babbel.com/en/magazine/easiest-languages-for-english-speakers-to-learn
|
So you’ve decided to learn a language. (Good choice! We approve.) Your next task, if you’re up for it: Choosing among many options. Should you go for a more widely spoken language like Spanish or Mandarin, a politically relevant one like Russian, or one you can use on your next vacation? These are all valid motivations, but here’s another thought: What about the easiest languages to learn?
You’re busy. We all are. Why not tackle a language that will be relatively easy to learn? With the help of Babbel’s team of language-learning experts, we’ve determined the easiest language to learn for English speakers. Well, let’s just say we’ve narrowed down the list to 9 of them. Hopefully, this will help you narrow down your options, so you can start learning right away.
Are Some Language Easier To Learn Than Others?
Let’s start by dispelling the idea that there are some languages that are objectively easier than others. Each language is full and complicated, and if you start from scratch (like a baby would), there’s no difference between Arabic, Latin, English, Mandarin or anything else. When you’re learning a second language, however, some will be easier than others. The United States Foreign Service Institute even has an estimate as to how long it will take for someone to learn it (if they’re learning every day with an instructor). There are a few factors that play into a language being “easy.”
First, and most important, is similarity. Choosing a language that has a decent amount in common with the one you speak give you a natural leg up. If you speak English, then learning another languages that uses the Latin alphabet is automatically going to be a bit easier than learning one that has an entirely different writing system. Languages within the same language family as English, or that share a lot of vocabulary and grammar, will also be easier.
Another factor that can make a language easier is accessibility. Even if a language is similar to English, that doesn’t matter if it’s very hard to find resources and practice partners. While this varies from person to person, it will also be easier to learn a language if you live near others who speak it.
There are, of course, many other reasons to learn a language than its ease. You might even prefer the challenge that comes with a harder language. If the idea of an easier language is appealing to you, however, that’s fair. Without further ado, here’s our list.
And The Easiest Language To Learn Is…
1. Norwegian
Foreign Service Institute Estimate: 24 weeks (600 hours)
This may come as a surprise, but we have ranked Norwegian as the easiest language to learn for English speakers. Norwegian is a member of the Germanic family of languages — just like English! This means the languages share quite a bit of vocabulary, such as the seasons vinter and sommer (we’ll let you figure out those translations).
Another selling point for Norwegian: the grammar is pretty straightforward, with only one form of each verb per tense. And the word order closely mimics English. For example, “Can you help me?” translates to Kan du hjelpe meg? — the words are in the same order in both languages, so mastering sentence structure is a breeze!
Finally, you’ll have a lot more leeway with pronunciation when learning Norwegian. That’s because there are a vast array of different accents in Norway and, therefore, more than one “correct way” to pronounce words. Sound appealing? Lace up your snow boots and give Norwegian a try!
2. Swedish
Foreign Service Institute Estimate: 24 weeks (600 hours)
Our second easiest language to learn also comes from Scandinavia and the Germanic family of languages. One reason Swedish is one of the easiest languages for English speakers to learn is the large number of cognates the two languages share (cognates are words in different languages that stem from the same ancestral language and look and/or sound very similar to one another). For instance, “grass” is gräs in Swedish — a clear cognate.
Like Norwegian, Swedish also has relatively simple grammar rules and similar word order to English. And thanks to the obsession with IKEA, Swedish has something else working in its favor: exposure. English speakers around the world have been exposed to a number of Swedish words while simply shopping for furniture (and chowing down on some meatballs, I presume). The popular, minimalistic Lack tables are named after the Swedish word for “varnish.” And the Stockholm rugs, of course, get their name from Sweden’s capital. Furniture lovers, perhaps Swedish is the language for you.
3. Spanish
Foreign Service Institute Estimate: 24 weeks (600 hours)
This pick should come as no surprise. Spanish has always been a go-to language for English speakers to learn due to its practicality and wide reach. Well, it’s also one of the easiest languages to learn for English speakers.
Spanish is one of the Romance languages, which derive from Latin — as do many English words, so the name of the game here is cognates, cognates, cognates. Correcto means “correct,” delicioso is “delicious,” and pizza is “pizza,” to name a few.
Spanish pronunciation is also fairly straightforward. It’s a phonetic language — for the most part, its words are pronounced the way they’re spelled. But grammar haters beware: Spanish does have a number of different verb tenses and exceptions to grammar rules which can get confusing. However, the tenses largely align with ones we use in English, so they’re not as difficult to learn as you may think.
But perhaps the biggest pro to choosing to learn Spanish is its prevalence in our everyday lives. According to recent statistics, Spanish is the second most-spoken language in the world, with over 485 million native speakers. You’ve probably heard Spanish spoken on TV, on the radio, and even by members of your community. It’s everywhere, so you already have a leg up on learning it!
4. Dutch
Foreign Service Institute Estimate: 24 weeks (600 hours)
Dutch is another Germanic language on our list. It’s spoken by the majority of citizens of the Netherlands, as well as a large portion of Belgium’s population. It’s the third most-spoken Germanic language, after German and English, which makes sense — due to shared vocabulary, Dutch sounds like a combination of German and English.
A really interesting characteristic of Dutch is that many words are spelled exactly the same as they are in English, more so than in almost any other language. However, use caution, because they’re often pronounced differently. For instance, the word “rat” has the same spelling and meaning in both languages, but in Dutch it’s pronounced like the English word “rot.” Also, keep an eye out for false cognates, like the Dutch word wet, which actually means “law.” If you stay vigilant, Dutch could still be the language for you.
