SS Stevens

SS "Stevens", a , 14,893-ton ship, served as a floating dormitory from 1968 to 1975 for about 150 students of Stevens Institute of Technology, a technological university, in Hoboken, NJ. Permanently moored on the scenic Hudson River at the foot of the campus across from New York City, this first collegiate floating dormitory became one of the best known college landmarks in the country.
Twenty-four years prior to her duty as a floating dormitory, the ship served with distinction in World War II as , a "Windsor"-class attack transport vessel. Originally launched in 1944, "Dauphin" was awarded one battle star and was present in Tokyo Bay for the Surrender Ceremony of World War II, September 2, 1945.
Following the war, the vessel underwent significant modifications, and emerged as cruise liner — a member of the post-war quartet of ships named "4 Aces", operated by American Export Lines. During her eleven years of cruise liner service, from 1948 to 1959, "Exochorda" — along with her nearly identical sister ships in the "4 Aces" — regularly sailed with passengers and cargo on a route from New York Harbor to various Mediterranean ports. "Exochorda" was retired to the US Navy reserve ("mothball") fleet in 1959 where she remained for eight years.
"Exochorda'"s conversion to a dormitory ship, following her purchase by Stevens Institute of Technology in 1967, required only minor modifications such as the connection of land-based water, sewer and electric utilities. Accommodations enjoyed by many student residents aboard "Stevens" included private baths and in-room control of heating and air-conditioning. Featuring portholes, roll-up berths and nautically-themed artwork, "Stevens" became quite popular among her residents.
Purchased by the institute to fill a shortfall in student housing, the ship's operating costs during the initial years of service were comparable to conventional land-based dormitory housing. In later years, however, the ship's burgeoning operating and repair costs, combined with a more favorable housing outlook, forced the institute to sell "Stevens" in 1975. In tribute, one of her 6-ton anchors was prominently placed on the campus grounds by the graduating Class of 1975. In August 1975, the ship was towed to a shipyard in Chester, Pennsylvania, and she was subsequently scrapped in 1979.
Location and design.
Setting.
From the west bank of the Hudson River, opposite mid-town Manhattan, "Stevens" offered her residents a panoramic view of the New York skyline extending from the George Washington Bridge in the north, to the Verrazano-Narrows Bridge in the south. Located at the foot of the Stevens Institute of Technology campus in Hoboken, her venue afforded viewing of the large variety of watercraft that frequented the river. Silently gliding past portholes, river vessels imparted the sensation of motion to residents aboard their stationary home.
Notable among the ships witnessed by "Stevens"' residents was the great transatlantic ocean liner, , sailing from New York on her final voyage, October 30, 1968. For "Stevens"' residents, all vessels traveling the river were bestowed New York City's picturesque backdrop.
Moored in place.
"Stevens" was moored at the foot of a bluff, above which much of the campus is situated. With her starboard side adjacent to the Eighth Street pier at River Road, she was secured at her bow and stern by a total of seven mooring lines. With concurrence by the Coast Guard, four sets of pilings were driven into the river bed, wedging the ship in place and preventing her from drifting downriver in the event the lines were cut. Although she carried four anchors, two on chains at her bow, and two more fastened in place on deck, none were used to anchor the ship.
The robustness of her mooring system was often demonstrated during major storms that swept through the New York area. Despite high winds and accompanying storm surge, the pilings and mooring lines held the ship in place, usually without incident, except for minor damage in some rooms caused by toppling of unsecured personal items.
In a separate incident unrelated to storm activity, a departing cruise ship — while maneuvering to avoid a collision with two other departing cruise ships — passed unusually close to "Stevens". The resulting wake from the passing ship tossed "Stevens" and caused the mooring bollard securing the bow lines to break away from its footing on the pier. The pilings and remaining lines held the ship in place without further incident.
Access to pier and campus.
Access to "Stevens" from the campus-owned Eighth Street Pier was facilitated by two gangplanks. A double-ramped covered gangplank provided access from the main "A" deck foyer to a fixed, elevated platform on the pier. Two stairways connected the elevated platform to the pier surface. A second gangplank, an uncovered single ramp, provided access to the lower "B" deck directly from the pier surface. Rollers attached to the end of each gangplank accommodated the ship's motion on the water.
Normal walking distance between "the Ship", as she was known by students, and upper campus facilities such as the Student Center was approximately and included a lengthy flight of stairs south of the Gatehouse. An alternative route was improvised by students seeking to substantially reduce walking time and distance. This route, dubbed "Ho Chi Minh trail", or simply, "the trail", required scaling the treacherous bluff directly below the Student Center building on the upper campus and was frequented by the ship's more intrepid residents.
Cabin plan, decks and cargo.
"Stevens" comprised a lower "B" deck, main "A" deck, Promenade, Boat and Sun decks. Students' quarters and public spaces were distributed throughout all decks except for Sun deck which was closed.
The main "A" deck, the highest deck to extend the entire length of the ship, included a center section with students' rooms and the ship's main foyer with gangway.
The lower "B" deck contained the largest number of students' rooms, recreational areas and the ship's laundry room, equipped with automatic washers and dryers.
Promenade deck, immediately above the main deck, contained students' rooms and the ship's more frequently used lounges. The aft lounge, the largest on the ship featured expansive casement windows, oak furniture and rift-cut American oak paneling. French doors provided access to the promenade for open-air strolling and sightseeing. Promenade's forward lounge, paneled in Kelobra wood, was often used for smaller social gatherings.
Boat deck carried the ship's six lifeboats, three on each side, including one motorized boat, the center boat on the port side. The ship was fitted with gravity roller track davits for the larger aft and center boats. The curved davit arms extended over the open portion of Promenade deck. Radial single pivot davits were implemented for the smaller forward boats.
Sun deck contained the ship's wheelhouse flanked by docking bridges. Outside viewing by wheel house personnel was facilitated by three large forward-looking portholes, flanked by smaller portholes.
Areas below "B" deck, not authorized for passenger access and closed for students, comprised "C" deck, engine room, shaft alley, fuel tanks and water ballast areas.
The cabin plan shows the following number of students' rooms on the ship:
The ship contained six cargo holds numbered 1 through 6, starting at the bow. Hatch location for cargo holds are:
Heritage of "Stevens".
Adventuresome past.
Contrary to her sedentary life as a floating dormitory, the ship's past was filled with travels to numerous ports in Europe and the Far East including Okinawa, Tokyo and Pearl Harbor in the Pacific. As Windsor-class attack transport "Dauphin" for the US Navy, from 1944 to 1948, she was awarded one battle star in the assault on and occupation of Okinawa and earned the Navy Occupation Service Medal for landing cargo and troops in Japan. She was present in Tokyo Bay for the Surrender Ceremony of World War II, September 2, 1945.
Following the war, and after significant refurbishment, the vessel became cruise liner "Exochorda", a member of the quartet of ships known collectively as "4 Aces" — the replacement for the pre-war quartet of ships with the same names — operated by American Export Lines. From 1948 to 1959, "Exochorda" regularly sailed a , 45-day circuit from New York to Mediterranean ports such as Casablanca, Marseille, Beirut, Alexandria, Barcelona and Livorno. Among her passengers were potentates of the East, routinely accompanied by cooks and bodyguards. An Arab ruler once brought his entire entourage on board, complete with swords and machine guns. Notable among her passengers was actress Rita Hayworth, a popular film star and dancer. In 1956, "Exochorda" was called upon to assist in the rapid evacuation of 350 Americans from Alexandria, Egypt during a military conflict that became known as the Suez Crisis.
