SS Guiding Star

Guiding Star was a troopship that was built in 1939 as the Type C2 cargo ship Nightingale by Newport News Shipbuilding & Dry Dock Co, Newport News, Virginia, United States for Grace Lines Inc, New York. In 1941, she was transferred to the Ministry of War Transport (MoWT) and renamed Empire Egret. In 1942, she was transferred to the United States Maritime Commission (USMC) and renamed "Nightingale". She was returned to Grace Lines later that year and renamed Santa Isabel. In 1943, she was converted to a troopship. She was transferred to the USMC in 1946 and renamed "Guiding Star", serving until she was scrapped in 1973.
Description.
The ship was built in 1939 by Newport News Shipbuilding & Dry Dock Co, Newport News, Virginia. She was yard number 373, and USMC Hull number 26.
The ship was long, with a beam of . She had a depth of . She was assessed at , , 8,656 DWT.
The ship was propelled by two steam turbines, double reduction geared, driving a single screw propeller. The turbines were made by Newport News Shipbuilding & Drydock Co. They were rated at 1,100 nhp. They could propel her at .
History.
"Nightingale" was launched in 1939 and completed in October that year. Built for Grace Lines Inc, New York, her port of registry was Norfolk, Virginia. The United States official Number 230064 and code letters WCDH were allocated. She was delivered to Grace Lines Inc on 30 October.
In 1941, Grace Lines Inc sold "Nightingale". She was bought by the MoWT and renamed "Empire Egret". She was placed under the management of Royal Mail Lines Ltd. Her port of registry was London. The United Kingdom Official Number 168168 and Code Letters GNRN were allocated. She was now assessed as , . "Empire Egret" departed from New York on 20 April and arrived at Halifax, Nova Scotia, Canada four days later. She departed on 25 April, joining Convoy SA 1, which formed at sea on 30 April and arrived at the Clyde on 3 May.
"Empire Egret" was a member of Convoy WS 9A, which departed from Oversay, Renfrewshire on 3 June and arrived at Freetown, Sierra Leone on 18 June. She sailed two days later for Durban, South Africa, arriving on 4 July and departing five days later for Aden, where she arrived on 21 July. "Empire Egret" departed the next day for Suez, Egypt, arriving on 25 July. She then sailed to Port Said, from where she departed on 29 July for Alexandria, arriving later that day and departing on 5 August for Port Said, where she arrived the next day. She then sailed to Port Sudan, Sudan, from where she sailed on 11 August for Lourenço Marques, Mozambique, arriving on 24 August. She departed on 1 September for Beira, arriving two days later and departing on 8 September for Cape Town, South Africa, where she arrived on 12 September. "Empire Egret" departed from Cape Town on 13 September for Trinidad, where she arrived on 29 September, departing the next day for Philadelphia, Pennsylvania. She arrived at Philadelphia on 6 October, departing five days later for New York, where she arrived on 12 October. She departed on 22 October for the Hampton Roads, Virginia, arriving the next day and the sailing to Norfolk, Virginia, from where she departed in a convoy bound for Liverpool, Lancashire, United Kingdom, arriving on 5 November.
"Empire Egret" departed from Liverpool on 20 November bound for Newport, Monmouthshire, arriving two days later. She then sailed to the Clyde, from where she departed on 6 December to join Convoy WS 14, which departed from Oversay on 9 December and arrived at Freetown on 21 December. She departed on 25 December for Cape Town, arriving on 2 January 1942 and departing a week later to join Convoy WS 14A, which formed at sea on 19 January and dispersed off Aden on 22 January. "Empire Egret" arrived at Aden that day, sailing four days later for Suez, where she arrived on 30 January. She then sailed to Port Said, from where she departed on 31 January for Alexandria, arriving the next day. She departed on 19 February for Port Said, arriving the next day and then sailing to Suez, from where she departed on 22 February for Mombasa, Kenya, arriving on 2 March. "Empire Egret" was a member of Convoy KR 1, which departed from Kilindini Harbour on 10 March and arrived at Colombo, Ceylon on 20 March. She was carrying a cargo of artillery and vehicles, accompanied by 26 troops. She departed from Colombo on 27 March bound for Bombay, India, arriving on 3 April. She departed on 15 April for Mombasa, arriving on 21 April and sailing five days later for Beira, where she arrived on 29 April. "Empire Egret" departed from Beira on 2 May for Cape Town, arriving four days later and departing on 9 May for Trinidad, where she arrived on 24 May. She departed on 6 June for Baltimore, arriving on 12 June.
"Empire Egret" was then transferred to the United States Maritime Commission and renamed "Nightingale". She was transferred to Grace Lines Inc later that year and renamed "Santa Isabel". The Code Letters WCRH were allocated and her port of registry was Baltimore, Maryland. In 1943, she was converted to a troopship by Brewer Dockyard Co, New York. The conversion was completed in 1944. On 30 April, "Santa Isabel" departed from Port Hueneme, California for Nouméa, New Caledonia with 1,750 troops on board. She arrived on 17 May.
In 1946, "Santa Isabel" was transferred to the USMC and renamed "Guiding Star". She served until June 1973, when she was scrapped at Brownsville, Texas.


SS Lichtenfels

SS "Lichtenfels" was an early example of a modern heavy-lift ship. She was launched in 1929 in Germany for DDG Hansa. She was equipped with a boom crane capable of lifting fully assembled railway locomotives, which were shipped to India.
In 1941 "Lichtenfels" was scuttled in the Red Sea as a blockship. In 1950 her wreck was raised and scrapped.
Building.
After the First World War a Norwegian company, Skibs A/S Christen Smiths Rederi, developed heavy-lift ships to carry locomotives from Great Britain to Belgium. The company began by having existing ships adapted, but in 1924 Armstrong Whitworth completed the first purpose-built heavy-lift ship for Christen Smith. By the end of 1926 Christen Smith had a fleet of several heavy-lift ships.
With "Lichtenfels" DDG Hansa began to compete in the heavy-lift market to take fully-assembled locomotives to India. Deschimag built "Lichtenfels" at its "Weser" yard in Bremen.
"Lichtenfels" was built with a Maierform bow with a convex profile, which was meant to improve both her speed and her handling. She had a three-cylinder triple-expansion engine plus a Bauer-Wach low-pressure exhaust steam turbine. Exhaust steam from the low-pressure cylinder of the triple-expansion engine powered the turbine. The turbine drove the same shaft as the piston engine by double-reduction gearing and a Föttinger fluid coupling. The combined power of her piston engine and turbine was 785 NHP.
As demand for locomotives from India continued, DDG Hansa ordered three sister ships from Deschimag: "Freienfels" launched in 1929, "Geierfels" launched in 1930 and launched in 1931.
Identification.
"Lichtenfels" code letters were QMKB until 1933. In 1934 they were superseded by the call sign DOFY.
Scuttling.
On 25 October 1939, while off the Port Sudan "Lichtenfels" was ordered to Massawa in Italian Eritrea. During the East African campaign she stayed here for 18 months with nine other German merchant ships: "Bertram Rickmers", "Coburg", "Crefeld", "Frauenfels", "Gera", "Liebenfels", "Oder", "Oliva" and "Wartenfels".
On 4 April 1941 "Lichtenfels" and other German and Italian merchant ships were scuttled in an attempt to blockade the harbour. Her wreck was raised and scrapped in 1950.