Germanic languages nab three of the top four spots on this list, but English’s other cousins, German and Danish, are absent — and for good reason. German didn’t make the cut because although it shares thousands of cognates with English, absolutely no one would describe its grammar as “easy.” And while written Danish looks a lot like Norwegian and Swedish, the pronunciation can be too intimidating for casual learners. If you’re up for the challenge, check out the hardest languages for English speakers to learn.
5. Portuguese
Foreign Service Institute Estimate: 24 weeks (600 hours)
The fifth easiest language to learn on our list is Portuguese, a member of the Romance language family that’s spoken in both Portugal and Brazil.
Like Spanish, this translates to a large number of shared vocabulary words, which always makes picking it up easier. But beware of false cognates. You might be really excited about getting Portuguese pasta, only to be handed a “folder.”
Portuguese (particularly Brazilian Portuguese) is another language that gives learners the advantage of exposure. Brazilian food, drinks, music and films have been making frequent appearances in global pop culture, giving students of Portuguese plenty of opportunities to enhance their learning.
6. Indonesian
Foreign Service Institute Estimate: 36 weeks (900 hours)
This selection may also come as a surprise, but Indonesian has several qualities that make it a logical choice for English speakers.
For starters, Indonesian — spoken natively by nearly 23 million people — is one of the few Asian languages that uses the Latin alphabet. Many Asian languages are incredibly difficult for English speakers to master due to the unfamiliar characters in their writing systems, but not Indonesian.
It’s also a phonetic language, made up of words that are pronounced exactly the way they’re spelled. Now, Indonesian grammatical structures are very different from those in English, but don’t let that deter you! Its lack of rules make learning grammar a lot easier. There are no verb conjugations (you read that correctly!), no plurals (simply repeat the word twice), and no grammatical genders. If you’re not a fan of grammar rules, Indonesian could be a match made in heaven!
7. Italian
Foreign Service Institute Estimate: 24 weeks (600 hours)
Next up is another Romance language. Though not as widely spoken as Spanish or Portuguese, Italian still has more than 63 million native speakers. Its Latin roots allow for a sizable chunk of cognates English speakers will recognize, such as futuro (“future”) and lotteria (“lottery”), two things we all wish we could controllare (“control”).
Perhaps the best part of choosing Italian is the possibility to learn with food! Italian cuisine has become a staple of many Western countries, bringing a number of Italian words into our regular vocabularies. Penne all’arrabbiata translates to “angry pasta” (presumably because it’s spicy!), and farfalle (the pasta shaped like bow ties) actually means “butterflies.” Doesn’t learning Italian sound delizioso?
8. French
Foreign Service Institute Estimate: 30 weeks (750 hours)
There’s one more major Romance language on our list, and this one is often a fan favorite. Although it’s not as easy to learn as some of its language cousins, French (and/or its various dialects and creoles) is spoken by nearly 300 million people in many different parts of the world (France, Canada, Belgium and Madagascar — to name only a few).
As with the other Romance languages, the biggest benefit to choosing to learn French is the large amount of shared vocabulary. But this isn’t solely due to its linguistic roots. During the lengthy history of wars and conquests between France and England, key language parts were passed from one country to the other. This mostly came in the form of French vocabulary added to the English language, such as avant-garde and à la carte, although the word-sharing went from English to French as well (e.g. week-end). French pronunciation is a bit tricky, at first, but we often hear French accents in pop culture, making them easier to replicate than you may think.
9. Swahili
Foreign Service Institute Estimate: 24 weeks (600 hours)
The final language on our list is perhaps the “least easiest language to learn” of the easiest languages. Swahili is widely used across eastern and southeastern Africa, including in Kenya, Uganda and Tanzania, among other countries, but usually as a lingua franca — a common language adopted among native speakers of different languages.
Swahili words often sound just like they’re spelled, and the pronunciation is relatively easy for English speakers to pick up. It’s said to be the easiest African language for English natives to learn, partially because of the surprising amount of loan words taken from English, like penseli (“pencil”) and mashine (“machine”).
Finally, Swahili is fairly straightforward in terms of grammar. Verb conjugations utilize prefixes in a logical way, making them less difficult to learn. If you want to try something different, see if Swahili is the language for you. However, if you want to pick up a new language as easily as possible, we recommend starting with something from the top of the list — like Spanish, Swedish or Norwegian.
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https://www.dpi.nc.gov/districts-schools/classroom-resources/academic-standards/programs-and-initiatives/dual-language-immersion
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Dual Language Immersion
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Vision & Mission The vision of the North Carolina State Board of Education is that every public school student in North Carolina will be empowered to accept
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https://www.dpi.nc.gov/districts-schools/classroom-resources/academic-standards/programs-and-initiatives/dual-language-immersion
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The NCDPI Dual Language/Immersion (DL/I) Team provides a variety of professional learning opportunities designed for DL/I programs and also connects with other NCDPI teams and professional organizations to inform the work of K-12 DL/I programs.
Please see the information and links below to access DL/I professional learning for individual and local use.