At the end of her active service in 1959, "Exochorda" was placed in reserve until plans to sell her were announced in June 1967.
Need for student housing.
As early as 1965, the idea for buying a ship arose as an interim solution to the potential housing gap following the institute's forecast of an increase in student enrollment. By the next year, 1966, the need for additional student housing on the , Hoboken campus had become more evident. With the student body having grown to 1350 students, an increase of about 150 students over the prior year, a strain was created on the institute's existing land-based dormitory housing. Owning suitable waterfront property on the Hudson River, the institute assessed the feasibility of purchasing a ship for temporary use as a dormitory until additional land-based dormitories became available. The institute expected to recoup its original investment in the ship through its continued operation and eventual sale for scrap.
Purchase of "Exochorda".
In June 1967, the U.S. Maritime Administration announced plans to sell the former cruise liner, "Exochorda", for either non-transportation use or scrap. Assisted by shipbuilding experts, the institute prepared and submitted a bid for the ship. The bid was announced September 28, 1967. Within one week of the institute's bid, the U.S. Maritime Administration awarded "Exochorda" to Stevens Institute of Technology for $130,301 — the highest bid and $6,700 more than offered by a scrap metal dealer. The cost of purchasing and refurbishing the ship brought its total cost to approximately $500,000. The total expenditure was not considered excessive when compared to an estimated several million dollars the institute would have had to spend on conventional dormitory housing. "We didn't think a permanent building was a wise investment", said Wilson T. Crisman, the institute's director of auxiliary operations. The institute planned to continue the vessel's operation as a dormitory for several years but intended taking her offline if the student population were to decrease.
Refurbishment as floating dormitory.
On October 4, 1967, within a week of being purchased by the institute, "Exochorda" was towed by tugboats from the Hudson River Reserve Fleet in Jones Point, NY to the Hoboken Yard of Bethlehem Steel Corporation in Hoboken, New Jersey, where refurbishing work prepared the ship to become a floating dormitory. The ship's engines were deactivated and the engine room and cargo hatches were sealed. External utility service ports were installed to permit connecting the ship's electrical, heating, water and sewage systems to land-based utility services. Deck equipment, including the many kingposts and booms used to load and unload the cargo holds, were removed, except for two masts. The hull was painted pristine white. Final preparation for students included adding rugs, mattresses and draperies. Additionally, the air-conditioning system was overhauled.
Wilson T. Crisman, the institute's director of auxiliary operations and boating enthusiast long before the school acquired the vessel, oversaw the ship's purchase and conversion. According to Crisman, the ship was 99 percent in condition for use by the institute, which kept refurbishment costs down.
Comparison with "Exochorda"'s cabin plan.
Formerly occupied by passengers aboard "Exochorda", the staterooms located on Promenade deck, "A" deck, and the section of "B" deck forward of the lounge, remained unchanged except for the limited removal of furniture as required to accommodate desks for students. Most staterooms had been designed for three passengers and included upper and lower berths plus a convertible sofa berth. For these rooms, the sofa berth was removed to accommodate a desk. Other changes included replacement of carpeting, draperies and mattresses. Where possible, rooms not occupied by the traveling public, such as the crew and officers' quarters, were made available as rooms for students. Other rooms on "Exochorda" not suitable for use as either living quarters or public spaces were permanently closed.
"Exochorda"'s dining hall — on "B" deck, paneled with light, figured walnut and displaying artwork by artist Loren MacIver — became the main lounge on "Stevens". The room remained unchanged except for the removal of the artwork and free-standing tables and chairs. Once the location of a table-for-eight on the port side became the site for "Stevens"' ping-pong table . Despite sloping floors, at times accentuated by weather-induced listing of the ship, the ping-pong table was usually active.
"Exochorda" contained two suites, both on Promenade deck, that became room numbers 301 and 307 on "Stevens".
A popular group of rooms, prominently featured in print ads for "Exochorda" and known as the Veranda rooms, were groups of four rooms adjoining a common public area that contained four large exterior windows. Two groups of Veranda rooms were on the ship, one on each side of "A" deck. Veranda rooms, unchanged for Stevens, became room numbers: 214, 216, 218 and 220 on the port side, and 217, 219, 221 and 223 on the starboard.
Promenade's forward lounge, the former setting for captain's cocktail parties, and the aft lounge, known on "Exochorda" as the "bar and smoking lounge" which included Saul Steinberg's "Life at Sea" murals, remained unchanged except for the removal of free-standing tables and chairs. The center section of carpeting in the forward lounge was also removed, exposing a dance floor.
"Exochorda"'s outdoor swimming pool was located on a small open area of Promenade deck immediately aft of Promenade's smoking bar and lounge. The tiled pool, which measured approximately by , was illuminated from above as well as underwater. For "Stevens", the pool was deemed too small to be of practical use and was sealed.
Not occupied by passengers on "Exochorda", crew quarters were used by students on "Stevens". Located aft of the main dining lounge on "B" deck, these rooms were smaller and some lacked amenities such as portholes which were included in the passenger staterooms. The crew cabins, originally designed to sleep six crewmen, were converted into dormitory rooms for two students. Former crew's quarters, also on the aft portion of "B" deck, were used to create recreational rooms.
Sun deck which included the wheelhouse, chart room (immediately behind wheelhouse), tiled kennel and dog run (port side) were all closed on "Stevens".
Passenger cabin numbers on "Exochorda" used a letter prefix to signify the deck location. Cabin number sequencing began on Promenade deck and increased to the next hundreds block for each succeeding lower deck, such as, "P1", "A122" and "B201" for cabins on Promenade, "A" and "B" decks, respectively. Room numbers on "Stevens" omitted the letter prefix and were re-designated to begin in the 100s on the lowest ("B") deck and increased to the next hundreds block for each succeeding higher deck, such as "112", "201" and "314" for rooms on "B", "A" and Promenade decks, respectively. Aside from the difference in level designator, plus a few exceptions for new rooms, correlation of room numbers on "Stevens" and "Exochorda" was maintained. For example, "Exochorda"'s room "A122" became "222" on "Stevens".
Captain's and officers' quarters (Boat deck)
"A" deck
"B" deck
SS "Stevens" (1967–1975).
Maiden voyage and early life.
On November 10, 1967, with ceremonies similar to those afforded ships on their maiden voyage, the former "Exochorda" and newly refurbished floating dormitory was moved by McAllister Brothers' tugboats from the shipyard to her new berth at the college-owned 8th Street Pier. Two of the shipyard's workmen suffered a minor mishap when the gangplank slipped a few feet while being positioned on the pier.
The ship was rechristened "Stevens" by Mrs. Jess H. Davis, wife of the institute's president, Dr. Jess H. Davis. The ship was originally named "Castle Queen" via a contest run by the student body in 1967. The name submitted by Joe Giacone, class of '69, was changed to "SS Stevens", which was preferred by Mrs. Davis The Stute, Fall 1967. Dr. Davis and William L. Bingham, dean of student affairs, formally took possession of the ship as the institute's flag was hoisted from the bridge.
Reflecting the technological nature of her namesake, Stevens Institute of Technology, the ship's single cigar-shaped funnel had been painted with an elongated red letter "S", the integral symbol — well known by her student residents through their study and application of the calculus. The ship's name, "Stevens", had also been painted in black letters on her bow.