Pacific Dawn

MS Ambience is a cruise ship owned by Ambassador Cruise Line. Ordered by Sitmar Cruises, she was delivered to Princess Cruises in 1991 by the Fincantieri shipyard in Monfalcone, Italy as Regal Princess and sailed on their North American routes. After 2000 she was deployed on the company's Australian trades, then later in the Mediterranean and the Baltic.
In 2007 "Regal Princess" was transferred to P&O Cruises Australia and, after major refurbishment, was renamed Pacific Dawn, operating from Australia to South Pacific destinations. Her renaming coincided with P&O's 75th anniversary in Australia. It was intended that "Princess Dawn" would be retired in 2020, sold to Cruise & Maritime Voyages (CMV) and renamed "Amy Johnson", but this never happened due to CMV going into administration.
Later in 2020 "Pacific Dawn" was sold to Ocean Builders Central, and renamed Satoshi. They intended her to become a floating residence in the Gulf of Panama, However, after failing to obtain insurance for the proposed operation, she was resold to Ambassador Cruise Line becoming the flagship.
Concept and construction.
Sitmar Cruises had started an ambitious new building programme for the North American cruise market in 1985. Following an abortive attempt to order ships from the Italy-based Fincantieri, the company had placed an order for one ship, "Sitmar Fairmajesty", with the Chantiers de l'Atlantique shipyard in France. Sitmar were planning to order additional vessels however, and the Italian government—owners of Fincantieri—were eager to have these ships built by an Italian shipyard. Following negotiations between Sitmar and Fincantieri, the former placed an order for two cruise ships with the latter, to be delivered in 1990 and 1991. Although the ships maintained the same basic layout of Sitmar Fairmajesty, their exteriors were redesigned by the Italian architect Renzo Piano. The distinctive curved forwards superstructure of the ship was inspired by the dolphin. Unlike the previous P&O Cruises Australia ships, "Pacific Dawn" had an all-white hull, to mark P&O's 75th anniversary in Australia.
In 1988, while the two new ships ordered from Fincantieri were in the early stages of construction, Sitmar Cruises was sold to P&O Group and the three Sitmar ships under construction were transferred to the fleet of P&O's subsidiary Princess Cruises. The second of the ships under construction at Fincantieri was launched from drydock on 29 March 1990 and named "Regal Princess". Following successful sea trials on 5 June 1991 "Regal Princess" was delivered on 20 July 1991 to Astamar, a subsidiary of P&O Group.
Service history.
1991–2007: "Regal Princess".
Following delivery, "Regal Princess" sailed to New York City where she was officially named by the former UK Prime Minister Margaret Thatcher on 8 August 1991. Subsequently, "Regal Princess" entered service by joining her sister ship "Crown Princess" in cruising out of Fort Lauderdale to the Caribbean during the northern hemisphere winter, transferring to the Alaskan trade for the summer months. In 1992 the ownership of the vessel was transferred from Astamar to Princess Cruises and she was transferred from the Italian registry under Liberian flag.
In 2000 "Regal Princess" received a major refurbishment. From the same year until 2003, she spent the southern hemisphere summer months cruising out of Sydney, taking over Princess Cruises' Australian itineraries following the transfer of another former Sitmar ship, the "Sky Princess", to P&O Cruises Australia as "Pacific Sky".
For the 2003 northern hemisphere summer season, "Regal Princess" was repositioned for cruises on the Mediterranean Sea and Baltic Sea. While on a repositioning cruise from Copenhagen to New York in August 2003, a number of passengers and crew on board "Regal Princess" were infected by the Norwalk virus. The number of infected people on board eventually rose to 217, and the decision was made for the ship to drop planned calls in Greenland and Newfoundland in favour of sailing directly to New York. By the time the ship arrived in New York on 2 September 2003, one day ahead of schedule, only four people on board were still suffering from the virus. The ship was again disinfected and was able to depart on her next scheduled cruise without problems.
In 2004 "Regal Princess" was planned to join her sister ship "A'Rosa Blu" (ex-"Crown Princess") in the fleet of A'Rosa Cruises, P&O Cruises' brand aimed at the German market, but the transfer was cancelled following the sale of A'Rosa Cruises to Arkona in 2003. In late 2006 "Regal Princess" was due to transfer to the fleet of Ocean Village, but this too was cancelled. Instead, "Regal Princess" was transferred to the fleet of P&O Cruises Australia in late 2007.
2007–2020: "Pacific Dawn".
Following an extensive refurbishment, "Regal Princess" was renamed "Pacific Dawn" and christened on 8 November 2007 by Olympic gold medalist Cathy Freeman. In December 2009, "Pacific Dawn" was moved to her new home port in Hamilton to allow "Pacific Jewel" and "Pacific Pearl" to be based in Sydney.
In May 2010, "Pacific Dawn" went into dry dock in Brisbane for extensive refurbishment.
In November 2014, the ship was dry-docked in Sydney, Australia for the addition of "The Edge" activities (including a zip-line, "crow's nest experience" and rock-climbing wall), a refurbishment of the Waterfront Restaurant and a cosmetic make-over of the pool deck. During this time it was known among the crew as "Salvatore Lupo's private yacht", after the captain who had served on the ship since its launch, making his way from 3rd officer to Captin while serving on the vessel over its history.
In November 2019, P&O Cruises Australia announced "Pacific Dawn" and sister ship, "Pacific Aria", were to be retired in February and April 2021, respectively, with both being replaced in November 2021 by the larger "Pacific Encounter" which is currently sailing as "Star Princess". Her final voyage under the P&O Cruises Australia was scheduled for 8 February 2021, travelling from Melbourne to Singapore. There the ship would be officially handed over to Cruise & Maritime Voyages (CMV), which intended to rename her "Amy Johnson", after the first woman to fly solo from London to Australia.
Following the failure of CMV in July 2020, on 28 September P&O Cruises Australia announced that they had retired the ship earlier than planned as the pause in their schedules due to the COVID-19 pandemic offered an opportunity to sell her.
2020 - 2021: "Satoshi".
The ship was sold in November 2020 to Marshall Islands company Ocean Builders Central Inc. It was planned that the ship will host a floating community of 2,020 people anchored in the Gulf of Panama 22 kilometers from the coast. Residents would purchase their cabins to have access to all of the ship's amenities. The commercial spaces would be operated by individual companies and in keeping with the crypto-spirit and technology incubator, all businesses would have to accept bitcoin for purchases on board. A 30-minute ferry ride by tender would connect the ship to Panama City. Ship operations would have been run by a spinoff company called Viva Vivas.
According to the owners and operators, due to the impossibility of securing insurance for the ship's proposed operation in Panama, she was intended to be sold in December 2020 to be scrapped at Alang, India, However, she stayed at Panama until March 2021, when the owner stated that she had been sold to Ambassador Cruise Line She arrived at Bar, Montenegro to be laid up on 27 March.
From 2021: "Ambience".
On 14th May 2021 it was announced that she has become the flag ship for new British Cruise Line, Ambassador Cruise Line based in Tilbury, UK. She is currently laid up in Bar, Montenegro
Incidents and accidents.
2001 grounding in Cairns.
While on a cruise from Sydney to destinations in Asia on 15 March 2001, "Regal Princess" experienced difficulties when entering the port of Cairns, due to high winds. While she made it safely to the harbour, it was decided to postpone her departure by eight hours, allowing the winds to subside and use more favourable tidal conditions. Despite these precautions "Regal Princess" was grounded while outbound from Cairns, but was able to free herself under her own power after just four minutes. The ship then returned to Cairns for preliminary inspections.
Due to sea conditions the hull of the ship could not be inspected by divers in Cairns, and the ship was allowed to sail to Darwin for a full inspection of the hull. In Darwin minor damage to the ship's bulbous bow was discovered, but this did not threaten her safety and "Regal Princess" was cleared to continue her cruise. A subsequent study to the causes of the accident concluded "Regal Princess" was too large to safely traverse the narrow channel leading into Cairns, and that "commercial incentives ... may have influenced the approval process to exceed the limits of a reasonable safety envelope."
2007 Huatulco mishap.
In February 2007 on the Panama Canal cruise (G705), following a brief scheduled stop at the pier in Huatulco harbor in Mexico, "Regal Princess" ran aground, making contact on her port side while backing out of the harbor due to high winds from the southeast, and listed at least five degrees to starboard. The ship freed itself and continued on to Acapulco at reduced speed and later was seen from the air severely listing to starboard, during inspection/repair in the harbor there. The subsequent scheduled cruise was cancelled due to the damage repair/inspection.
2009 Sydney swine flu outbreak.
On 25 May 2009, "Pacific Dawn" docked in Sydney Harbour. It was reported that 130 of approximately 2,000 passengers had flu-like symptoms and two five-year-old boys subsequently tested positive for swine flu. New South Wales Health authorities ordered all 2,000 passengers from the ship to stay at home, or in hotel rooms, for seven days as a form of self-imposed quarantine.
The cases of swine flu from "Pacific Dawn" were the first reported contagious cases of swine flu in Sydney.
On 26 May 2009, it was reported that 14 passengers from "Pacific Dawn" had tested positive for swine flu. At the time, as measured against the confirmed cases for nation states, "Pacific Dawn" carried the 14th largest number of confirmed cases. It ranked ahead of Mainland China, Hong Kong, Brazil and New Zealand.
2010 Gateway Bridge near miss.
On 10 April 2010 "Pacific Dawn" lost power on the Brisbane River on approach to the Gateway Bridge. The pilot and tugs brought the ship to a full stop within 70m of the newly built second structure and the disabled ship was towed back to Portside Wharf in Hamilton, Queensland, where an investigation later determined a failure was due to a blown fuse from a saltwater leak.
2018 death of Natasha Schofield.
On 12 April 2018, at 4pm Natasha Schofield, 47 at the time, fell 40 meters over the side of the ship. Her husband was with her at the time and was quick to raise the alarm. The ship left its set course and began a search, which lasted until 8am the following day. She had three children who were on the cruise but were not there to witness the event. The ship returned to Brisbane, Australia on 15 April 2018. By reviewing security footage, police determined that the event had been a suicide shown by Schofield's leap over the railing.


SS Oshkosh Victory

SS Oshkosh Victory was a United States Victory ship which entered service in the Pacific Ocean shortly after the end of World War II. The ship's US Maritime Commission designation was VC2-S-AP3, hull number 808 (V-808). The ship was built at the California Shipbuilding Yard (Calship) in Los Angeles, California and was delivered on September 10, 1945. SS "Oshkosh Victory" was the 808th of the new 10,500-ton class ships known as Victory ships. SS "Oshkosh Victory" was built in 96 days, under the Emergency Shipbuilding program.
Design.
Victory ships were designed to replace the earlier Liberty ships, intended solely for use in World War II. They were designed to last longer and serve the US Navy after the war. Victory ships were faster, longer, wider, and taller than Liberty ships, had a thinner stack set farther toward the superstructure, and had a long raised forecastle.
Commissioning.
The SS "Oshkosh Victory" was laid down during World War II on June 6, 1945, after Victory in Europe Day but before the end of the Pacific War. Calship's 458th ship, she was named for the city of Oshkosh, Wisconsin. On August 9, 1945, Mrs. Hubert M. Walker, widow of a California building contractor, gave the ship her champagne christening. Miss Elizabeth Chapman of Hollywood was in attendance to represent the city of Oshkosh. The SS "Oshkosh Victory" entered service on September 10, 1945.
With the surrender of Japan on 15 August 1945, she was not needed to support a planned invasion of the Japanese main island (see Operation Downfall).
Marshal Plan.
The SS "Oshkosh Victory" was operated by the Mississippi Shipping Company as a US Merchant Marine ship. She transported supplies to help war-torn nations in the Far East under the Marshall Plan. The "Oshkosh Victory's" home port was Los Angeles.
On March 2, 1946, the SS "Oshkosh Victory" was damaged after hitting a mine in the Yangtze River, in China. No crew members were injured.
In 1948, SS "Oshkosh Victory" was laid up in Suisun Bay and later transferred to James River at part of the National Defense Reserve Fleet.
Korean War.
SS "Oshkosh Victory" served in the US Merchant Marine during the Korean War. Merchant Marine ships carried about 90 percent of the cargo delivered to the war zone. Between November 18, 1950 and December 23, 1952, the SS "Oshkosh Victory" transported food, mail and other goods for the war. After the Korean War, she was returned to the National Defense Reserve Fleet.
Decommissioning and disposal.
In 1992, the SS "Oshkosh Victory" was scrapped at Alang, India.


SS Elwood Mead

The SS Elwood Mead was a Liberty ship built for service during World War II.
Namesake.
The ship was named for Elwood Mead, a professor, politician and engineer, known for heading the United States Bureau of Reclamation (USBR) from 1924 until his death in 1936. During his tenure, he oversaw some of the most complex projects the Bureau of Reclamation has undertaken. These included the Hoover, Grand Coulee and Owyhee dams. Lake Mead is named in his honor.
Construction.
The vessel was built by the Oregon Shipbuilding Corporation, Portland, Oregon. It was laid down on 18 December 1943, and launched a mere eighteen days later, on 5 January 1944.
Sponsor.
The sponsor of the ship was Mrs. Elwood Mead. Her flower girl was her granddaughter, Becky Kaiser, 7, daughter of Mr. and Mrs. Edgar T. Kaiser. Mrs. Frank A. Banks, Grand Coulee, Washington, was a matron of honor at the Oregon Shipbuilding Corporation's launching.
Service.
During the 1944 battle for the Philippines, "The "Elwood Mead" reported 83 general alarms in the 30-day period following her arrival at Leyte on November 19, but reported no other action."
Post-war.
In 1947, SS "Elwood Mead" was sold to Goulandris Bros, Piraeus, Greece, as part of the vast sale of shipping which constituted much of the Greek-flagged fleet in the post-war years. It was renamed SS "Ioannis P. Goulandris", taking the name of an 1897 freighter (operating under the name since 1910) that was lost 12 March 1942 after a collision.
Fate.
Retired from service in November 1968, she was scrapped that year at Itozaki, Japan.