Book Studies
The DL/I Blue Book study is a self-paced Canvas course focused on Educating English Learners (ELs) for a Transformed World (2009) and Thomas and Collier's research about how their findings support DL/I programming for all students, including ELs in two-way immersion programs. Please use the information and links below to access and enroll in the self-paced DL/I Blue Book Study, and look for future offerings of book studies with other Thomas and Collier publications.
If you are a K-12 educator in NC Public Schools, use these step-by-step directions to enroll for 10 contact hours (or 1 CEU) in the HomeBase NCEES PD space.
If you are a K-20 educator who wants to adapt this course to offer locally within your instance of Canvas, is at a K-12 independent/private school, a community college, or a higher education organization, or lives in a different state or country, use these instructions to download or import the course, in whole or in part, from Instructure's Canvas Commons.
Conference Presentations
The NCDPI DL/I Team shares information about North Carolina's DL/I programs and work at state, regional, national, and international conferences. Feel free to explore the archived materials from these past presentations, including slides, handouts, hyperlinks, and notes. These materials can be used and/or adapted for local meetings and presentations, and they are available on the DL/I Conference Presentations document.
LIS Learning Series
The LIS Learning Series is a K-12 professional development opportunity provided by the NCDPI Office of Academic Standards. It is statewide, cross-content-area professional learning on the Literacy Instruction Standards (LIS). The intent of this series is to support educators with integrating the LIS into standards-aligned content area instruction. These materials are also posted in the LIS Toolkit on the LIS-Based Professional Learning page.
The 2022 - 2023 LIS Learning Series featured broadcasts with various teams, including: English Language Arts (slides and recording), Math (slides and recording), Multilingual Learner (ML) Education (slides and recording), Science (slides and recording), and Social Studies (slides and recording).
There was also a selection of grade span webinars as part of the LIS Learning Series.
Elementary: Aligned Instruction - The LIS in PreK-5 (slides and recording) and Engaging Writers K-5 (slides and recording)
Secondary: Improving Reading for Secondary Students (slides and recording) and Integrating the LIS - Content & Disciplinary Literacy 6-12 (slides and recording)
Additional content area teams will be part of the 2023 - 2024 LIS Learning Series, like the Utilizing the LIS in Arts Education (slides and recording)
Webinar Series
The past DL/I webinar series were broadcasts that provided support related to implementing K-12 DL/I programs effectively. All educators (teachers, administrators, etc.) from existing or prospective K-12 DL/I programs, as well as post-secondary instructors, professors, and researchers, are welcome to explore the archived materials, including slides, handouts, hyperlinks, and recordings. These materials can be used and/or adapted for local professional development, and they are available in the Webinar Archives area in the Professional Learning section of the World Languages Resources Hub.
The focus of dual language/immersion (DL/I) programs is to help students become proficient in another language in addition to English. These students master subject content from other disciplines, using the DL/I program language or both languages.
Research in DL/I programs shows:
All students develop high levels of proficiency in the DL/I program language and English.
Academic performance of students is at or above grade level.
Students demonstrate positive cross-cultural attitudes and behaviors.
Please see the links below to the Standard Course of Study (SCOS) documents for language acquisition in DL/I programs.
World Language Standards
The proficiency-based North Carolina World Language Essential Standards (WLES) were adopted by the North Carolina State Board of Education in September 2010 and implemented beginning in the 2012-2013 academic year.
View the World Languages Content Standards and Support Documents
DL/I programs are part of K-12 Dual & Heritage Languages in the WLES, which has several Instructional Toolkit components or support documents linked above, including these with information about DL/I program standards, K-12, for target language acquisition outcomes:
Crosswalk comparing the former standards to the current WLES
Unpacking Document for all K - 12 DL/I programs described in the WLES for different language types (alphabetic and logographic)
Many DL/I secondary continuation programs design a language course sequence for students that includes Heritage Language and Modern Language courses, which are outlined in these Unpacking documents linked above:
Dual & Heritage Languages - Heritage Languages (formerly Native Speakers)
Modern Languages - High School, Levels I - VIII
The K-12 DL/I Bridging Document serves as a guide to help teachers and administrators create a strong K-12 sequence locally for the DL/I program language as students move from programs at the K-5 or K-8 levels and into Heritage Language and/or Modern Language courses for continuation at the secondary level.
The NCDPI World Languages Standard Course of Study & Supporting Resources page for additional details, and the World Languages Resources Hub at https://bit.ly/NCWLresources contains these resources and other tools, such as Administrator Guides and Clarifying Objectives by Course Outcomes (COCOs) documents, for administrators and teachers.
English Language Development Standards
*Please note: The terms on this section of the page may alternate between "English Learner" (EL) and "Multilingual Learner" (ML). As of March 21, 2022, NCDPI shifted to using "English Learner" for policy and legislation purposes and "Multilingual Learner" for all other purposes. See this letter or watch this video for more details.
The NC English Language Development (ELD) Standard Course of Study is the WIDA English Language Proficiency Standards. The WIDA English Development (ELD) Standards represent the social, instructional and academic language students use to engage with peers, educators and the curriculum in schools.
Supporting Multilingual Learners
Stakeholders have different areas of expertise and are often responsible for different aspects of educational planning and delivery; however, collectively, they are responsible for the success of MLs. Each teacher can contribute to deliver coordinated educational experiences for MLs according to their own qualifications and areas of expertise (WIDA 2020). To aid content area educators in supporting Multilingual Learners, please visit the NCDPI ML/Title III Team's ELD Standards Resource Hub, which can also be accessed via the short URL: https://bit.ly/ELDStandardsHub.