Connection of water, sewer and electric services with the Hoboken land utilities was facilitated by flexible piping (hoses) and cabling of sufficient length to accommodate the motion of the ship resulting from changing tides or severe weather.
Although she was a complete ship, containing an engine room, wheelhouse, bridge and decks, she was licensed by the State of New Jersey as a residence hall. Designed to the highest Coast Guard standards (1948), fire safety doors and smoke ventilation systems were functional and met local regulations.
The first student residents of "Stevens", a total of 150, moved aboard her in January 1968.
On Wednesday, May 22, 1968, an open house was held aboard Stevens in honor of National Maritime Day, commemorating the beginning of trans-Atlantic steam navigation.
When the first ocean-going training vessel for the Texas State Maritime Program, USTS "Texas Clipper" was in need of spare parts, "Stevens", with the blessing of the U.S. Maritime Administration, answered her call. As a benefit of their common heritage — "Stevens", the former "Exochorda", and "Texas Clipper", the former "Excambion", sisters ships in the post-war "4 Aces" — many parts were interchangeable between the two vessels. The parts were made available to "Texas Clipper" during her visit to New York in June 1968, the first such visit since her conversion from "Excambion".
Accommodations.
In 1968, the per-student cost of a room for one semester ranged from $200 to $265, depending on available amenities such as portholes and private shower. By 1975, the cost for a room with two students had risen to approximately $650 per student, per semester.
Rooms were equipped with desks and lamps, many of which were fixed in place, a common feature among seafaring vessels. Heating and air-conditioning were controlled by a thermostat in each room, a significant feature also enjoyed by ocean-going passengers aboard Exochorda, one of the first fully air conditioned ships.
Most rooms were fitted with "ingeniously arranged oversize downy berths" — 79" by 34" roll-up beds operated by "an ingenious new device which by the simple turn of a wheel recesses the berths flush into the wall". Prominent in "Exochorda"'s advertising literature, the roll-up berths facilitated the conversion of rooms from sleeping quarters at night to spacious sitting rooms by day. The two large suites on the Promenade deck, featured twin beds.
The teak and dark blue leather chairs, depicted in many print ads and brochures for the "4 Aces", remained in the rooms.
While a typical room harbored the usual complement of personal items such as TV, stereo and refrigerator, students aboard the ship were afforded more latitude regarding individual décor as compared to their land-based counterparts. Among the decorative touches found in rooms were oil paintings, hanging plants and a Persian print bedspread billowing from a sitting room ceiling.
For convenience, public telephones were available at multiple locations on the ship and were also available in rooms for an additional fee.
Art Deco trim and accents, evoking visions of a bygone era, graced her stairways and passageways. On cabin doors, life jacket and lifeboat informational placards, having lost their vital significance to time and circumstance, remained dutifully posted.
Reminiscent of her former glory days on the high seas, a mural reflecting the ship's , by Miné Okubo, decorated the main foyer. White-on-black depictions of life at sea — whimsical "doodles" by artist Saul Steinberg — added subtle context to Promenade's bar and smoking lounge. Other artwork, however, such as Loren MacIver's mural portrayal of trade and commerce activities along the sailing route, originally in the ship's dining room ("B" deck lounge), had been removed prior to the ship's use as a dormitory. Sculptress Mitzi Solomon's marble carvings, pictured in promenade's forward lounge in many "4 Aces" print advertisements, were also not seen by students.
Rules and regulations.
Rules and regulations were loose except for prohibitions against excessive noise or vandalism, including breaking into refrigerators. For safety reasons, those on board were warned: "Students will not be allowed to climb, hang or swing from any of the riggings, lifeboats or railings." Resident dormitory representatives could often remedy such infractions with measures that included requiring the offending student to leave the ship. Other rules stated that visitors were not permitted to be on the ship between 4 and 7 am. Although women students were first admitted to the institute in 1971, they were prohibited from living on the ship until 1974. Commenting on the effect of women living aboard the ship, student resident Tom Poncho said, "Not much." By 1975, nine women shared the ship with 91 men.
Popular with students.
Despite the quiet and remote location of "Stevens" relative to the center of campus, rooms on the ship remained very much in demand. Many of "Stevens" residents were delighted with their living arrangements and preferred the ship over conventional dormitory housing. Institute officials postulated that "Stevens"' popularity may have been due, in part, to the ship's appeal to "loners", a supposition consistent with students' statements. "It's quiet down here, more secluded and peaceful", said ship resident Kenneth Levy. Expressing a similar sentiment, resident Frank Condi said, "It's away from everything." Other students, however, recognized the social advantages offered by their unique dwelling. Ship resident Martin Mercorelli remarked that the ship was "definitely a social asset. It seems to go over better with the girls." Other students indicated their preference for the ship by their unflattering characterization of other dormitory rooms as "cells".
In 1975, when announcing that the ship was to be sold, Kenneth C. Rogers, president of the institute, commented that the ship was "so popular with the students." Linda Soldati, one of the nine women students living on the ship said, "If I had $100,000 I'd buy her. I just don't want to go back to living in a house. The view is fantastic. I love the ship."
Escalating costs.
During the initial five years of operation, maintenance and repair costs for "Stevens" were comparable to those of a land based dormitory. In early 1973, the institute had anticipated operating "Stevens" for another five years.
Within the next two years, however, declining enrollments, rising costs of heating the vessel and needed repairs prompted the institute to reassess the economics of maintaining "Stevens". In 1975, heating for the steel-hulled ship, which was delivered from land via steam pipe, cost the institute $40,000 per year. As explained by institute president Kenneth C. Rogers, "Heating that ship is like trying to heat the whole Hudson River." Adding to the financial burden, the need for extensive water system repair work became evident when the interior of a six-inch (152 mm) section of the ship's water pipe was found to be nearly completely encrusted by rust. After allowing for necessary painting and electrical wiring upgrades, the cost estimate for repairs totaled $100,000, forcing the institute's decision in April 1975 to sell the ship.
Farewell.
In May 1975, shortly before "Stevens" was to be closed and sold, she "hosted" a large and memorable farewell party held in her honor. A "For Sale" sign on her bow — for students, a melancholic reminder of her impending fate — had been posted by a prankster. On the day following graduation, May 23, 1975, the last student to leave the country's only floating dormitory, William Walendzinski, a graduating senior and "Stevens" resident for the prior 3 years, descended her main gangplank for the final time.
On August 26, 1975, at 3:00 PM, the last of her mooring cables was burned away. Without fanfare, tugboat Helen McAllister and two other Tony McAllister's '21 tugboats, part of the same fleet that brought "Stevens" to her berth in Hoboken in 1967, towed her to a Chester, Pennsylvania shipyard.
Students of the Class of 1975 presented funds to the institute for the preparation of a site on Wittpenn Walk, overlooking the ship's berthing area, where one of "Stevens"' six-ton anchors was placed in tribute to "the Ship", their "floating dormitory".
Recounting the events and sentiments on the day "Stevens" was towed away, the institute's alumni association expressed in its journal, "She disappeared into the fog and into our hearts."
After being partially dismantled in Chester, Pennsylvania, "Stevens" was resold to scrappers in Kearny, NJ, in March 1979. Later, the remaining hulk was towed to the Raritan Bay port for final demolition, bringing an end to one of the most unusual careers of a ship.