Nunavik (ship)

Nunavik is an icebreaking bulk carrier owned and operated by the Canadian shipping company Fednav. She is used to transport copper and nickel from the Nunavik Nickel Project, making 7–8 round trips per year.
"Nunavik" is a sister ship to the 2006-built "Umiak I". In April 2018, Fednav ordered a third similar vessel, "Arvik I", which was delivered in April 2021.
Construction.
In October 2012, Fednav announced that it had signed a contract with Japan Marine United Corporation for the construction of a new ice-strengthened bulk carrier at the Tsu shipyard in Tsu, Japan. Previously, the company already operated two similar vessels with independent icebreaking capability: 1978-built "Arctic" and 2006-built "Umiak I".
The keel of the new vessel was launched at the Japanese shipyard on 19 July 2013 and she was launched only two months later on 29 September. Initially set for delivery in December 2013, the new vessel, "Nunavik", was completed on 30 January 2014. She is named after Nunavik, the area compromising the northern third of the province of Quebec, Canada.
Several commenters have noted that while it took only couple of years to build "Nunavik" in Japan, the design and construction of the new polar icebreaker, CCGS "John G. Diefenbaker", for the Canadian Coast Guard on a Canadian shipyard will eventually take more than a decade.
Operational career.
In 2014, "Nunavik" became the first cargo ship to make an unescorted voyage through the Northwest Passage. The vessel left Deception Bay, Canada, on 19 September and passed Point Barrow, Alaska, on 30 September. After clearing the Bering Strait, the vessel headed to Bayuquan, China, with a cargo of nickel ore. According to Fednav, the voyage reduced greenhouse gas emissions by 1,300 tonnes when compared to a similar voyage through the Panama Canal.
The Northwest Passage route is forty percent shorter than the Panama Canal route.
In 2017, Baffinland, the operators of a massive new open-pit iron-ore mine, in northern Baffin Island, planned to charter the "Nunavik" to carry supplies, through mid-winter ice, to its port in Milne Inlet. This mid-winter shipment would have included additional massive 200 tonne dump trucks, so they could be ready for the beginning of operations, in the spring. However, in February 2017, the Nunavut Impact Review Board declined to approve the shipment, due to the impact of the voyage on sea mammals Inuit people rely on for food, and because it would interfere with local people traveling across the ice.
In 2018, "Nunavik" was chartered by Ironbark Zinc for a test voyage to prove the shipping route feasible for its Citronen project in Northern Greenland.
Design.
"Nunavik" is long and has a beam of . Fully laden, she draws of water and has a deadweight tonnage of 27.997 tons. She is strengthened for navigation in ice according to the International Association of Classification Societies (IACS) Polar Class 4, which allows year-round operation in thick first-year ice which may include old ice inclusions. Furthermore, she fulfills the requirements for ice class ICE-15 by Det Norske Veritas.
A handysize bulk carrier designed to carry nickel concentrate, "Nunavik" has five holds with a combined grain capacity of 30,221 cubic metres. She is geared with three electro-hydraulic cranes, two with a lifting capacity of 30 tons and one capable of lifting 50 tons. On the return voyage, the vessel will transport equipment and fuel to the mine. "Nunavik" is also the first Canadian-owned vessel to be fitted with a ballast water treatment system.
The icebreaking bulk carrier is powered by a single seven-cylinder MAN 7S70ME-C low-speed two-stroke crosshead diesel engine which produces . In order to reduce the environmental impact, the main engine fulfills the International Maritime Organization (IMO) Tier II requirements for nitrogen oxide emissions. The main is coupled directly to a ducted controllable-pitch propeller manufactured by Rolls-Royce. At full power, "Nunavik" is able to maintain a continuous speed of in ice. In open water, she only needs about one third of the power to reach a service speed of . For onboard power generation, "Nunavik" has three MAN 6L23/30H diesel generating sets.


Japanese Type 6 submarine

The was the first class of submarines of the Imperial Japanese Navy built domestically in Japan. Consisting of two vessels, these submarines were highly modified versions of "Holland"-class vessels designed in the United States.
Background.
During the Russo-Japanese War, the Japanese government had purchased five modified "Holland"-class submarines from the Electric Boat Company's Fore River Shipyards in Quincy, Massachusetts. These vessels, known as the Type 1 class were delivered to Japan in knock-down form, and re-assembled at the Yokosuka Naval Arsenal.
However, simultaneously, the Japanese government had obtained copies of the blueprints for the "Holland"-class submarines, and had assigned Kawasaki Dockyards in Kobe the task of building similar vessels in Japan.
Construction and operational history.
Kawasaki built two boats (Hulls No. 6 and 7), with the help of two American engineers, Chase and Herbert, who had been assistants to John Philip Holland. The Kawasaki-built submarines displaced 63 or 95 tons when submerged, and measured 73 or 84 feet in overall length, respectively, and were thus longer and displaced less than the original five imported Holland-type submarines which had arrived that same year. However, they had almost double the engine power, which gave extra speed and reduced fuel consumption. On the other hand, both vessels could launch only one 18-inch torpedo, and each was manned by 14 sailors, whereas the imported "Holland"-type submarines could fire two torpedoes and could be operated by 13 sailors.
The "Kaigun Holland" #6 was launched at Kobe on 28 September 1905 and was completed six months later at Kure as the first submarine built in Japan. It sank during a training dive in Hiroshima Bay on 15 April 1910. Although the water was only 58 feet deep, there were no provisions for the crew to escape while submerged. The commanding officer, Lieutenant Tsutomu Sakuma, patiently wrote a description of his sailor's efforts to bring the boat back to the surface as their oxygen supply ran out. All of the sailors were later found dead at their duty stations when this submarine was raised the following day. The sailors were regarded as heroes for their calm performance of their duties until death, and the submarine was preserved as a memorial in Kure Until it was dismantled by order of the SCAP in late 1945.


SS Benjamin N. Cardozo


SS Edisto


Sultan Makhmud-class ship of the line

The "Sultan Makhmud" class was a group of eight 84-gun ships of the line built for the Black Sea Fleet of the Imperial Russian Navy. The class comprised , , , , , , , and . They were built as part of a naval expansion program directed against the British and French, which Russia viewed as competitors to fill the power vacuum left by the continued decline of the Ottoman Empire. The ships represented an improvement over the traditional seventy-four, as improved building techniques allowed naval designers to build larger, more heavily armed vessels without sacrificing the hull strength that had made the seventy-fours such effective warships.
The ships of the class had relatively uneventful careers; the first two vessels took part in campaigns in the Caucasus in the late 1830s and early 1840s to suppress rebels, and all of the ships saw active service patrolling the Black Sea in the 1840s. "Sultan Makhmud" and "Trekh Ierarkhov" were in poor condition by 1850 and the former was accordingly converted into a hulk while a steam-power conversion for the latter ultimately came to nothing. The other ships remained in service after the start of the Crimean War in October 1853, but none saw action at the Battle of Sinop that triggered British and French intervention and ultimately led to all of the ships' destruction during the Siege of Sevastopol in 1854 and 1855. Most of the vessels were scuttled as block ships, but "Iagudiil" remained in service until the Russian collapse, when she was destroyed by retreating Russian forces.
Design.
The Ottoman Empire had grown increasingly weak by the 1820s, particularly after a combined French, British, and Russian fleet annihilated an Ottoman fleet at the Battle of Navarino in 1827. The power vacuum increased tension with Britain and France over influence in the region, prompting Russian fears of a conflict with the other two Great Powers. At the time, the British and French navies began to move away from the traditional seventy-four as improved building techniques allowed them to design larger two-decked ships of the line armed with 84 guns while retaining the hull strength of the 74-gun ships. And at the same time, the navy of the Eyalet of Egypt also began to build a powerful fleet. To prepare itself for an anticipated future conflict involving the British, French, Egyptians, or Ottomans, Russia began a construction program in the 1830s to strengthen the Black Sea Fleet that included nine 84-gun ships; unlike the shallower Baltic Sea, ships built for the Black Sea could make use of the deeper draft needed for the larger eighty-fours. Following the three ships, the Russian Navy embarked on a larger program, resulting in the eight "Sultan Makhmud"-class ships.
Characteristics.
The ships of the "Sultan Makhmud" class varied slightly in dimensions; they were to long, with a beam of to and a draft of to . They displaced and measured 2,500 tons burthen. The ships were built with a round stern to increase its strength.
The ships carried an armament that varied between members of the class and changed over time. "Sultan Makhmud" was armed with a battery of twenty-eight 36-pounder long guns on the lower gun deck and another thirty-two 36-pound short-barreled guns on the upper gun deck. Most of the other members of the class carried an identical battery in their lower and upper decks, though with just twenty-six guns in their lower deck, with the exception of "Sviatoslav", which four 68-pound Paixhans guns in addition to twenty-eight of the 36-pounder guns.
The ships carried a wider range of lighter guns—primarily gunnades and carronades—in their forecastles and quarterdecks. "Sultan Makhmud" mounted six 18-pound guns and sixteen 36-pound carronades, while "Trekh Ierarkhov" received four additional 36-pound carronades. "Arkhangel Gavriil" instead carried six 18-pound guns, fourteen 36-pound carronades, one 24-pound carronade, two 12-pound carronades, and two 8-pound carronades. "Selafail" and "Uriil" mounted an almost identical light battery of six 18-pound gunnades, ten 36-pound carronades, two 24-pound carronades, two 12-pound carronades, and two 8-pound carronades, though "Uriil" received one less 12-pounder. "Varna", "Iagudiil", and "Sviatoslav" were also similarly armed, with twenty 24-pound gunnades, two 24-pound carronades, six 18-pound carronades (seven for "Iagudiil" and eight for "Sviatoslav"), two 12-pound carronades, and two 8-pound carronades.
Service history.
All eight ships of the class served with the Black Sea Fleet on entering service. "Sultan Makhmud", "Trekh Ierarkhov", and "Arkhangel Gavriil" took part in campaigns to suppress civil unrest Caucasus region in the eastern Black Sea, primarily as troop transports. "Sultan Makhmud" was involved in a bombardment of Sochi in 1839. In the early 1840s, the ships that had entered service patrolled the Black Sea and transported elements of the Imperial Russian Army to and from Sevastopol and Odessa. All eight ships were laid up in 1846 and were reactivated periodically through the early 1850s. In poor condition, "Sultan Makhmud" was hulked in 1850 and "Trekh Ierarkhov" was considered for rebuilding into a steam-powered ship of the line, but the plan was abandoned due to its cost.
In October 1853, the Crimean War broke out between Russia and the Ottoman Empire, and in the early stages of the conflict the ships still in active service were used to carry Russian soldiers to the Caucasus. Several of the vessels were to have joined Pavel Nakhimov's squadron that saw action at the Battle of Sinop in November, but storm damage to the vessels forced them to return to port for repairs. Despite none of the members of the class having taken part in the battle, the action nevertheless led to all of their ultimate demise, as pro-war parties in Britain and France used the attack on Sinop as justification to intervene on behalf of the Ottomans. A powerful Anglo-French fleet entered the Black Sea, and the Russians, who wished to avoid directly attacking British and French forces in favor of a negotiated settlement, withdrew the Black Sea Fleet to Sevastopol.
During the ensuing Siege of Sevastopol, "Sultan Makhmud" and "Trekh Ierarkhov" were both broken up in 1854, as the lack of funds due to the war prevented their repair. Many of the ships' crews were sent ashore to assist with the city's defense, and "Sviatoslav" was converted into a hospital ship. The surviving members of the class were ultimately either scuttled there as blockships in 1854 to prevent the British and French from entering the harbor, as was the case with "Selafail", "Uriil", "Arkhangel Gavriil", "Varna", and "Sviatoslav", or destroyed in the wake of the Russian collapse after the Battle of Malakoff to prevent her capture, as with "Iagudiil".