English Language Arts (ELA) Standards
The NC Standard Course of Study for English Language Arts defines what students should know and be able to do by the end of each grade level. These standards were adopted by the North Carolina State Board of Education in September 2017 and implemented beginning in the 2018-2019 academic year. More information can be found on the NC Standard Course of Study & Supporting Resources page.
Additional resources to support the implementation of the ELA standards can be located within each of the following ELA Repositories:
ELA Virtual Implementation Kit
The Virtual Implementation Kit (VIK) is a repository for all English Language Arts stakeholders. This repository provides a variety of resources for supporting administrators, educators, and parents during the implementation of the 2017 Standard Course of Study.
ELA Resources LiveBinder
The Resources LiveBinder provides an organized collection of PD Kits and stakeholder communications. This LiveBinder can be used to inform professional development or add clarity to current initiatives.
ELA: The Basics LiveBinder
The Basics LiveBinder guides teachers through two fundamentals of ELA instruction: the Standards and the texts. This step-by-step guide contains information and activities focused on understanding the standards and choosing appropriately complex texts.
Literacy Instruction Standards (LIS)
On October 7, 2021, the North Carolina State Board of Education approved the Literacy Instruction Standards (LIS) as outlined in Section V of SB 387: Excellent Public Schools Act of 2021. The LIS serve as a framework for the development and alignment of curriculum and instruction for all public schools. These standards are defined as a level of quality and equity to be used consistently within core literacy instruction statewide. While the NC Standard Course of Study (NCSCOS) sets student expectations, the LIS and their associated instructional practices set expectations for teaching literacy. The LIS are organized by grade-band and can be used to ensure that all teachers across North Carolina have a common understanding and delivery of literacy instruction.
While the LIS have been developed by grade bands, they should be used in tandem with appropriate grade-level texts of increasing complexity in order for students to fully meet the demands of the NCSCOS. This LIS framework does not indicate an exhaustive list of literacy instruction practices and may not fully capture all instructional practices that have the potential to positively impact students' literacy achievement in K-12. New literacy research could modify and/or add to the instructional practices listed. More information can be found on the Literacy Instruction Standards page.
* It is important to note that full implementation is expected by 2024-2025.
Additional resources to support the implementation of the LIS can be located on the Literacy Instruction Standards Toolkit (LIST) - a repository for all literacy stakeholders that provides a variety of resources for supporting administrators, educators, and parents during the implementation of the current LIS.
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https://dictionary.cambridge.org/us/dictionary/english/two-bit
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en
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two-bit
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2024-08-14T00:00:00
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TWO-BIT meaning: 1. worth very little, or not very important: 2. worth very little, or not very important: 3…. Learn more.
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en
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https://dictionary.cambridge.org/us/external/images/favicon.ico?version=6.0.31
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https://dictionary.cambridge.org/us/dictionary/english/two-bit
|
adjective [ before noun ]
US informal disapproving us
Your browser doesn't support HTML5 audio
/ˈtuː.bɪt/ uk
Your browser doesn't support HTML5 audio
/ˈtuː.bɪt/
(Definition of two-bit from the Cambridge Advanced Learner's Dictionary & Thesaurus © Cambridge University Press)
two-bit | Intermediate English
two-bit
adjective [ not gradable ]
us
Your browser doesn't support HTML5 audio
/ˈtuˌbɪt/
(Definition of two-bit from the Cambridge Academic Content Dictionary © Cambridge University Press)
Examples of two-bit
two-bit
Whatever the case, this otherwise two-bit international player hit the top of the news.
She tells him her dad is a "handsome, two-bit gangster like you," commenting on his lifestyle.
There are two two-bit input lines and one three-bit output line.
An example is the reconstruction of a design history for a two-bit adder digital circuit.
This circuit is a simple design for a two-bit adder.
I'll be in the two-bit class; myself in half an hour.
He saw it as means of becoming a two-bit dictator over a group of subservient colonists.
Knocked off by a two-bit racket boss who thought he was being crossed.
I pulled out a pair of two-bit-straights and passed one over, lighting the other for myself.
Waiting for the two-bit elevator was nerve wracking; hospitals always have such poky elevators.
Smoked two-bit cigars and wore a plug hat.
Now every two-bit planet offered hajench in its gift shops.
This proposed innovation was hotly contested for a while by the adherents of the 'two-bit' theory, resulting finally in a compromise that established 'two-for-a-quarter' as the going rate.
The two-bit word is consternation.
These examples are from corpora and from sources on the web. Any opinions in the examples do not represent the opinion of the Cambridge Dictionary editors or of Cambridge University Press or its licensors.
Translations of two-bit
in Chinese (Traditional)
無價值的, 微不足道的，毫不重要的…
in Chinese (Simplified)
无价值的, 微不足道的，毫不重要的…
Need a translator?
Get a quick, free translation!
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Test your vocabulary with our fun image quizzes
Try a quiz now
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Word of the Day
left-click
UK
Your browser doesn't support HTML5 audio
/ˈleftˌklɪk/
US
Your browser doesn't support HTML5 audio
/ˈleftˌklɪk/
to press the button on the left of a computer mouse in order to make the computer do something
About this
Blog
Simply the best! (Ways to describe the best)
August 14, 2024
New Words
quishing
August 12, 2024
More new words
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https://www.ef.com/wwen/blog/language/why-us-and-uk-english-sound-so-different/
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5 big reasons why US and UK English sound so different â¹ EF GO Blog
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Despite the shared language, the way people speak English in the US and UK is actually really different. Here are five big reasons why.