British D-class submarine

The D-class submarine was the Royal Navy's first class of submarines capable of operating significantly beyond coastal waters. They were also the first boats to be fitted with wireless transmitters. Ten were laid down between 1907 and 1910, though only 8 were completed as D-class boats. The final two hulls were completed as British E-class submarine.
Design and description.
The patrol submarines evolved from the C-class boats. They were designed to be propelled by diesel motors on the surface to avoid the problems with petrol engines experienced with the A class. These boats were designed for foreign service with an endurance of at on the surface and much improved living conditions for a larger crew.
D-class boats were fitted with twin screws for greater manoeuvrability and were fitted with saddle tanks. The D class were the first submarines to be equipped with deck guns forward of the conning tower beginning with "D6". Also, reserve buoyancy was increased to 20.6%. Armament also included three torpedo tubes (2 vertically in the bow and 1 in the stern). The D class was also the first class of British submarines to have standard radio fitted. The aerial was attached to the mast of the conning tower that was lowered before diving.
With their enlarged bridge structure the boat profile was recognisably that of the modern submarine. The D-class submarines were considered to be so innovative that the prototype, "D1", was built in utmost secrecy in a securely guarded building shed. She was launched at Barrow with equal secrecy, with only departmental heads and a few officers from the cruiser , that was currently in dock being present. Once moved to the fitting out berth, she was once again screened from view.
The boats cost between £79,910 and £89,410 each excluding the deck gun.
Operations.
The D class were based at Harwich, Immingham, Blyth and Dover. Their wartime role was to sink German warships. In the latter stages of World War I the D class were used for training crews based at Portsmouth.
During World War I the boats patrolled the North Sea and the Heligoland Bight, and protected cross channel troopships. During the war, four boats ("D2", "D3", "D5", and "D6") were lost, and the remainder ("D4", "D7", and "D8") were paid off in July 1919.
Boats.
Eight D-class boats were built:
There were plans for a further two, "D9" and "D10", but these were launched at Chatham Dockyard as and .