SS Dwight W. Morrow

SS "Dwight W. Morrow" was a Liberty ship built in the United States during World War II. She was named after Dwight W. Morrow, an American businessman, diplomat, and politician. Morrow was a partner in J.P. Morgan & Co., served as United States Ambassador to Mexico from 1927-1930, and was a US Senator from New Jersey from 1930-1931.
Construction.
"Dwight W. Morrow" was laid down on 5 July 1943, under a Maritime Commission (MARCOM) contract, MC hull 1206, by the St. Johns River Shipbuilding Company, Jacksonville, Florida; she was sponsored by Elizabeth Cutter Morrow, the widow of the namesake, she was launched on 21 September 1943.
History.
She was allocated to Sprague Steamship Co., on 5 October 1943. On 13 October 1945, she was laid up in the National Defense Reserve Fleet, Mobile, Alabama, with an estimated $37,500 in damage. She was laid up in the, National Defense Reserve Fleet, Wilmington, North Carolina, 28 August 1948. She was sold for scrapping, on 4 April 1968, to Union Minerals and Alloys. She was listed as removed from the fleet on 16 May 1968. A telegram dated 27 February 1970, declares that she wasn't removed until this date, and sold to Horton Industries, Inc. The telegram goes on to say that with the removal of "Dwight W. Morrow", the last ship remaining at Wilmington, the service of the Wilmington Reserve Fleet was complete after twenty-three and a half years.
Bibliography.


Courageux-class ship of the line

The Courageux"-class ships of the line were a class of six 74-gun third rates of the Royal Navy. Their design was a direct copy of the French ship , captured in 1761 by . This class of ship is sometimes referred to as the Leviathan" class. A further two ships of the class were built to a slightly lengthened version of the "Courageux" draught. A final two ships were ordered to a third modification of the draught.


MS Moses Pike


Type D escort ship

The were a class of escort ships in the service of the Imperial Japanese Navy during World War II. The Japanese called them "Type D" coast defence ships, and they were the sixth class of "Kaibōkan" ("Kai" = sea, ocean, "Bo" = defence, "Kan" = ship), a name used to denote a multi-purpose vessel. 143 ships were ordered under the 1943-44 Programme, and a further 57 units were planned (but never ordered) under the 1944-45 Programme, for an overal total of 200 ships. However only 67 were completed, with the remainder being cancelled.
Background.
The Type D, like the and es, were dedicated to the anti-aircraft (AA) and anti-submarine role.
On 22 April 1943, the Navy General Staff decided a mass production of escort ships, because of the urgent need to protect the convoys which were under constant attack. The plan was to build a basic escort ship of around 800 tons, with a simple design for easy construction.
The first designs, for "Type A" and "Type B" "Mikura" class, still needed too many man-hours for building, so in June 1943, the Navy General Staff planned for a simplified design. The result was the "Ukuru" class, and a scaled-down model of the "Mikura" class, which became the "Type C" (with diesel engines driving twin screws) and "Type D" (with turbine engines driving a single screw) escort classes.
Design.
Because of Japan's deteriorating war situation, the Type D version was a further simplification of the "Ukuru" design and were built to the same design as the Type C escort ship. However, due to a shortage of diesel engines to power both groups of vessels, the Type D were powered by turbine engines. This gave a slight increase in speed, from to , but a reduction in range and endurance, at instead of . The Type D was the only "Kaibōkan" type to use turbines.
They were smaller by 200 tons than the "Ukuru"s and engines that propelled them were also smaller, at versus for the "Ukuru"s. Because of the decrease in engine power, the speed fell from to . The number of guns went from three to two. The number of depth charges aboard was the same, 120, but the number of depth charge throwers was decreased from 18 to 12 and the depth charge chutes were decreased from two to one.
Due to the simplifications of the design, a significant saving was made in construction time. The Type D escorts required approximately 20,000 man-hours each, compared to the 35,000 man-hours of the "Ukuru"s and the 57,000 man-hours of the "Mikura"s.
Construction.
The design work for the Type D ships started in March 1943, at the same time as for the "Ukuru" class. They were built concurrently with the "Ukuru" class and Type C vessels. The Type D were given even number designations while the Type C were given odd numbers. The Type D were constructed using prefabricated sections that enabled them to be built in as little as three to four months. The lead ship, "No.2" (CD-2) was constructed at Yokosuka Naval Arsenal, laid down on 5 October 1943, launched on 30 December 1943, and completed on 28 February 1944. "CD-198" was the fastest build, being constructed in only 71 days; she was laid down on 31 December 1944, and completed on 11 March 1945. "CD-204" was the last of the class being laid down on 27 February 1945 at the Nagasaki shipyard of Mitsubishi Heavy Industries, launched on 14 April 1945, and completed on 14 April 1945.
Service.
Most of the Type D escorts were assigned to the Escort Fleet. However, they were not able to stop the American submarine offensive. One drawback was they did not have an effective fire-control system. They were equipped only with one height rangefinder for the AA guns and were powerless against an air attack. Despite being simple to construct they proved themselves very durable for their size. Of the 22 instances of torpedoes striking them, they survived 9 times, with "CD-30" being struck and surviving on two separate occasions. Of the seven occasions when they struck mines, only one sank. During the war 68 ships were finished out of the 200 planned; 25 were sunk during the war.
Ships in class.
Under the Wartime Naval Armaments Supplement Programme, it was proposed to build 300 Type C and 200 Type D escorts. These were assigned the Programme numbers #2401-#2700 for the Type C vessels, with #2701-#2900 for the Type D vessels. In view of the vast number intended, no names were allocated, but only numbers; odd numbers from "No.1" upwards were assigned to Type C escorts, while even numbers from "No.2" upwards were assigned to Type D escorts.
The first 143 of the Type D escorts were authorised under the 1943 Fiscal Year, but just 66 were completed and the others cancelled. The remaining 57 Type D vessels were intended to be built under the 1944 Fiscal Year, but no contracts were ever issued.


Orwell Lady

The Orwell Lady (originally New Mary Louise.) is a purpose built river cruiser (built 1979) currently operating 13 miles of the river Orwell and sails from Ipswich, England. The Orwell lady is 57 ft (17.13m) long and 14 ft (4.26m) in the beam, weighs 42 tonnes, and carries 118 passengers plus crew. The Orwell Lady sails from Ipswich dock and sails to the end of the Orwell at the Port of Felixstowe allowing for views of Shotley harbour and the historic town of Harwich. The boat has a fully functioning bar and panoramic views which has helped secure the boat as a popular tourist attraction in Ipswich. In recent years the boat has become one of the most popular river cruises in East Anglia.
History.
The boat was built in Twickenham in 1979 and operated on the River Thames from Westminster Pier with the name "New Mary Louise." The New Mary Louise was part of the Brownsea Islands Ferries based in Poole, Dorset from 1993. In 1999 her engine was rebuilt and the boat is refurbished annually. In 2001 the New Mary Louise was purchased by Orwell River Cruises Limited and renamed the "Orwell Lady" as a result of the owner retiring from Brownsea Islands Ferries and is licensed by the Maritime and Coastguard Agency (MCA).


MV Vikartindur

MV "Vikartindur" was a German registered 8,633 ton container ship that became stranded on a beach on the south coast of Iceland on March 5, 1997, while en route from Tórshavn, the capital of the Faroe Islands, to Reykjavík.
She suffered engine failure at 1200 in stormy conditions and, although able to restart her main engine, she was not able to generate enough power to prevent the gale force winds from blowing her towards shore. Her anchor took hold 1.7 miles off the coast but its chain broke at 1900 and attempts by the ICGV Ægir of the Icelandic Coast Guard to attach a towing line were unsuccessful in the heavy seas. The "Vikartindur" ran aground at 2100 at 63 degrees 43.9 minutes north, 20 degrees 52.4 minutes west at 2100 and the crew of 19 were rescued by a helicopter TF-LÍF of the Icelandic Coast Guard. Once stranded the ship lay at an angle of 40 degrees and soon broke her back, precluding any attempt to refloat her. The ship was carrying 2,900 tons of cargo in containers.
The "Vikartindur" was broken up in situ on the beach using her own cranes. The work was completed in August 1997, six months after she was wrecked. She had been built in Stettin in Poland for Peter Dohle Schiffahrts-KG of Germany in 1996, the year before she was lost, and was chartered to the transportation company Eimskip, Reykjavík.


JDS Fushimi

JDS "Fushimi" (ASR-402) was a submarine rescue ship of Japan Maritime Self-Defense Force.
Development and design.
The Maritime Self-Defense Force built JDS Chihaya in the 1959 and started the operation of the submarine rescue ship. At that time, the Maritime Self-Defense Force's submarines were centrally deployed at the Kure base, and the ship also supported the submarine unit with Kure as its home port. However, after that, as the number of submarine units increased, a submarine base was also set up at Yokosuka base, so this ship was built as a second submarine rescue ship to be deployed here.
This ship is basically an advanced version of JDS Chihaya, but it was said that some parts have been forced to down due to lack of budget. Similar to JDS Chihaya, the design method is a commercial ship structure because of the need for cost reduction, and the ship type is an obstruction deck type with a two-layer deck, but there are two chimneys. It was also equipped with an anti-sway tank (ART) to facilitate offshore work.
As the main engine, Kawasaki Shipyard MAN V6 V22 / 30ATL diesel engine, which is a V-type 6-cylinder engine linked to the lineage of the VV22 / 30 series that was common in auxiliary ships of this period, propels one propeller axis. The same goes for the propeller being a variable-pitch propeller.
Construction and career.
"Fushimi" was laid down on 5 November 1968 at Sumitomo Heavy Industries, Tokyo and launched on 10 September 1969. The vessel was commissioned on 10 February 1970.
On 16 October 1973, the 2nd Submarine Group was newly formed under the Self-Defense Fleet and was incorporated as a ship under direct control.
On 27 March 1985, JDS Chihaya belonging to the 1st Submarine Group was changed to a special service ship, so it was reorganized into the same group and the homeport was also transferred to Kure.
On 24 March 2000, she was decommissioned due to the commissioning of JS Chihaya.


SS August Belmont

SS "August Belmont" was a Liberty ship built in the United States during World War II. She was named after August Belmont, a German-American politician, financier, foreign diplomat, and party chairman of the Democratic National Committee during the 1860s. Belmont was an U.S. Ambassador to the Netherlands and U.S. Consul-General to the Austrian Empire and later a horse-breeder and racehorse owner. He was the founder and namesake of the Belmont Stakes.
Construction.
"August Belmont" was laid down on 1 March 1944, under a Maritime Commission (MARCOM) contract, MC hull 2474, by the St. Johns River Shipbuilding Company, Jacksonville, Florida; she was sponsored by Mrs. W.H. Slappey, the sister of Max and Kenneth Merrill, the president and vice president of St. John's River SB, and was launched on 20 April 1944.
History.
She was allocated to the South Atlantic Steamship Lines, Inc., on 30 April 1944. On 30 May 1948, she was laid up in the National Defense Reserve Fleet, Wilmington, North Carolina. On 20 February 1958, she was laid up in the James River Reserve Fleet, Lee Hall, Virginia. She was sold for scrapping, 24 July 1970, to I.C.E. Chemicals, Inc., for $113,099. She was removed from the fleet on 19 August 1970.
Bibliography.