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en
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/assetscdn/go706j5dozw8p0p3r573/assets/images/icons/favicon-48.ico
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EF GO Blog | EF Global Site (English)
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https://www.ef.com/wwen/blog/language/why-us-and-uk-english-sound-so-different/
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We may share a language but thereâs nothing similar when it comes to hearing someone from the US speak to someone from the UK. Everything from putting a z everywhere to words that are spelt the same but sound entirely different when you say them â thereâs a whole ocean of linguistic differences (plus an actual physical ocean) between the worldâs two major English-speaking players. But never fear! If youâre learning English in London and want to know what makes your accent different from your friend learning in New York, hereâs what you need to know.
1. American English is actually older
This isnât something you should tell to a British person, because weâre the country that gave birth to America as we know it today â but this fact really is true. When the first settlers set sail from England to America, they took with them the common tongue at the time, which was based on something called rhotic speech (when you pronounce the r sound in a word). Meanwhile, back in wealthy southern cities of the UK, people from the new higher classes wanted a way to distinguish themselves from everyone else, so they started changing their rhotic speech to a soft r sound, saying words like winter as âwin-tuhâ instead of âwin-terrâ. Of course, these people were posh and everyone wanted to copy them, so this new way of speaking â which British people now refer to as Received Pronunciation â spread across the rest of the south of England. It also explains why many places outside the south of England still have rhotic pronunciation as part of their regional accents. Basically, if you speak English from London, you sound more posh. Win.
2. British English is more like French
French has influenced English in more ways than English speakers would care to admit. The first time was when William the Conqueror invaded Britain in the 11th Century (more on the history of English here), bringing Norman French with him and making it the high language â used in schools, courts, universities, and the upper classes. It didnât stick around, but instead evolved into Middle English, which was a mashup of all the linguistic influences around at the time. The second time was during the 1700s, when it became super trendy in the UK to use French-style words and spelling. Of course, Americans were already living their lives across the Atlantic and didnât take part in this trend at all. This is why British English has more linguistic similarities to French than American English, and also explains our obsession with croissants. Or maybe thatâs just me.
3. American spelling was invented as a form of protest
The American and British dictionaries are very different, because they were compiled by two very different authors with two very different perspectives on language: the UKâs dictionary was compiled by scholars from London (not Oxford, for some reason) who wanted to just collect all known English words, while the American one was made by a lexicographer called Noah Webster. Webster wanted American spelling to not only be more straightforward but different from UK spelling, as a way of America showing its independence from the former British rule. He dropped the letter u from words like colour and honour â which had developed from the French influence in England â to make them color and honor instead. He did the same to words ending in -ise to make them -ize, because he thought American English spelling should reflect the way it was said. Plus, z is a much cooler letter to write, so thereâs that.
4. American English likes to drop words completely
Sometimes there are differences in American English that make no sense to speakers of British English â like when Americans remove entire verbs from a sentence. When an American person tells someone theyâll write a letter to them, they say âIâll write themâ. When you ask an American if they want to go shopping, they might say âI couldâ. In the UK these replies would sound really weird, as we would say âIâll write to youâ and âI could goâ. Dropping the verb might be because Americans want to say stuff faster â or maybe itâs because the British just like to spell out exactly what theyâre saying. Nobodyâs right here, but if we were to declare a winner it would be British English, because frankly the American way doesnât make sense. Not that Iâm biased.
5. The two types of English have borrowed words from different languages
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https://www.berlitz.com/blog/mandarin-vs-cantonese
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Mandarin vs. Cantonese: What's the difference? An easy guide
|
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"Marco Monroy"
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2023-03-28T00:00:00+00:00
|
Why are Mandarin & Cantonese considered to be the same language but not mutually intelligible? We explore the differences between Mandarin vs. Cantonese.
|
en
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/favicon-32x32.png?v=32787f3e93fa4493cd296c28e4bda513
|
Berlitz
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https://www.berlitz.com/blog/mandarin-vs-cantonese
|
Chinese is a special group of languages that includes both Mandarin and Cantonese.
If you grew up speaking English, then you can probably think of many dialects: British English, North American English, Australasian English, and so on. And, although it may take a little getting used to, you likely can understand almost everything any speaker of any English dialect can say without much trouble. That means that English dialects are mutually intelligible â you can understand someone who speaks a different dialect within the same language.
But what about Chinese? Most know that Chinese is made up of different âdialects,â but does that mean that everyone can understand each other regardless of the specific dialect they speak?
Well, the answer is a bit complicated. For starters, most Chinese languages are not mutually intelligible. That means that two people could both speak âChineseâ and still not understand each other. It also means that there are multiple types of âChineseâ that you can learn as a foreign language.
So, why are both Mandarin and Cantonese considered to be the same language? Thatâs because of shared historical roots and the use of the Chinese writing system. Though these dialects sound almost nothing alike, they pretty much use the same characters for the same words.