SS Pratt Victory

SS "Pratt Victory" was a United States Victory ship which served in the Pacific Theater of Operations during the last few months of World War II. The ship's US Maritime Commission (MARCOM) designation was VC2-S-AP3, hull number 782 (V-782). SS "Pratt Victory" was named after Pratt Institute in New York City. It was built in 76 days at the California Shipbuilding Yard (Calship) in Los Angeles, California and was delivered on 9 May 1945.
SS "Pratt Victory" was the 782nd of the 10,500-ton class known as Victory ships, built under the Emergency Shipbuilding program. Victory ships were designed to replace the earlier Liberty ships. Liberty ships were designed to be used solely for World War II. Victory ships were designed to last longer and serve the US Navy after the war. The Victory ship differed from a Liberty ship in that it was faster, longer, wider, taller, and had a thinner stack set farther toward the superstructure and a long raised forecastle.
World War II.
SS "Pratt Victory" delivered supplies in the island-hopping campaigns towards the Empire of Japan. She served as a US Merchant Marine ship operated by the Waterman SS Company. As a Merchant Marine ship, she had a civilian crew to man the ship and US Navy Armed Guards to man the deck guns.
The "Pratt Victory" was torpedoed on her starboard side into the number 2 cargo hold on 27 July 1945. "Pratt Victory" was south of Ie Shima island near Okinawa Island when the aerial torpedo hit her. The torpedo sank the tank landing craft "LCT-1050" that was being supplied by the "Pratt Victory" at that time. "LCT-1050" was later raised and salvaged. The torpedo did not kill any of the "Pratt Victory" crew, and the ship was able to complete delivery of cargo from the intact holds. At the time of the surrender of Japan on 15 August 1945, the damage to the "Pratt Victory" was not completely repaired. One of her cargo holds remained flooded; a metal patch was placed on the torpedo hole, but only above the water line. In this condition "Pratt Victory" could not make her normal top speed of but was still as fast as a Liberty ship at . She was transferred from the United States Merchant Marine to the US Navy for special assignment.
After the surrender of Japan the SS "Pratt Victory" served on what was called the "Guinea Pig Squadron". The "Guinea Pig Ships", sometimes called "ghost ships" due to their reduced crews, steamed the sea where mines had been laid to make certain that the explosives were no longer a menace to shipping. Of particular concern were pressure mines which, unlike magnetically- or acoustically-activated mines, were designed to detonate by a large change in the water pressure, such as that from the passage of an 8,000- to 10,000-ton ship. They were thus difficult to sweep. The US Navy laid many pressure mines in bays and sea ways of Japan, dropping many from Boeing B-29 Superfortress bombers. These mines had been designed to stop functioning over time, on schedule for a planned US invasion of Japan called Operation Downfall.
The SS "Pratt Victory" swept for mines with two other damaged ships: the Liberty ship SS "Joseph Holt" which had taken damage from a grounding at Buckner Bay, Okinawa, in a typhoon and former troopship SS "Marathon" which had taken torpedo damage at Buckner Bay. The three ships steamed about apart in the sea ways near Japan. "Pratt Victory" was modified with remote controls for the engines and boilers so that no one had to be below deck, had empty cargo holds so she would float high in the water, and the decks and operation rooms of the ship were lined with mattresses. The crew was small, about 22 men, all volunteers for the dangerous assignment. All three ships completed their sweeps without detonating a mine; the US Navy minesweepers had cleared the sea way completely and many mines had stopped working as planned.
The volunteer crew were awarded several medals: The Navy and Marine Corps Medal and the Bronze Star. Semon Leroy Teague, who served on the "Pratt Victory", received the Bronze Star, with a citation that states:
Post-war.
"Pratt Victory" was laid up in the James River in 1945, as part of the National Defense Reserve Fleet. She was repaired and put back in service as a new war started in the Far East.
Korean War.
SS "Pratt Victory" served as merchant marine naval supplying goods for the Korean War. She helped to move the 140th Medium Tank Battalion. About 75 percent of the personnel and 90 percent of the cargo taken to the Korean War zone were delivered by merchant marine ships. SS "Pratt Victory" transported goods, mail, food and other supplies. SS "Pratt Victory" made trips between 18 November 1950 and 23 December 1952.
Private use.
In 1961 she was sold to the West Coast Steamship Company in Portland, Oregon and renamed Portland Victory. In 1965 she was sold to Saxis Steamship Company of Wilmington, Delaware and renamed Columbia Victory. In 1968 she was sold to Columbia SS Company and renamed Columbia Trader. On 24 November 1971 she was damaged by an underwater explosion at Chalna Port (now called Port of Mongla) in Bangladesh. She was scrapped at Kaohsiung, Taiwan in 1972.


SS West Gotomska

SS "West Gotomska" was a steel–hulled cargo ship built in 1918 as part of the World War I emergency wartime shipbuilding program organized by the United States Shipping Board.
"West Gotomska" was commissioned straight into the U.S. Navy on completion in August 1918 as the auxiliary ship USS "West Gotomska" (ID-3322), and subsequently completed several supply missions on the Navy's behalf before decommissioning in June 1919. Between the wars, she was placed into commercial service as SS "West Gotomska".
With America's entry into World War II in December 1941, "West Gotomska" participated in the convoy system that kept open the vital supply lines to Britain and the Soviet Union during the Battle of the Atlantic. In 1942, "West Gotomska" became one of the few survivors of the disastrous Convoy PQ 17 to Russia.
In 1943, the ageing vessel was sold to Chilean interests, who renamed her SS "Andalien". "Andalien" was scrapped in Philadelphia in 1948.
Construction and design.
"West Gotomska" was built in Seattle, Washington in 1918 at the No. 1 Plant of the Skinner & Eddy Corporation—the 12th in a series of 24 Design 1013 cargo ships built by Skinner & Eddy for the USSBs emergency wartime shipbuilding program. The ship was laid down on May 16, launched 51 working (62 calendar) days later on 17 July, and completed on 7 August—a total time under construction of 68 working (83 calendar) days, putting "West Gotomska" amongst the fastest-built ships of her time.
"West Gotomska" had a design deadweight tonnage of 8,800 tons and gross register tonnage of 5,600. She had an overall length of 423 feet 9 inches, a beam of 54 feet and a draft of 24 feet 2 inches. The ship was powered by a Curtis geared turbine, driving a single screw propeller and delivering a speed of 11 knots.
Service history.
U.S. Navy service, 1918–19.
"West Gotomska" was delivered at Seattle on 7 August 1918 and commissioned into the Navy the same day, as USS "West Gotomska" (ID-3322) for operation with the Naval Overseas Transportation Service (NOTS). Lt. Comdr. C. J. O'Brien, USNRF, was placed in command.
USS "West Gotomska" commenced her first voyage for the Navy on 17 August when she sailed for Arica, Chile to load a cargo of guano bound for New Orleans, Louisiana. Making port at New Orleans on 11 October, the ship discharged her cargo of nitrates and then took aboard a full cargo of Army supplies earmarked for U.S. troops in France. Departing for France on 10 November—the day before Armistice Day—"West Gotomska" arrived at Quiberon Bay, France on the 25th where she unloaded her cargo. She then took aboard 2,100 tons of Army return cargo and departed on 22 December for Norfolk, Virginia, arriving 6 January.
Having unloaded her cargo at Norfolk, "West Gotomska" shipped 5,182 tons of fuel oil and sailed on the 25th for La Pallice, France. The ship then conducted a second run to La Pallice with Army cargo before returning, via the Azores and Philadelphia, to Hampton Roads, Virginia. She was decommissioned and struck from the Navy List on 6 June 1919.
Interwar years.
Following her decommission, "West Gotomska" was returned to control of the USSB, which placed her into merchant service as SS "West Gotomska". Through the 1920s, "West Gotomska" was employed in Transatlantic and Mediterranean service, operating between U.S. ports such as New York and Baltimore and various European and Near Eastern destinations including Marseilles, France; Manchester, England; Salonika, Greece and Oran, Algeria. There is no record in readily available sources of "West Gotomska"s movements in the 1930s, and it may be that, like many other ships in this period, she was laid up through lack of work due to the onset of the Great Depression in 1929-30.
World War II.
In early 1941, at the height of the Battle of the Atlantic, the Irish government decided to establish its own neutral merchant marine. The government purchased three secondhand freighters for the purpose, "Leda", a 4,100-ton vessel, and two ships owned by the U.S. Maritime Commission (the successor to the USSB), "West Neris" and "West Gotomska". The two U.S. ships underwent a thorough recondition for the sale, and were slated for carrying a cargo of wheat gifted to Ireland by the U.S. government after an Irish crop failure. However, after "Leda" temporarily went missing on her maiden voyage under the Irish flag, the sale of "West Gotomska" appears to have been cancelled, as the ship remained under U.S. ownership.
By early 1942, "West Gotomska" had become part of the North Atlantic convoy system, established to keep open the vital supply lanes between the United States and her wartime allies Britain and the Soviet Union. On 18 March 1942, "West Gotomska" sailed from Halifax, Nova Scotia in Convoy SC-75 with a cargo of general goods bound for Liverpool, England, arriving at her destination 3 April. The next few voyages undertaken by the vessel would be made with the hazardous Russia-bound convoys.
Russian convoys.
On 26 March, "West Gotomska" departed Oban, Scotland with Convoy PQ-14, bound for Murmansk, Russia. After suffering ice damage en route however, she was diverted to Convoy QP 10, which was returning from Russia to Reykjavík, Iceland. Arriving at Reykjavík 21 April, "West Gotomska" put in for repairs.
On June 27, "West Gotomska" set out from Reykjavík bound for Russia once more, this time with Convoy PQ 17. On July 4, the convoy received an order from the British Admiralty to disperse, as German capital ships were thought to be on course to intercept. This order would have disastrous results, as the dispersed vessels became easy pickings for German U-boats and aircraft. Of the 33 ships in the convoy, only nine would make it through to their destination, the other 24 being lost to enemy action. "West Gotomska" was one of the lucky few to survive the voyage.
By November, "West Gotomska" was back in Britain, preparing for another voyage to Russia with Convoy JW-51A. The convoy departed Loch Ewe on 15 December, arriving at Kola Inlet, Russia on Christmas Day. With 10 passengers and a return cargo of timber, "West Gotomska" departed Kola Inlet for Loch Ewe with Convoy RA-53 on 1 March, arriving safely at Loch Ewe once again on the 14th.
Return to the Americas.
On 24 March 1943, "West Gotomska" set out from Liverpool bound for New York City with Convoy ON-175. However, the ship straggled, and was diverted to Iceland instead, arriving on the 31st. On 19 April, "West Gotomska" joined a slower convoy, ONS-4, to complete the crossing, arriving at Halifax, Nova Scotia on 5 May, and from there making her way to Boston and New York. From New York, she proceeded on 11 June to Guantanamo, Cuba, arriving on the 18th. Diverted to Galveston via Key West, Florida in late June, she retraced the same route to arrive once more at Guantanamo in August.
"West Gotomska" was subsequently chartered to Cia Sud Americana of Chile and renamed SS "Andalien". Her movements after this point are unknown, but she remained under charter to the Chilean firm until 1947, and was scrapped by Northern Metals of Philadelphia in 1948.