Repulse-class ship of the line

The "Repulse"-class ships of the line were a class of eleven 74-gun third rates, designed for the Royal Navy by Sir William Rule. The first three ships to this design were ordered in 1800, with a second batch of five following in 1805. The final three ships of the class were ordered towards the end of the Napoleonic War to a modified version of Rule's draught, using the new constructional system created by Sir Robert Seppings; all three were completed after the war's end.


SS Montanan

SS "Montanan was a cargo ship built in 1912 for the American-Hawaiian Steamship Company. During World War I service for the United States Army Transport Service, she was known as USAT "Montanan. "Montanan" was built by the Maryland Steel Company as one of eight sister ships for the American-Hawaiian Steamship Company, and was employed in inter-coastal service via the Isthmus of Tehuantepec and the Panama Canal after it opened.
In World War I, USAT "Montanan" carried cargo and animals to France, and was in the first American convoy to sail to France after the United States entered the war in April 1917. USAT "Montanan" was torpedoed and sunk by west of Le Verdon-sur-Mer, France, while it took part in another eastbound convoy in August 1918, Of the 86 men aboard the ship, 81 were rescued by a convoy escort; five men died in the attack.
Design and construction.
In September 1911, the American-Hawaiian Steamship Company placed an order with the Maryland Steel Company of Sparrows Point, Maryland, for four new cargo ships—, , "Montanan", and . The contract cost of the ships was set at the construction cost plus an 8% profit for Maryland Steel, but with a maximum cost of $640,000 per ship. The construction was financed by Maryland Steel with a credit plan that called for a 5% down payment in cash, with nine monthly installments for the balance. The deal had provisions that allowed some of the nine installments to be converted into longer-term notes or mortgages. The final cost of "Montanan", including financing costs, was $73.62 per deadweight ton, which came out to just over $692,000.
"Montanan" (Maryland Steel yard no. 126) was the second ship built under the original contract. She was launched on 25 January 1913, and delivered to American-Hawaiian in April. "Montanan" was , and was in length and abeam. She had a deadweight tonnage of , and her cargo holds, which had a storage capacity of , were outfitted with a complete refrigeration plant so that she could carry perishable products from the West Coast—such as fresh produce from Southern California farms—to the East Coast. "Montanan" had a single steam engine powered by oil-fired boilers which drove a single screw propeller at a speed of .
Early career.
When "Montanan" began sailing for American-Hawaiian, the company shipped cargo from East Coast ports via the Tehuantepec Route to West Coast ports and Hawaii, and vice versa. Shipments on the Tehuantepec Route arrived at Mexican ports—Salina Cruz, Oaxaca, for eastbound cargo, and Coatzacoalcos, Veracruz, for westbound cargo—and traversed the Isthmus of Tehuantepec on the Tehuantepec National Railway. Eastbound shipments were primarily sugar and pineapple from Hawaii, while westbound cargoes were more general in nature. "Montanan" sailed in this service on the east side of North America.
While headed from New York to Coatzacoalcos in October 1913, "Montanan" ran aground on Mantanilla Reef, north of The Bahamas. Answering "Montanan"s distress calls, the Standard Oil Company tanker "Rayo" assisted in freeing "Montanan" from the reef. Although she was leaking slightly, "Montanan" continued on to her destination, and put in for repairs after a return trip to New York.
Following the United States occupation of Veracruz on 21 April 1914 (which took place while six American-Hawaiian ships were being held in various Mexican ports), the Huerta-led Mexican government closed the Tehuantepec National Railway to American shipping. This loss of access, coupled with the fact that the Panama Canal was not yet open, caused American-Hawaii to return to its historic route of sailing around South America via the Straits of Magellan in late April. With the opening of the Panama Canal on 15 August, American-Hawaiian ships switched to the canal route.
On 2 December, "The Washington Post" reported an incident involving "Montanan". While headed down the Pacific coast of Mexico with a cargo of dried fruits and canned goods, "Montanan" was approached by a Japanese warship, which fired a warning shot for "Montanan" to stop. After doing so, a boarding party with Japanese officers in a launch headed to "Montanan". When the American identity of "Montanan" was established to the satisfaction of the Japanese, they returned to their ship without boarding "Montanan". The news report did not identify the type or the name of the Japanese warship, which had been searching for a German vessel thought to be operating in the area.
On "Montanan"s next trip, the ship collided with a wharf in Los Angeles Harbor. "Montanan" had arrived in Los Angeles from Puget Sound on 22 January 1915 to complete her load before sailing for New York and Boston. The almost fully loaded ship was slow to respond to the helm and ended up "ploughing through" of Municipal Pier A on Mormon Island channel before coming to a stop at a stone bulkhead. One hull plate on "Montanan" was dented, but the ship was otherwise undamaged. "Montanan"s captain, who had a local license, did not take on a harbor pilot and American-Hawaiian was liable for the damage, estimated by the harbor engineer to be $2,500.
Contemporary news reports offer hints at cargoes that "Montanan" carried during this period. In April 1915, the "Los Angeles Times" reported on the sailing of "Montanan" with a full cargo. The majority of the cargo was rice—from Japan, China, and California—which was destined for the United Kingdom to feed Indian troops fighting in Europe. In June, "The Wall Street Journal" reported that "Montanan" and (of the Grace Line) had sailed from Tacoma, Washington, with 2,500 tons of copper between them.
In October 1915, landslides closed the Panama Canal and all American-Hawaiian ships, including "Montanan", returned to the Straits of Magellan route again. "Montanan"s exact movements from this time through early 1917 are unclear. She may have been in the half of the American-Hawaiian fleet that was chartered for transatlantic service, or she may have been in the group of American-Hawaiian ships chartered for service to South America, delivering coal, gasoline, and steel in exchange for coffee, nitrates, cocoa, rubber, and manganese ore.
U.S. Army service.
After the United States declared war on Germany in April 1917, the United States Army—needing transports to get its men and materiel to France—had a select committee of shipping executives pore over registries of American shipping. The committee selected "Montanan", her sister ship "Dakotan", and 12 other American-flagged ships that were sufficiently fast, could carry enough fuel in their bunkers for transatlantic crossings, and, most importantly, were in port or not far at sea. After "Montanan" discharged her last load of cargo, she was officially handed over to the Army on 29 May.
Before troop transportation began, all of the ships were hastily refitted. Of the fourteen ships, four, including "Montanan" and "Dakotan", were designated to carry animals and other cargo; the other ten were designated to carry troops. Ramps and stalls were built on the four ships chosen to carry livestock. Gun platforms were installed on each ship before docking at the Brooklyn Navy Yard, where the guns were put in place. All the ships were manned by merchant officers and crews but carried two U.S. Navy officers, Navy gun crews, quartermasters, signalmen, and wireless operators. The senior Navy officer on board would take control if a ship came under attack.
The American convoy carrying the first units of the American Expeditionary Force was separated into four groups; "Montanan" was in the fourth group with her sister ship "Dakotan", Army transports and , and escorts consisting of cruiser , U.S. Navy transport , and destroyers , , and . "Montanan" departed with her group on the morning of 17 June for Brest, France, steaming at an pace. A thwarted submarine attack on the first convoy group, and reports of heavy submarine activity off of Brest, resulted in a change in the convoy's destination to Saint-Nazaire where the convoy arrived 2 July.
"Montanan" departed Saint-Nazaire on 14 July in the company of her convoy mates "El Occidente", "Dakotan", and "Edward Luckenbach". Joining the return trip were Army transport , Navy armed collier , Navy oiler , and cruiser , the flagship of Rear Admiral Albert Gleaves, the head of the Navy's Cruiser and Transport Force.
Sources do not reveal "Montanan"s movements over the next months, but on 1 August 1918, "Montanan" sailed in Convoy HB-8 with U.S. Navy cargo ships , , and 13 others for France. Escorted by armed yacht , destroyers and , and French cruiser , the convoy was west of its destination of Le Verdon-sur-Mer by the end of the day on 15 August. At sundown, shortly before 18:00, German submarine launched three torpedoes at "Montanan". The first two, spotted by lookouts aboard "Montanan", missed, but a third, unseen torpedo struck "Montanan" amidships on her port side, opening a large hole. "Montanan" began to settle and was abandoned quickly. Two of "Montanan"s Naval Armed Guardsmen drowned when their lifeboat capsized in the heavy seas; three of her civilian crewmen also died in the attack. "Montanan"s 81 survivors were rescued by convoy escort "Noma".
Shortly after "Montanan" was attacked, "West Bridge", which had previously developed engine trouble and was drifting, was torpedoed by and abandoned. By the morning of 16 August both "Montanan" and "West Bridge", with decks awash, were still afloat some apart. "Montanan"s captain and several officers reboarded the ship the next morning for an attempt to get her under tow, but despite their efforts, the ship sank later that morning.


USS Aegir

USS "Aegir" (AS-23) was the lead ship of the in the United States Navy during World War II.
Construction.
"Aegir" was laid down on 31 March 1943 under a Maritime Commission contract, MC hull 856, by the Ingalls Shipbuilding Company in Pascagoula, Mississippi and launched on 15 September 1943, sponsored by Mrs. James A. Sweeney. The ship was acquired by the Navy and placed in temporary commission on 20 November 1943 for passage to her conversion yard where she was turned over to the Todd Shipyards Corporation, Brooklyn, New York, for conversion to a submarine tender on 3 December 1943. "Aegir" was placed in full commission at the Brooklyn Navy Yard on 8 September 1944 with Commander Albert L. Prosser in command.
Service history.
In early October, "Aegir" reported to New London, Connecticut for shakedown. On 23 October, the tender got underway for Pearl Harbor via the Panama Canal and San Diego. She reached Hawaii on 18 November and was assigned to Submarine Squadron 24 (SubRon 24). "Aegir" traveled to Midway later that month. She remained stationed at that island until 1 September 1945. During this period, "Aegir" furnished refitting and tender services to the submarines of SubRon 24.
"Aegir" returned to the west coast of the United States on 11 September and was moored at the Mare Island Naval Shipyard. There, she furnished services to submarines awaiting decommissioning. "Aegir" was placed out of commission, in reserve, at Mare Island on 18 October 1946. Then in 1960 used as a maintenance ship at San Diego PacResFlt and then returned to Mare Island Naval Shipyard and remained there until her name was struck from the Navy list on 1 June 1971. The ship was sold on 16 May 1972 to National Metal and Steel at Terminal Island, California, and scrapped.
Bibliography.
Online resources*
External links.