If all of that sounds very complicated, do not worry. Weâll take a close look at both Mandarin and Cantonese over the next couple of sections to help you get a clear understanding of the differences in pronunciation, characters, vocab, and grammar between these two dialects. Weâll also give you some advice on which one to pick if youâre looking to learn Mandarin or Cantonese.
Letâs get started!
Mandarin vs. Cantonese overview
Mandarin Cantonese Language family Mandarin Chinese Yue Chinese Where itâs spoken Mainland China, Taiwan, Singapore, Malaysia Southeast China, Hong Kong, Macau, and Chinese diaspora Romanization system Pinyin Jyutping Spoken characteristics 23 initials 19 initials 35 finals 58 finals 4 tones (plus neutral tone) 6 tones plus 3 entering tones Characters Mostly simplified characters Mostly traditional characters Usefulnenss Used across the Sinosphere as a common tongue Mostly useful in Hong Kong, Macau, and Guangdong
Where Mandarin and Cantonese are spoken
First, you should know that Mandarin is by far the most common Chinese dialect. Thatâs because itâs the official language of mainland China, Taiwan, and Singapore, and serves as an official or recognized language in Hong Kong, Macao, Malaysia, and even the United Nations!
The wide territorial expanse of Mandarin is mostly due to it being recognized as the lingua franca of the Sinosphere. No matter oneâs native dialect, almost all Chinese speakers are able to communicate in Mandarin to some extent.
The Chinese name for Mandarin is æ®éè¯ (pÇ tÅng huà ), which translates into the common language. Its status as a common language has also propelled its importance in classrooms across China and consequently made Mandarin the most common language in Chinese TV shows, movies, and books.
Additionally, the overwhelming majority of the Chinese population speaks Mandarin as its first language. Some of the regions and provinces with the most native Mandarin speakers include:
Beijing
Hebei
Shandong
Inner Mongolia
Shandong
Henan
Shaanxi
Gansu
Xinjiang
Jiangsu
Anhui
Hubei
Sichuan
Guizhou
Yunnan
Cantonese, on the other hand, is spoken natively almost exclusively in Southeast China. The Chinese city of Guangzhou and the province of Guangdong both used to be romanized as Canton, which is where the name Cantonese came from. Although this may sound like a small area, Guangdong is actually the most populous province in China, helping make Cantonese one of the top 20 most spoken languages in the world!
Besides natives in and near Guangzhou, Cantonese is also a common language amongst the Chinese diaspora in Southeast Asia, Europe, and North America, with Cantonese speakers making a majority of Chinese migrants up until the mid-20th century.
Cantonese has significant native speakers in the following regions:
Guangdong
Guangxi
Hong Kong
Macao
Overseas Chinese diaspora
All in all, Cantonese has around 75 million native speakers worldwide.
Differences in pronunciation
As you now know, Mandarin and Cantonese arenât mutually intelligible as most words have different pronunciations. However, the phonetic differences donât end there â they also have different tonal rules!
Mandarin uses four tones to differentiate words. Thereâs also a fifth âneutralâ tone, so you could consider a grand total of five tones for Mandarin.
Tone number Tone name Description Pinyin diacritic IPA diacritic Example Example pinyin 1 é´å¹³ - yÄ«npÃng High Ä /á/ å·´ bÄ 2 é³å¹³ - yángpÃng Rising á /Ç/ [aá·] æ bá 3 ä¸ - shÇng Low (dipping) Ç /à / [à ̤, a̤á·, a̤á·] æ bÇ 4 å» - qù Falling à /â/ ç¸ bà 5 è½» - qÄ«ng Neutral a Various å§ ba
Cantonese, on the other hand, uses nine tones to differentiate pronunciation! Of these nine tones, three are known as âchecked tones,â which are used exclusively by syllables that end in a stop consonant or a glottal stop (-p, -t, -k).
These are the nine tones in Cantonese:
Type Tone number Tone name Description Example Tone letter IPA Open syllables 1 dark flat (é°å¹³) high level, high falling è©©, æ siËË¥, siË˥˧ sÃË, sÃ®Ë 2 dark rising (é°ä¸) medium rising å² siË˧˥ sÇË 3 dark departing (é°å») medium level 試 siË˧ sÄ«Ë 4 light flat (é½å¹³) low falling, very low level æ siË˨˩, siËË© siÌË, sıÌË 5 light rising (é½ä¸) low rising å¸ siË˩˧ siÌË 6 light departing (é½å») low level æ¯ siË˨ sÃ¬Ë Checked syllables 7 (or 1) upper dark entering (ä¸é°å ¥) high level è sekË¥ sék 8 (or 2) lower dark entering (ä¸é°å ¥) medium level é« sÉËk˧ sÉÌËk 9 (or 3) light entering (é½å ¥) low level é£ sek˨ sèk
Differences in the characters
We saw earlier in the article that written Chinese is largely the same across dialects. But, now that you know how extensive the differences in pronunciation are, youâre probably wondering how Mandarin and Cantonese use the same characters.
The truth is, standard written Cantonese is based largely on written Mandarin. Thus, those who speak Cantonese technically use Mandarin to write in non-informal situations. Cantonese is actually in a state of digraphia, which means that there are two written standards for this dialect. Cantonese speakers use a colloquial adaptation of spoken Cantonese when writing in very informal situations and for Cantonese words that arenât present in Mandarin. In all other cases, Cantonese speakers use a form of written Chinese that more closely resembles that of Mandarin.