Dmitriy Furmanov (ship)

The Dmitriy Furmanov () is a "Dmitriy Furmanov"-class (project 302, BiFa129M) Soviet/Russian river cruise ship, cruising in the Volga – Neva basin. The ship was built by VEB Elbewerften Boizenburg/Roßlau at their shipyard in Boizenburg, East Germany, and entered service in 1983. The ship is named after the famous Bolshevik commissar and writer of the book "Chapayev" about Vasily Chapayev, a Red Army officer and a hero of the Civil War.
Her home port is currently Perm. "Dmitriy Furmanov" captain (2013) is Aleksandr Kozminykh.
Features.
The ship has two restaurants, three bars, the lounge on the Upper deck, conference hall and souvenir shop.


Italian auxiliary cruiser Ramb I

The Italian ship Ramb I was a pre-war "banana boat" converted to an auxiliary cruiser during World War II. "Ramb I" operated as an armed merchant in the Red Sea and was ordered to sail to Japan after the fall of Massawa to the Allies. She was sunk in the Indian Ocean before she could reach her intended destination.
Details and construction.
In the second half of the 1930s Ministry of the Colonies of the Kingdom of Italy placed an order for four ships to transport bananas from Mogadishu in Italian Somaliland to Naples. These ships had to have a large enough cargo capacity, and big endurance to be able to sail without any intermediate stops. These four refrigerating vessels were put under control of the Regia Azienda Monopolio delle Banane (RAMB) with headquarters in Rome. Two were built by CRDA at Monfalcone, and two, including "Ramb I", at the Ansaldo shipyards in Sestri Ponente. "Ramb I" was built between October 1936 and December 1937 (hull number 308).
Medium-small but very modern vessels for the era, the four RAMBs could carry approximately 2,400 tons of cargo, as well as twelve passengers. Two passengers could be accommodated in a luxury apartment with a bedroom, living room and facilities, and ten in twin bedrooms. The ship had a private deck reserved for passengers (separate from the crew), a dining room with views, and two verandas for the smokers. Passenger accommodations were air-conditioned.
"Ramb I" could reach a speed of 18.50 knots, and its cruising speed was 17 knots, its displacement was 3,667 tons. The propulsion machinery consisted of two two-stroke FIAT diesel engines with nine cylinders.
According to legislative provision, these ships were constructed with the possibility of transforming them into auxiliary cruisers, so there was enough space left on deck to accommodate four 120mm cannons. Cannons and the matériel required for the military upgrade were stored in Massawa for two ships, and in Naples for the other two.
During the two years of peace "Ramb I" transported bananas from Italian Somaliland to Venice, Naples and Genoa, and carried various goods to Mogadishu on her return journeys.
Operational history.
On June 9, 1940, "Ramb I" was requisitioned in Massawa by the Regia Marina and was made a part of Red Sea Flotilla. At the time of Italy's entry into World War II, only one of four vessels was located in the Mediterranean ("Ramb III"), while the other three were in the Red Sea without any possibility of returning to Italy. "Ramb I" was upgraded in Massawa with four 120/40 cannons and two (or four) 13.2 mm Breda anti-aircraft guns.
During military operations in Eastern Africa "Ramb I" was not very active. All her activity amounted to a single and unsuccessful raid in the Red Sea on an enemy merchant in August 1940. Apart from some short patrols along the Eritrea coast, the ship was mainly used for Massawa's anti-aircraft defense against air bombardments.
With the start of Operation Compass in North Africa and the defeat of the Italian troops at Sidi Barrani on 9–12 December 1940, it became clear that it would be impossible for Italian troops in Libya to reach Italian East Africa to break its isolation. The fuel supplies were dwindling and were projected to be exhausted by June 1941. In anticipation of the inevitable fall of the colony, a plan was developed to send as many ships as possible to Japan or occupied France and to destroy all other ships that could not make the journey. Colonial ship "Eritrea", "Ramb I" and "Ramb II" were among the ships that were sent out to the Far East.
"Ramb I", "Ramb II" and "Eritrea" left Massawa around February 20, 1941, with both auxiliary cruisers heading to Nagasaki, and "Eritrea" to Kobe.
After departing from Massawa, all three ships first passed by Perim evading the Royal Navy ships and Royal Air Force aircraft based at Aden and Socotra, then the Bab el-Mandeb Strait and the Gulf of Aden and entered the Indian Ocean.
Sinking.
Royal New Zealand Navy light cruiser HMNZS "Leander", which had just escorted convoy US-9 to Bombay, was sailing in the northern Arabian Sea searching for the German cruiser "Admiral Scheer" believed to be in the area, as well as German raider ships disguised as merchants. After receiving news of the fall of Mogadishu on February 25, 1941 captain of the cruiser, Robert Hesketh Bevan, RN changed the course north around 7:00 when HMNZS "Leander" was 28 miles north of the equator and 320 miles west of the Maldive Islands. He believed that some Italian ships fleeing from Italian Somaliland and heading to the Far East could travel through this area. At 5:10 (Italian time) on February 27, 1941, "Ramb I" navigating in the northern Arabian Sea was sighted by HMNZS "Leander". The cruiser closed to less than 6 miles and signaled "Ramb I" with a projector to stop the engines and provide their documents (the Italian ship flew the British flag at the time).
"Ramb I" replied with false information, and HMNZS "Leander" demanded the secret war code. Not being able to answer this question, Captain Bonezzi came to the conclusion that there was no alternative to fighting. The British flag was lowered and the Italian Tricolor was hoisted, and "Ramb I" opened fire from against the enemy cruiser, commencing a fight that lasted twenty minutes. HMNZS "Leander" was hit once, and replied with five salvos within the next minute, leaving "Ramb I" seriously damaged and on fire. She lowered her flag and HMNZS "Leander" stopped firing. HMNZS "Leander" came closer, and Captain Bonezzi gave an order to abandon and scuttle the ship. HMNZS "Leander" rescued "Ramb I"s captain and 112 men, of whom one later died from burns. The scuttling charges detonated shortly thereafter, causing "Ramb I" to sink in the position . HMNZS "Leander" disembarked the survivors at Addu Atoll, and the tanker "Pearleaf" subsequently transported the survivors to prisoner of war camps in Colombo, Ceylon.