Sovereign-class cruise ship

The "Sovereign" class is Royal Caribbean Cruises Ltd's third generation of cruise ship, currently operated by Royal Caribbean International
The three ships of the class were built in Saint-Nazaire, France at the Chantiers de l'Atlantique shipyards. The first modern "megaships" to be built, they also were the first series of cruise ships to include a multi-story atrium with glass elevators, which the ship's designer, Njål Eide, referred to as the "Centrum". They also had a single deck devoted entirely to cabins with private balconies instead of oceanview cabins. The first ship, "Sovereign of the Seas" launched in 1988, was the world's largest passenger ship in service, breaking the record held by (originally designed as an ocean liner). "Sovereign" held this distinction until 1990 when "Norway" succeeded her after being refurbished with the addition of two more decks. In 1991, Royal Caribbean International launched a slightly modified sister ship, "Monarch of the Seas". In 1992, the line launched its third and final sister ship, "Majesty of the Seas". These ships were among the largest modern cruise ships to sail during the late 1980s and early 1990s.
During that time, other major cruise lines also followed suit, building ships that included many of the same features and similar dimensions as the "Sovereign" class. Carnival Cruise Lines launched the in 1990, comparable in size to the "Sovereign" class and also featuring a multi-story atrium with glass elevators. Princess Cruises also countered by launching two ships in 1990 and 1991 to compete with the "Sovereign" class, "Crown Princess" and "Regal Princess". They also featured an atrium and two decks devoted to cabins with private balconies instead of windowed "oceanview" cabins. Since then, newer and larger ships have exceeded the size of the "Sovereign"-class ships. They are less than half the size of the ships and about a third the size of ships.
In 2007, "Monarch of the Seas" became the first major cruise liner in the world to be captained by a woman, the Swede Karin Stahre Janson, who remained the only one until 2010 when the British captain Sarah Breton took charge of of P&O Cruises.
Royal Caribbean Cruises Ltd transferred "Sovereign of the Seas" and "Monarch of the Seas" from Royal Caribbean International to their Pullmantur Cruises subsidiary in 2008 and 2013, respectively. Plans to transfer "Majesty of the Seas" to Pullmantur in 2016 had been announced in November 2014. However in July 2015, Royal Caribbean reversed those plans, instead stating that "Majesty of the Seas" would stay with Royal Caribbean International and be receiving a massive overhaul and upgrade in early 2016 to bring her up to today's standards.
As of July 2020, the first two ships, "Sovereign" and "Monarch", have been sold for scrap, due to the bankruptcy of Pullmantur Cruises.


Bay City Walking Dredge

The Bay City Walking Dredge is a historic structure in Collier County, Florida. It was built in 1924 and declared a National Historic Mechanical Engineering Landmark in 1994. It was added to the National Register of Historic Places on May 29, 2013. It is located at 20200 E. Tamiami Trail in the vicinity of Naples, Florida at Collier-Seminole State Park. The dredge was used to construct part of the Tamiami Trail.


Gudrun Maersk-class container ship

The "Gudrun Maersk" class is a series of 6 container ships built for Maersk Line. The ships were built by Odense Steel Shipyard in Denmark and have a maximum theoretical capacity of around 11,078 twenty-foot equivalent units (TEU).


SS West Mingo

West Mingo was a Design 1013 cargo ship built in 1919 by the Los Angeles Shipbuilding & Dry Dock Co of Los Angeles. She was one of many ships built by the company for the United States Shipping Board.
Design and Construction.
The "West" ships were cargo ships of similar size and design built by several shipyards on the West Coast of the United States for the United States Shipping Board (USSB) for emergency use during World War I. Most were given names that began with the word West. The ship was laid down at Los Angeles Shipbuilding & Dry Dock Co shipyard (yard number 17, USSB hull number 771), and launched on 16 February 1919 with approximately 500 people watching. Mrs. Stoddard Jess, wife of the president of the First National Bank christened the vessel. As built, the ship was long (between perpendiculars) and abeam, a mean draft of . "West Mingo" was assessed at 5,940 GRT, and 8,377 DWT. The vessel had a steel hull, and a single 422 nhp triple-expansion steam engine that drove a single screw propeller, and moved the ship at up to .
Operational history.
"West Mingo" was launched on February 16, 1919 and delivered to the United States Shipping Board on November 30, 1919. Upon delivery, the vessel was first allocated to Los Angeles Pacific Navigation Company in December 1919. She loaded cargo and departed Los Angeles harbor with a cargo of cotton and other south California products on December 16, 1919 for the Orient. However, she sustained problems with her boilers and engine soon after leaving and had to stop in San Francisco for repairs to her hull, boilers and engines., eventually leaving San Francisco on January 6, 1920. On her voyage she touched at Kobe, Yokohama, Shanghai, Manila and Honolulu before returning to San Francisco on May 10, 1920. She brought back 610 tons of peanut oil from Manila, and 82,000 bags of sugar from Hawaii among other cargo.
During this time "West Mingo" was re-allocated to Pacific Mail Steamship Company who immediately put her on the round-the world voyage. On June 12, 1920 she left San Francisco for Manila via Japan, and arrived in Honolulu with a broken propeller stub on June 22, 1920. The repairs were done very quickly, and the ship was on her way next day. "West Mingo" reached Japan in July, was berthed in Singapore in September. From there she proceeded to Marseilles, arriving there on December 21, 1920, then to Barcelona, Valencia, and then went on to the US East coast. On February 24, 1921 "West Mingo" touched at Baltimore, two days later in Norfolk from where she proceeded to the Panama Canal and onto San Francisco.
However, by early 1921 it became clear that with the tariffs imposed by the Shipping Board, it was impossible for American merchants to compete with the foreign companies. In early April 1921 several ships including "West Mingo" were returned to the USSB. The vessel was towed and laid up in Benicia where she would stay for the next few years.
In November 1926 "West Mingo" was sold by the USSB to California & Eastern Steamship Company for $50,000.00. Since the ship was laid up for five years, it required significant repairs which were performed in January 1927 for approximately $70,000.00 at The Moore Dry Dock Company. On September 28, 1927, she loaded 250 tonnes worth of airplanes for the US Army units based in the Hawaiian Islands. In January 1929 California & Eastern Steamship Company dissolved and its assets were acquired by the Quaker Line a subsidiary of the Pacific-Atlantic Steamship Company. In September 1929 it was announced that several ships belonging to the Quaker Line were renamed, and "West Mingo" became "San Clemente".
Quaker Line reassigned "San Clemente" to the States Steamship Line to manage the West coast-East coast route. For the next 10 years, "San Clemente" was bringing general cargo from New York City and other East coast ports to Tacoma and other ports on the West coast. On her return trip, she was carrying mostly lumber from Portland to Philadelphia.
In 1942 "San Clemente" was sold to the US Maritime Commission. On December 16, 1942 "San Clemente" was transferred under Lend Lease agreement to the USSR, and subsequently was renamed "Tobol". In Soviet service she was moving supplies and military equipment from the West coast of the US to Vladivostok. In 1945 she carried several Soviet naval crews to be trained at Cold Bay on the US YMC-class minesweepers which were being transferred to the Soviet Navy under Lend Lease agreement.
On June 29, 1947, while assisting a Philippine-flagged cargo ship "Dona Trinidad" who ran aground on Nijo-Gan rock between Hokkaido and Sakhalin in the La Pérouse Strait, she got holed by the rocks and abandoned. Attempts to refloat her failed, and on July 15, 1947 she broke in two and sank.


USS Alcyone (AKA-7)