This isnât a new concept, as Classical Chinese was used as a common written language up until the early 20th century. Although not specifically tied to any single Chinese dialect, all literate Chinese speakers followed Classical Chinese written rules. Throughout the 20th century, though, the use of Classical Chinese was replaced with written Mandarin, largely due to national efforts to increase the literacy rate across mainland China.
Simplified vs. traditional characters
Another big difference you might notice is the prevalence of traditional characters in Cantonese-speaking environments. Today, simplified Chinese is used almost exclusively everywhere in mainland China and Singapore. However, Cantonese-speaking Hong Kong and Macau still use traditional characters for writing. Given that Hong Kong is a media powerhouse largely thanks to the success of the Hong Kong film industry, youâll likely encounter plenty of traditional characters in Cantonese-speaking places.
Keep in mind that Cantonese speakers in mainland China tend to use simplified characters, and Mandarin speakers in Taiwan use traditional characters. Thus, you canât assume that traditional characters mean that somethingâs in Cantonese or that simplified characters mean itâs in Mandarin.
Characters unique to Cantonese
Although Cantonese follows the same grammar rules as Mandarin, there are certain Cantonese words that simply donât exist in Mandarin. So, a Mandarin speaker wonât be able to understand 100% of Cantonese texts, as some characters are completely unique to Cantonese. Here are some of the most common Cantonese characters that donât exist in Mandarin.
Cantonese Jyutping Mandarin equivalent Meaning ä½¢ keoi5 N/A He, she, it å ge3 ç Possessive particle equivalent to Mandarin ç (de) å° go3 é£ That as in âthat oneâ åº hai2 å¨ To be at 佬 lou2 N/A Male ä¹å¢ mat1 je5 ä»ä¹ What or why å zo2 äº or è¿ Puts the sentence in past tense å gam3 è¿æ · So as in âso goodâ å± ngaam1 对 Correct ç fan3 ç¡ Sleep
Differences in vocab & grammar
Besides pronunciation and characters, Mandarin and Cantonese are also different in terms of vocabulary and grammar. I know, at this point, youâre probably wondering why theyâre even considered part of the same language family if theyâre so different. Well, luckily, this is one part where they actually have some similarities in addition to differences! Letâs get into the vocab and grammar differences and similarities between Mandarin and Cantonese.
Vocabulary
Most words in Mandarin and Cantonese are written with the same characters. This gives the languages a level of mutual intelligibility, allowing Mandarin speakers to understand written Cantonese and vice-versa.
However, that doesnât mean that both dialects use the exact same words all the time. Beyond the unique Cantonese words we just learned above, there are a few vocabulary words that can be different in each dialect.
English Mandarin Pinyin Cantonese Jyutping To eat å chÄ« é£ sik6 Beautiful ç¾ mÄi é leng3 To look ç kà n ç tai2 To stand ç« zhà n ä¼ kei5 To cry å kÅ« å haam3 Potato åè± tÇ dòu è¯ä» syu4 zai2 Eggplant èå qié zi ç®ç ai2 gwaa1 Grape è¡è pú tao æå tai4 zi2 Tomorrow æ天 mÃng tiÄn è½æ¥ ting1 jat6
Grammar
Mandarin and Cantonese grammar are very similar, as evidenced by their basic sentence structures:
Basic Mandarin sentence structure:
Subject + Verb + Object (SVO structure)
Basic Cantonese sentence structure:
Subject + Verb + Object (SVO structure)
On a superficial level, both Mandarin and Cantonese follow the same pattern. However, that doesnât mean that grammar rules are identical. After all, each dialect is its own language and comes with its own distinct grammar rules.Â
Here are the most common grammar differences between Mandarin and Cantonese:
Adverb order. In Mandarin, adverbs are usually placed before the verb, whereas Cantonese places them after the verb.
Double objects. In Mandarin, the indirect object always comes before the direct object, whereas the opposite is true in Cantonese.
If that seems a bit difficult to visualize, check out the following sample sentences comparing Mandarin sentences to Cantonese sentences.
English Mandarin Pinyin Cantonese Jyutping You go out first ä½ å åºå» nÇ xiÄn chÅ« qù ä½ åºå»å nei5 ceot1 heoi3 sin1 Where are you from? ä½ æ¯åªå½äººï¼ nÇ shì nÇ guó rén? ä½ ä¿é度人åï¼ nei5 hai6 bin1 dou6 jan4 aa1ï¼ He gives me money ä»ç»æé± tÄ gÄi wÇ qián ä»çµ¦é¢æ keoi5 bei2 cin2 ngo5 Whatâs your name? ä½ å«ä»ä¹ååï¼ nÇ jià o shén me mÃng zi? ä½ å«åä¹éååï¼ nei5 giu3 zou6 mat1 je5 ming4 aa1ï¼ Long time no see å¥½ä¹ ä¸è§ hÇo jiÇ bu jià n 好èåè§ hou2 noi6 mou5 gin3
Which one to learn?
Deciding whether to learn Mandarin or Cantonese is a personal decision that largely depends on your goals. In terms of utility, Mandarin will be far more useful than Cantonese, as itâs the only official language of mainland China and has over 10 times as many speakers. If you want to do business in mainland China, this is the language for you.