SS Raifuku Maru

The was a Japanese cargo ship, which was built in 1918 at Kawasaki Dockyard in Kobe, Japan, and owned by Kawasaki Kisen Kaisha, Ltd.. In April 1925, it sank in a heavy storm during a voyage from Boston, USA, to Hamburg, Germany, with a cargo of wheat and a crew of thirty-eight, all of whom were lost.
The sinking.
The "Raifuku Maru" had sailed out of Boston on 18 April 1925. On 21 April, it sailed into a heavy storm, and the cargo of wheat began to shift, causing the ship to take on an increasing list to one side. The RMS "Homeric", a liner of the White Star Line, and several other vessels received the following communication from the Japanese ship's wireless operator, Masao Hiwatari: "Now very danger! Come quick!" Despite the broken English of the Japanese crewmen, it was obvious that the vessel was in trouble. The "Homeric" (along with the British vessel "King Alexander") tried desperately to reach the "Raifuku Maru", but was unable to get close enough to rescue any crew due to the rough seas. The vessel was listing at a 30-degree angle, and sank with all hands while the "Homeric"s crew and passengers watched. The "Homeric" sent the following message to the Camperdown Signal Station: "OBSERVED STEAMER RAIFUKU MARU SINK IN LAT 4143N LONG 6139W REGRET UNABLE TO SAVE ANY LIVES." Several vessels attempted to locate bodies or survivors from the ship in the days after the sinking, but found none.
The incident was quite controversial at the time; when the "Homeric" arrived in New York, several of the passengers publicly accused the crew of the "Homeric" of not making enough effort to save the "Raifuku Maru"s crewmen. This was taken up by the Japanese government, who accused the English captains of racism for not saving their crewmen. However this was strenuously denied by the crew of the "Homeric" and the White Star Line who argued that they had made every effort to rescue the crew.
Myths and legends.
Several early reports of the incident, including those of the Associated Press, claimed that Hiwatari sent a frantic message reading "Danger like dagger now!" The source of this quote is unknown, since it isn't included in radio logs or official records of the incident, but appears in many early accounts of the "Raifuku Maru"'s sinking. Divorced of its original context, the "dagger" comment became the basis for a popular legend that the ship disappeared without a trace after sending the message. Later writers speculated over what the "dagger" was (with waterspouts and UFOs frequently blamed), and the incident became remembered as a genuine mystery of the sea. Popular writers on the Bermuda Triangle, specifically Charles Berlitz and Richard Winer, propagated the myth of the vessel's "mysterious" sinking.


Jefferson (yacht)

Jefferson was the first American yacht. She was owned by George Crowninshield Jr. The yacht was primarily a pleasure craft, but she also fulfilled other purposes, including that of a rescue vessel, a privateer during the War of 1812, and a fishing boat.
History.
"Jefferson" was the first American boat designed specifically to use as a yacht. The yacht was constructed in Salem in 1801 for Crowninshield. She was christened "Jefferson," named after the new U.S. President Thomas Jefferson. The next yacht of record was "Diver", made for John Cox Stevens in 1802. The following yachts were "Trouble", "Wave," "Onkahie," "Ginicrack," and "Maria." "Jefferson" proved herself to be a vessel that traveled well on the water. The infamous "Cleopatra's Barge" was built in 1816, some fifteen years after "Jefferson" was constructed.
"Jefferson" was originally rigged as a schooner and later was a sloop. The length of the sloop yacht was 35 feet 10 inches and her beam was 12 feet 4 inches. The yacht's depth was 6 feet and she had a tonnage of 22 American tons burden. Christopher Turne, a Salem shipwright, was the yacht's builder. She was launched March, 1801, from Turne's place where he made boats at Union Wharf. Crowninshield used "Jefferson" in Massachusetts Bay (then known as Salem Bay). The pleasure yacht was built for safety and comfort. The first American yacht for over a decade was enjoyed by Crowninshield and his family. He kept the boat stocked with provisions for everyone's enjoyment. One of Crowninshield's passions was that after a storm he would go out into Massachusetts Bay with the vessel and look for boats in trouble that needed help.
Crowninshield was a firm believer in the policy of striking the enemy's vessels on the water first before they could do any damage. The family was among the first to fit out boats as privateers in the War of 1812. "Jefferson" was one of three such boats sent out by them. The other two were "American" and "John." "Jefferson" was the second privateer commissioned in the war, and brought in the second prize, the schooner "Nymph". She carried a crew of 30 men, a large number for a vessel 36 feet long; after one voyage it was decided she was too small for the work. Upon the death of Crowninshield, "Jefferson" was sold by the family in 1815 and became a fishing vessel. The yacht was useful for this purpose for many years. The yacht then belonged to Captain John Crowninshield Very of Marblehead, Massachusetts, and later to Caleb Johnson of Nahant, Massachusetts.