USS "Alcyone" (AKA-7) was an named after Alcyone, the brightest star in the star cluster Pleiades. She served as a commissioned ship for five years and one month.
The ship was laid down as "Mormacgull" under a Maritime Commission contract (MC hull 30) on 12 January 1939 at Chester, Pennsylvania, by the Sun Shipbuilding & Drydock Co., Hull 179; launched on 28 August 1939; sponsored by Miss Barbara Ann Moore; delivered 13 October 1939 to owner/operator Moore-McCormack Lines, Inc.; purchased by the Navy on 31 May 1941; renamed "Alcyone" and designated AK-24 on 3 June 1941; converted for naval service by the Boston Navy Yard; and placed in commission on 15 June 1941, Comdr. Daniel M. McGurl in command.
Service history.
1941.
The cargo ship then reported for duty to Commander, Train, Atlantic Fleet. Following shakedown training, she departed New York City on 4 September and shaped a course for Iceland. The vessel arrived at Reykjavík on the 16th and began disembarking passengers and discharging cargo. Upon the completion of this task, she left Icelandic waters on 5 October, sailed southwest-ward across the Atlantic, and arrived at Charleston, South Carolina, on the 13th. After one month of voyage repairs, the ship moved, via Norfolk, Virginia, to New York City to take on cargo and sailed on 28 November for the Caribbean. Among her ports of call during the cruise were Guantanamo Bay, Cuba; Jamaica; San Juan and Vieques, Puerto Rico; St. Thomas, Virgin Islands; Antigua; and Trinidad before she arrived back at New York on 27 December.
1942.
During the first three months of 1942, "Alcyone" made two more voyages from New York and Norfolk to various points in the Caribbean. Among her assignments during these trips was the evacuation of civilians from Antigua to the United States. On one occasion, her convoy was attacked by German submarines. Although three consorts fell victim to torpedo attacks, "Alcyone" completed her trip unscathed and arrived back at Charleston on 12 April where she underwent availability.
"Alcyone" was assigned to the Naval Transportation Service on 1 June and set sail from Norfolk on the 10th in a convoy bound for New Zealand with troops and equipment of the 1st Marine Division which would land on Guadalcanal early in August. She transited the Panama Canal on 18 June, joined the Pacific Fleet, and reached Wellington on H July. After discharging her cargo, the ship moved to Auckland, New Zealand, to take on material for transportation to advanced bases in the Pacific.
"Alcyone" sailed independently from Auckland on 31 July and proceeded to Nouméa, New Caledonia, and Espiritu Santo to distribute her cargo. Following these stops, she arrived at Sydney, Australia, on the 28th and underwent voyage repairs. On 8 September, the vessel left Australia; shaped a course for the West Coast of the United States; and reached San Francisco, California, on 29 September. She then entered the Mare Island Navy Yard, Vallejo, California, for conversion to an attack cargo ship. During the yard work, three 30-ton booms, a boat repair shop, and additional berthing space were added. "Alcyone" was redesignated AKA-7 on 26 November and was reassigned to Amphibious Forces, Pacific Fleet.
The conversion work was completed early in November, and "Alcyone" departed San Francisco on the 6th. She was then involved in amphibious exercises and shakedown training off San Diego, California. The ship left California on 21 December and headed for the East Coast of the United States.
1943.
"Alcyone" retransited the Panama Canal on 2 March, arrived at the Charleston Navy Yard on the 9th, and underwent repairs for a month before sailing to Norfolk in mid-April. Soon after reaching Norfolk, "Alcyone" began a period of training exercises in the Chesapeake Bay which lasted until early June. She sailed with Task Force 65 on the 8th for the Mediterranean. Her convoy repulsed several enemy attacks en route before arriving safely at Oran, Algeria, on 22 June. She took part in amphibious landing exercises and loaded her cargo holds in preparation for the upcoming assault on Sicily.
"Alcyone" got underway on 5 July; arrived off Scoglitti, Sicily, five days later; and began discharging her cargo despite rough seas and frequent enemy air harassment. She landed her equipment and troops with the loss of only a few small boats, left the area on the 13th, and arrived back at Oran on 16 July. From there, the vessel moved on to Norfolk, where she arrived on 3 August.
After a brief period in port, the attack cargo ship proceeded once again to the Pacific. She transited the Panama Canal on the last day of August and stopped at San Francisco before continuing on to Hawaii. "Alcyone" touched at Pearl Harbor on 30 September and participated in training exercises off Maui during October. She got underway on 10 November with Task Group (TG) 52.11 to participate in the invasion of Makin Island, Gilbert Islands. On the 20th, the vessel reached the transport area off that island and began unloading her cargo. Members of her crew also assisted other vessels in discharging their passengers and supplies. Despite heavy enemy resistance, "Alcyone" successfully completed her operations and left the area on the 24th.
After a brief layover at Pearl Harbor, "Alcyone" continued on to San Diego, where she arrived on 19 December. She remained there through the Christmas holidays.
1944.
"Alcyone" sailed for Hawaii on 13 January 1944. Upon reaching Pearl Harbor, the ship made final preparations for the assault on Kwajalein. She sortied from Oahu on 22 January and reached the transport area off Kwajalein on the 31st. "Alcyone" unloaded her cargo and assisted in the landing of troops from other ships as well. Enemy shore fire and dangerous coral reefs somewhat delayed her operations, and "Alcyone" remained in the area until mid-February.
The cargo ship made a port call at Pearl Harbor before continuing on to the California coast. She reached San Pedro on 26 February and proceeded to a shipyard at Terminal Island for overhaul. A series of amphibious landing exercises followed the completion of the yard work, and Alcyone left the West Coast on 18 April, bound for Hawaii. She reached Pearl Harbor and joined forces preparing to attack Guam in the Marianas.
The cargo ship anchored off that island on 22 July and commenced unloading operations. Upon completing this assignment, she got underway to return to Hawaii. She arrived at Pearl Harbor on 10 August and, shortly thereafter, entered drydock for minor repairs. The ship got underway again on 15 September and sailed to Manus, Admiralty Islands. After approximately a month of preparations and training, she sailed on 14 October as a member of TG 79.2, which was scheduled to begin the liberation of the Philippine Islands.
The attacking force reached waters off the beaches of Leyte on the 20th and began the landing operations that same day. "Alcyone" discharged her cargo while undergoing enemy air attack and mortar fire from shore batteries. She completed her unloading operations on the 22d and proceeded to Hollandia, New Guinea, to reprovision. On 14 November, the ship sailed for Leyte to resupply the beachhead which had been established there.
After unloading her cargo at Leyte, she retired to the Admiralties and reached Manus on the 24th. From that island, she moved to Cape Gloucester, New Britain, to take on units of the 40th Infantry Division. The ship carried these troops back to Manus, where she joined TG 79.4. On 16 December the group sailed to Huon Gulf, New Guinea, for a series of amphibious landing exercises. Upon their completion, the ships returned to Manus for final loadout prior to the invasion of Luzon, the largest island of the Philippines.
1945.
On the last day of 1944, "Alcyone" sortied with TG 79.4, for the assault on the Lingayen beaches which began on 9 January 1945. The task of unloading her cargo was made more difficult by rough seas, Japanese suicide boat attacks, and enemy air raids. "Alcyone" remained in the area for five days before she finished emptying her holds. On the 13th, she set a course for Leyte where she replenished her stores before returning to Luzon on the 29th with a small attacking force for a landing at Zambales. The assault was unopposed, and operations were completed on 31 January.
"Alcyone" left Philippine waters on 11 February, bound for the United States. She made port calls at Manus and at Pearl Harbor before reaching San Francisco on 12 March. The ship then entered the Moore Dry Dock Company, Oakland, California, for overhaul. During this yard period, her kingposts were replaced by quadruped masts, her troop berths were removed, and temporary cargo storage cages were installed.
Upon completion of the yard work on 2 June, the ship was assigned to Service Forces, Pacific Fleet. On the 8th, "Alcyone" was routed to Seattle, Washington, for loading. She departed Seattle on 21 June and shaped a course for Ulithi. After pausing there briefly on 9 July, she got underway to rendezvous with logistic support ships provisioning the warships of the Fast Carrier Task Force in waters off the Japanese home islands.
"Alcyone" completed unloading at sea on 2 August and set sail for Guam to replenish. While the ship was in the Marianas, Japan capitulated. "Alcyone" rejoined the logistics group on 23 August; and, three days later, she and her consorts entered Tokyo Bay. After unloading, "Alcyone" left Japan and returned to Guam to take on more cargo and supplies. She arrived back in Tokyo Bay on 1 October and began replenishing ships of the occupation forces.
1946.
"Alcyone" remained in Japanese waters through early March 1946. She shuttled supplies and equipment among the ports of Yokosuka, Ominato, Aomori, Otaru, Wakayama, Sasebo, and Kure. The ship departed Yokosuka on 11 March and headed back to the United States. She arrived at San Francisco on 29 March and began a period of upkeep. On 15 May, the vessel proceeded to San Diego where she remained for two weeks. "Alcyone" continued sailing southward and transited the Panama Canal on 9 June. Five days later, she made port at Norfolk, Virginia.
Preparations to deactivate the ship soon began. "Alcyone" was decommissioned at the Norfolk Navy Yard, Portsmouth, Virginia, on 23 July 1946 and was transferred to the War Shipping Administration on 24 July 1946 for disposal. Her name was struck from the Navy List on 15 August 1946.
The ship was sold to the Johnson Line on 17 March 1947, and refitted for service as the merchant vessel "Star Alcyone", and later scrapped in 1969.
"Alcyone" earned eight battle stars for her World War II service.


SS Andrew Turnbull

SS "Andrew Turnbull" was a Liberty ship built in the United States during World War II. She was named after Andrew Turnbull, a Scottish physician who later served as a British Consul at Smyrna, then part of the Ottoman Empire, in what is now Turkey. In 1768, he organized the largest attempt at British colonization in the New World by founding New Smyrna, Florida, named in honor of his wife's birthplace.
Construction.
"Andrew Turnbull" was laid down on 15 December 1943, under a Maritime Commission (MARCOM) contract, MC hull 1222, by the St. Johns River Shipbuilding Company, Jacksonville, Florida; she was sponsored by Mrs. James C. Merrill, Jr., the wife of a Merrill-Stevens Drydock & Repair Co. executive, and was launched on 8 February 1944.
History.
She was allocated to the Wessel Duval & Co., Inc., on 19 February 1944. On 6 November 1946, she was laid up in the National Defense Reserve Fleet, Astoria, Oregon. On 17 August 1954, she was withdrawn from the fleet to be loaded with grain under the "Grain Program 1954", she returned loaded on 28 August 1954. On 8 July 1957, she was withdrawn to be unload, she returned on empty 12 July 1957. She was sold for scrapping, 31 January 1968, to Zidell Explorations, Inc.. She was removed from the fleet on 15 February 1968.
Bibliography.


Oasis-class cruise ship

The "Oasis" class is a class of Royal Caribbean International cruise ships. The first two ships in the class, and , were delivered respectively in 2009 and 2010 by STX Europe Turku Shipyard, Finland. A third "Oasis"-class vessel, , was delivered in 2016 built by STX France, and a fourth vessel, , was completed in March 2018. As of April 2019, the fifth "Oasis"-class ship, "Wonder of the Seas", is under construction. A sixth unnamed ship has also been ordered by the company The first two ships in the class "Oasis of the Seas" and "Allure of the Seas" are slightly exceeded in size by the third ship "Harmony of the Seas", while "Symphony of the Seas" is the world's largest cruise ship. "Wonder of the Seas", due to be completed in 2022, is planned to be larger than "Symphony of the Seas". As of early 2019, all ships of the class rank as the world's largest passenger ships.
Ship features.
The "Oasis"-class ships surpassed the earlier ships as the world's largest and longest passenger ships. "Oasis of the Seas" is also wider, and with a gross tonnage of 225,282, is around 70,000 tonnes larger. "Oasis"-class vessels can carry over 5,400 passengers.
"Oasis"-class ships feature a split structure, with the 5-deck high "Central Park" and "Boardwalk" outdoor areas running down the middle of the ship. These areas feature tropical gardens, restaurants, shops, and a working carousel.
Technical details.
The displacement—the actual mass—is estimated at approximately 100,000 tonnes, equivalent to the displacement of a .
To keep the ship stable without increasing the draft excessively, the designers created a wide hull. The cruise ship's officers were pleased with the ship class' stability and performance during the transatlantic crossing when the vessel, in order to allow finishing work to go on, slowed and changed course in the face of winds "almost up to hurricane force" and seas in excess of .
The ship's power comes from six medium-speed, marine-diesel generating sets: three 16-cylinder Wärtsilä 16V46D common rail engines producing each and three similar 12-cylinder Wärtsilä 12V46D engines producing each. The fuel consumption of the main engines at full power is of fuel oil per engine per hour for the 16-cylinder engines and per engine per hour for the 12-cylinder engines. The total output of these prime movers, some , is converted to electricity, used in hotel power for operation of the lights, elevators, electronics, galleys, water treatment plant, and all of the other systems used on the operation of the vessel, as well as propulsion. Propulsion is provided by three Azipods, ABB's brand of electric azimuth thrusters. These pods, suspended under the stern, contain electric motors driving propellers. Because they are rotatable, no rudders are needed to steer the ship. Docking is assisted by four transverse bow thrusters.
The ship carries 18 lifeboats that hold 370 people each, for a total of 6,660 people. Inflatable life rafts provide for additional passengers and crew.
Ship construction.
"Oasis of the Seas", the first vessel of the class, was ordered in February 2006 and designed under the name "Project Genesis". Her keel was laid down on 11 December 2007 by STX Europe Turku Shipyard, Finland. The name "Oasis of the Seas" resulted from a competition held in May 2008, and full funding for "Oasis of the Seas" was secured in April 2009. The ship was completed and turned over to Royal Caribbean on 28 October 2009. Two days later, she departed Finland for the United States. While exiting the Baltic Sea, the vessel passed underneath the Great Belt Fixed Link in Denmark on 31 October 2009 at 23:18 UTC. The bridge has a clearance of above the water; "Oasis of the Seas" normally has an air draft of . The passage under the bridge was possible due to retraction of the telescoping funnels, and an additional was gained by the squat effect whereby vessels traveling at speed in a shallow channel will be drawn deeper into the water. Approaching the bridge at , the ship passed under it with less than of clearance.Proceeding through the English Channel, "Oasis of the Seas" stopped briefly in the Solent so that 300 shipyard workers who were on board doing finishing work could disembark, then left on the way to her intended home port of Port Everglades in Fort Lauderdale, Florida. The ship arrived there on 13 November 2009, where tropical plants were installed prior to some introductory trips and her maiden voyage on 5 December 2009.
The keel of the second ship, "Allure of the Seas", was laid on 2 December 2008 at the STX Europe Turku shipyard, Finland, during a ceremony involving Royal Caribbean and STX representatives. She was launched on 20 November 2009, with further outfitting taking place while afloat in the shipyard. "Allure of the Seas" was declared complete and formally delivered to Royal Caribbean on 28 October 2010. She left the Turku shipyard on 29 October 2010 at 05:45 UTC, heading directly to her home port of Port Everglades. The ship is equipped with telescoping funnels to pass under bridges such as the Storebælt Bridge, which she passed on 30 October 2010. While media has reported that there was only of clearance, the truth is that at the mean water level it was closer to and the much-advertised squat effect, whereby vessels traveling at speed in a shallow channel will be drawn deeper into the water, did not have significant effect on the draft of the vessel.
Royal Caribbean confirmed on 25 October 2012 that they were engaged in negotiations to build the third "Oasis"-class ship, which would become "Harmony of the Seas". The ship was officially ordered from STX France on 27 December 2012, after failing to come to an agreement with the Government of Finland for additional financial support to build the ship at the STX Finland shipyard that built the first two ships. Steel cutting began on 23 September 2013, and the ship was delivered in May 2016. The ship is larger than the preceding "Oasis"-class ships at an estimated 227,700 GT, in length, and in maximum width, representing an increase of 2,418 GT and length. The ship has 2,744 passenger staterooms with a capacity of 6,360 passengers (5,488 double occupancy), an increase of 64 passengers over the previous ships in the class, as well as 1,197 crew cabins capable of berthing 2,100 crew. The ship features an expanded adults-only solarium area and three water slides, a first for Royal Caribbean. It cost about €1 billion (US$1.35 billion) and entered service in May 2016.
In May 2014, Royal Caribbean exercised their option for a fourth "Oasis"-class ship, which would become "Symphony of the Seas" Steel cutting began in February 2015 had begun for the fourth ship, and the name of the ship was announced in March 2017. The ship was delivered in April 2018.
In May 2016, Royal Caribbean signed an agreement for a fifth "Oasis"-class ship, later named "Wonder of the Seas". Steel cutting began on 24 April 2019, and the keel was laid in October of that year. The ship name was announced on 10 October 2019, and the ship is planned to enter service in the spring of 2021, based in the Chinese market. A hull section was built at Crist at Gdansk and delivered to the yard in November 2019. She was launched on 5 September 2020.
In February 2019, Royal Caribbean Cruises Ltd. ordered a sixth "Oasis"-class ship, which is planned to be the largest in the world when she enters service.
Negotiations about a seventh vessel, to be delivered in 2026, were stopped in 2020 because of the coronavirus pandemic.