Mandarin is also the lingua franca of mainland China, meaning that many people speak it as a second language. For example, many Shanghai natives will use Shanghainese to communicate with each other, although virtually everyone in Shanghai can speak Mandarin. So, even if youâre not in a Mandarin-speaking region, being able to speak it may still help you communicate with locals. The same cannot be said for Cantonese, as very few people outside of Guangdong, Hong Kong, and Macau speak Cantonese if itâs not their native language.
However, Cantonese could be more helpful for you if youâre planning to relocate to Guangdong, Hong Kong, or Macau. While Mandarin will take you far in the Cantonese-speaking regions of mainland China, that isnât the case for either of the Chinese Special Administrative Regions (SARs). So, if life is taking you to Guangdong, Hong Kong or Macau, then your best bet is to learn Cantonese.
Is Cantonese harder to learn than Mandarin?
We know what youâre thinking: okay, the utility of each dialect is one thing but, is Mandarin or Cantonese harder? And we donât blame you! After all, Chinese is one of the hardest languages for English speakers, so approaching it with some caution is quite prudent.
Most people will agree that Mandarin is slightly easier to learn than Cantonese. Cantonese has four more tones than Chinese, and then traditional characters tend to be more common in Cantonese than in Mandarin. If youâre looking for the one that will take the least amount of effort to learn, then itâs going to be Mandarin.
However, most of our top tips to learn Chinese characters require a continued interest in studying and learning the language. Your personal interests, family and friends, business endeavors, and even learning opportunities will drastically impact how well you can study a language. So, if you have a passion for Hong Kong cinema or found a killer business venture in Guangzhou, donât worry too much about Cantonese being slightly harder than Mandarin and simply go with your gut instinct!
Fun facts: Mandarin vs. Cantonese
1. Cantonese is very common in Chinatowns around the world
If thereâs a Chinatown in or near your hometown, then youâre much more likely to be familiar with Cantonese than with Mandarin. In fact, did you know that the first Chinatown in the United States used to be called Little Canton? Thatâs because most Chinese immigrants in the 20th century came from Hong Kong and Guangdong province, thus spreading the use of Cantonese among the Chinese diaspora.
2. Mandarin has more than 10 times more speakers than Cantonese
Mandarin is spoken by over 1.1 billion speakers around the world, with about 929 million people calling it their native tongue. That makes Mandarin the language with the most native speakers in the world and the second-most spoken language after English. Cantonese, on the other hand, is estimated to have around 75 million speakers around the world, making the Mandarin-to-Cantonese speaker ratio almost 15-to-1!
3. Cantonese has more speakers than languages like Korean or Persian
Donât let Mandarinâs relative might trick you into thinking that Cantonese is a small or uncommon language. Although it has far fewer speakers than its sister tongue, Cantonese is still one of the 20 largest languages in the world, with more speakers than popular languages like Korean and Persian!
4. The locals have never referred to Guangzhou as Canton
Although the most common romanization for the city of Guangzhou (and, by extension, the province of Guangdong) was Canton for centuries, the locals never referred to it as such. It comes from the Portuguese Cidade de Cantão, with Cantão being a misunderstanding of a dialectical pronunciation of Guangdong.
As the Portuguese established the first contact between Europe and East Asia in 1517, the name Canton stuck among Europeans and later among most Western countries. However, this name comes from a misunderstanding, which is why itâs since been mostly phased out. Maybe itâs time to rename Cantonese into Guangongnese or Guangzhousian!
Mandarin vs. Cantonese FAQs
Do all Chinese people speak Mandarin?
Not all Chinese speakers speak a Mandarin dialect, but an overwhelming majority of them do. It is estimated that around 80% of the population of mainland China can speak Mandarin, with plans to increase the level to 85% by 2025. However, the younger generation is almost fully fluent in Mandarin not only in mainland China but also in Hong Kong and Macau, as Mandarin has found its way into school curriculums.
Can Mandarin and Cantonese speakers understand each other?
Mandarin and Cantonese speakers cannot understand each other. The difference is pronunciation is too high for the languages to be mutually understandable. However, the differences in the written language are small enough that Mandarin and Chinese speakers could understand each other when texting or writing letters to each other.
Can I use Mandarin in Hong Kong?
About half of the people in Hong Kong (48%) can speak Mandarin, largely due to the rising number of mainland immigrants and tourists and the growing prevalence of Mandarin in education. However, if youâre a foreigner who speaks English and Mandarin but not Cantonese, your best bet is going to be to use English to communicate with the locals. English is still a very popular language and one of the official languages of Hong Kong, so you wonât run into any trouble with English.
Is Taiwanese Mandarin the same as Mainland China Mandarin?
Mandarin is the official language of both mainland China and Taiwan. While the Mandarin spoken in Taiwan and that on the mainland are very similar, there are key differences in pronunciation, grammar, writing style, and vocabulary. Most significantly, Taiwan uses traditional characters, while mainland China uses simplified characters. So, if youâve learned simplified Chinese and find yourself in Taiwan, you may have some trouble reading signs on the street!
Learn your favorite of the sister tongues
We hope that clears things up! Although comparing Mandarin vs. Cantonese can be a little complicated, they are still both part of the Chinese language family. If youâre interested in picking either one of them up, then we encourage you to give it a shot! Although learning Chinese can seem like a gargantuan task, there are well over a hundred million people studying Chinese as a foreign language right now, serving as proof that learning this fascinatingly-complex language is certainly doable.
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