USNS Sgt. Truman Kimbro (T-AK-254)

USNS "Sgt. Truman Kimbro" (T-AK-254) was a built for the U.S. Maritime Commission during the final months of World War II as the SS "Hastings Victory".
She was acquired by the U.S. Army in 1946 and renamed USAT "Sgt. Truman Kimbro" and served the Army until 1950 when she was acquired by the United States Navy. She served the Navy worldwide until 1973 when she was struck and sold.
Victory built in California.
"Sgt. Truman Kimbro" (AK-254) was laid down under Maritime Commission contract (MCV hull 547) as "Hastings Victory" on 30 September 1944 by the Permanente Metals Corporation, Richmond, California; launched on 30 November 1944; sponsored by Mrs. John A. Mc Keown; and delivered to the War Shipping Administration on 22 December 1944 for operation by the Grace Line.
World War II.
The SS "Hastings Victory" was operated by the Grace Line during World War II and into the spring of 1946. She served in the Pacific War, participating in the Battle of Okinawa from 24 June 1945 to 30 June 1945. During that time she used her deck guns to defend herself and other ship. For her war action her crew earned a World War II Battle Star.
U.S. Army service.
After the war she was returned to the Maritime Commission and, on 18 June 1946, was transferred to the U.S. Army. Renamed "Sgt. Truman Kimbro" on 31 October 1947, she was operated by the Army Transportation Service through the 1940s and, on 19 January 1950, was laid up in the National Defense Reserve Fleet at Olympia, Washington.
U.S. Navy service.
Korean War service.
By July 1950 war had broken out in Korea, and she was ordered reactivated for transfer to the US Navy. On 5 August, she was assigned to the Navy's Military Sea Transportation Service (MSTS) ; and, manned by a civil service crew, she was placed in service in September as USNS "Sgt. Truman Kimbro" (T-AK-254).
Throughout the Korean War, the ship was primarily employed in moving vital cargo across the Pacific Ocean to United Nations forces fighting on that embattled peninsula. She also made shorter runs to Alaskan ports and to central Pacific bases.
Post-war service.
After the war, her itinerary was extended to include most large Far Eastern ports. In the spring of 1958, she was shifted temporarily to Greenland, transatlantic, and Mediterranean runs.
She completed her last voyage to the Mediterranean in October; transited the Suez Canal in November; and resumed cargo operations in the Pacific in December. Since then, into 1974, the Victory ship continued to carry cargo for MSTS, now called the Military Sealift Command.
Post-war decommissioning and career.
"Sgt. Truman Kimbro" was placed out of service at an unknown date and struck from the Navy List on 15 June 1973. She was placed into reserve at the National Defense Reserve Fleet, Suisun Bay, Benicia, California until sold for scrapping on 1 October 1982.
Honors and awards.
The "Sgt. Truman Kimbro" earned two battle stars during the Korean War:
Qualified vessel personnel were authorized the following:


SS Canonbar

SS Canonbar was a steam cargo ship built in Ardrossan, Scotland in 1910 for the North Coast Steam Navigation Co, and used in the Australian coastal trade. During the Second World War, she was part of the US supply fleet in the Pacific. From 1949, she was Rosita, until 1960, when she was renamed Valiente. Under the name Kettara IV, she was sunk by shell fire off the Vietnamese coast in 1966, with the loss of her entire crew.
Design.
She was a single-screw, coal-fired steamship, powered by a three cylinder, triple-expansion engine rated at 83 nominal bhp. In addition to being suitable for general cargo, she was originally fitted with two tanks to carry bulk molasses. She had two masts, each fitted with derricks to allow her to load and unload her own cargoes (refer to photograph). In 1927, she was fitted with a small number of passenger cabins.
Construction, launch and delivery.
She was built at the Ardrossan Dry Dock & Shipbuilding Co Ltd, Ardrossan, Scotland and launched on 14 April 1910. She left there on 2 June 1910 sailing, via the Suez Canal, to Sydney, where she arrived on 3 August 1910.
Service history in Australia.
Coaster.
Upon her arrival at Sydney in 1910, "Canonbar" was docked, before commencing trade between Sydney and the Clarence and Macleay Rivers, for her first owners the North Coast Steam Navigation Co, of Sydney. She also went to the Richmond River. She was one of fourteen new NCSN Co. ships delivered, between 1904 and 1913, with names ending with 'bar'; the others were "Noorebar" (1904), "Yugulibar" (1907), "Tintenbar" (1908), "Minimbar" (1909), "Burringbar" (1910), "Maianbar" (1910), "Coolebar" (1911), "Wollongbar" (1911, a passenger ship), "Gunbar" (1912), "Coombar" (1912), "Pulganbar" (1912), "Tambar" (1912) and "Poonbar" (1913).
In September 1926, she was sold to the Brisbane shipping firm John Burke Limited and, from 1927, transferred to running mainly between Brisbane, Sydney and Queensland ports, carrying cargo and a small number of passengers.
Incidents and near misses.
In January 1913, while crossing the Richmond River bar, she was damaged when she struck the breakwater at the river mouth.
In May 1928, she was towing another Jon Burke Ltd. ship, "Nautilus", which had previously run aground in the Pioneer River, back to Brisbane from Mackay, when the tow rope parted with the "Nautilus" filling with water. Later in May 1928, she ran aground herself on the Yule Bank in Moreton Bay. In June 1928, she survived a violent winter gale, while carrying a cargo of timber to Sydney. Rounding out an eventful year, in October 1928, while she was berthed at South Brisbane, somebody cut the mooring hawser at the bow, but was disturbed before they could completely cut the one at the stern. The perpetrator evaded detection. A Water Police crew noticed the bow of "Canonbar" swinging out from the river bank and raised the alarm.
In mid December 1934, en-route from Rockhampton to Brisbane, she was following a route too close to shore for a ship of her type, when she struck rocks and sustained some damage. In May 1938, she ran aground in the Sandy Strait, near Fraser Island but was undamaged and soon refloated.
‘Rocket mail’ (1934).
On 4 December 1934, "a"n organisation, with the august name of the Queensland Air Mail Society, launched a rocket from "Canonbar" carrying 1000 'commemorative covers’, in what was styled the "First Australian rocket flight S.S. Canonbar to Brisbane", The flight itself was less ambitious than it sounded; a rocket was launched, from "Canonbar", toward the shoreline near the mouth of the Brisbane River. The plan was that the rocket would land on the shore and the letters it had carried would then be posted to the recipients, at the nearby Pinkenba post office. It was, at very best, only a partial success. The rocket struck a pile on the bank and ended up in the river. Fortunately, "Canonbar’s" captain presciently had attached a line to the rocket, allowing the container holding the mail to be dragged back to the ship, from where the letters were taken to Pinkenba and posted. The Queensland Air Mail Society was, in fact, a group of postage stamp collectors—specialising in air mail stamps—who were probably more interested in creating the ‘commemorative covers’ than in launching a 'rocket mail' service. It was their first, but not their last, unsuccessful attempt at 'rocket mail'. Serious stamp collectors of the time saw these rocket launches as bringing only ridicule upon those involved and the Post Office dissociated itself from any connection to these farcical, somewhat dangerous, and probably illegal experiments. However, in a manner, their work succeeded, as the commemorative covers from the 1934 rocket launch—and those from a later experiment in 1935, involving "Maheno"—are still a collectors’ item, over 80 years later, and one of the few tangible reminders today of "Canonbar".
Second War War and aftermath.
During the Second World War, "Canonbar" was requisitioned by the Australian Government and then used by the United States as a supply ship for the South-West Pacific Campaign. As the war neared its end, she was returned to the Australian Government. Coastal shipping in Australia was in decline and the old ship was no longer needed. It was put up for sale in 1945. However, it was not until 1949 that the ship was sold to the first of its many post-war owners, Carroll Shipping Company of Panama. After that, Canonbar left Australian waters.
Later service history.
"Canonbar", was only briefly owned by Carroll Shipping Company, for later in 1949 she was sold to Cia Navegacao De Sousa Ltda, of Hong Kong, and was renamed "Rosita". She had two other Hong Kong owners; Carfung Shipping Co Ltd, from 1951, and Lanena Shipping Co Ltd. from 1959. In 1960, upon her sale to San Raimundo Cia Naviera SA, of Panama, she was renamed "Valiente". Her last owner was Tiong Lam Hang Shipping Co SA, of Panama, who bought her in 1964 and renamed her "Ketarra IV".
Loss.
On 16 March 1966, "Kettara IV", was carrying a load of cement and general cargo from Singapore and bound for Da Nang, when she came under shellfire from the North Vietnamese Army, in the vicinity the Demilitarized Zone (DMZ). She sank with the loss of all hands.