USNS Sgt. Archer T. Gammon (T-AK-243)

USNS "Sgt. Archer T. Gammon" (T-AK-243) was a built at the end of World War II and served the war and its demilitarization as a commercial cargo vessel. From 1946 to 1950 she served the U.S. Army as a transport named USAT Sgt. "Archer T. Gammon". In 1950 she was acquired by the United States Navy and assigned to the Military Sea Transportation Service. In 1973 she ended her career and was struck and scrapped.
Victory ship built in California.
"Sgt. Archer T. Gammon" was laid down under U.S. Maritime Commission contract as "Yale Victory" (MCV hull 725) on 13 December 1944 by the Permanente Metals Corporation, Richmond, California; launched on 31 January 1945; sponsored by Mrs. Richard W. Owens; and delivered to the U.S. Maritime Commission's War Shipping Administration (WSA) on 24 February for operation by the Olympic Steamship Company.
U.S. Army service.
On 18 June 1946, "Yale Victory" was transferred to the U.S. Army and commenced operations between San Francisco, California, and the Far East. Six months later, she changed her home port to Seattle, Washington; and, 31 October 1947, she was renamed "Sgt. Archer T. Gammon". Two years later, the Military Sea Transportation Service (MSTS) was established; and, in March 1950, the cargo ship was transferred to the Navy for use in that organization and was placed in service as USNS "Sgt. Archer T. Gammon" (T-AK-243).
Service with the MSTS.
During the early 1950s, she operated out of Seattle to Japan, Korea and Alaska. After the end of the Korean War, her range was extended. In the mid and late 1950s, she operated out of San Francisco to central and western Pacific Ocean ports and, during the periods of conflict in the Middle East, to Caribbean and western and eastern Atlantic Ocean areas.
In 1961, administrative control of the ship was transferred to MSTS, Atlantic, at New York City; and, since that time, "Sgt. Archer T. Gammon" continued to carry cargo for the Navy's transportation service, since renamed the Military Sealift Command, until the spring of 1973 when she was transferred to the U.S. Maritime Administration for disposal
Decommissioning.
Her name was struck from the Navy List on 1 May 1973, and her hulk was sold to Chi Shun Hua Steel Co., Ltd., of Kaohsiung, Taiwan, on 19 November 1973.
Honors and awards.
Qualified vessel personnel were eligible for the following:


SS Charles W. Wetmore

The SS "Charles W. Wetmore" was a whaleback freighter built in 1891 by Alexander McDougall's American Steel Barge Company shipyard in Superior, Wisconsin, USA. She was named in honor of Charles W. Wetmore, a business associate of Alexander McDougall, officer of the shipyard, and associate of the Rockefeller family.
Construction and equipment.
The "Wetmore" was built in 1891 as hull #112 of the American Steel Barge Company works.
The "Wetmore" was long with a beam of and a draft and gross tonnage of 3,000. Her power was a single steam engine, but she also had four jury masts with sails for emergency use. As typical for freight whalebacks, there was a small turret at the bow which had anchor hoisting machinery and other equipment. Three turrets at the stern raised the stern cabin and pilothouse off the hull. Her single stack exited through one of the turrets. A typical crew complement was 22.
Operating history.
The "Wetmore" was the first whaleback to operate outside the Great Lakes, when in June 1891, as a way to promote the whaleback design, she was sent to London and Liverpool, England, carrying a cargo of 95,000 bushels of grain. This required traversing the rapids of the Saint Lawrence River as she was too big to fit through the locks of the time, and was therefore practically a one-way journey. After her visit to England, where she reportedly caused a "sensation" she returned to New York and loaded machinery and equipment there and in Philadelphia. She then sailed to Everett, Washington, via Cape Horn. Her journey was covered in the Puget Sound local press. The equipment was to be used to start a new shipyard, The Pacific Steel Barge Company, and to outfit a nail mill and iron smelter.
Her designer, Alexander McDougall arrived in Everett in early December, in advance of her arrival. When almost there, she lost her rudder (it had gradually been coming unriveted since the Galápagos Islands according to her captain) and she had to be towed in by the SS "Zambezi" out of Hong Kong. As was typical marine salvage practice at the time, the owners of the "Zambezi" filed a salvage claim for one third the value of the ship and cargo. She was nevertheless received with great enthusiasm by the local townsfolk.
Her career was short: she ran aground on 8 September 1892 in fog off Coos Bay, Oregon while carrying a load of coal from Tacoma, Washington bound for San Francisco. Salvage attempts were frustrated due to bad weather, and the vessel was abandoned. Meanwhile the Pacific Steel Barge Company yard, founded with the equipment she brought, built the SS "City of Everett". No other whalebacks were built by the shipyard.
External links.
Historic photographs from the collections of the University of Washington:


SS Abraham Clark

SS "Abraham Clark" (Hull Number 75) was a Liberty ship built in the United States during World War II. She was named after Abraham Clark, a signer of the Declaration of Independence from New Jersey.
The ship was laid down by the California Shipbuilding Corporation, Terminal Island, Los Angeles on 3 December 1941, then launched on 2 April 1942. She took part in operations supporting the invasion of Normandy in June 1944.
The ship survived the war and was sold into private ownership in 1947. However, in 1959, the ship was wrecked off Grays Harbor in Washington and subsequently scrapped.


Intrepid-class ship of the line

The "Intrepid"-class ships of the line were a class of fifteen 64-gun third rates, designed for the Royal Navy by Sir John Williams. His design, approved on 18 December 1765, was slightly smaller than Sir Thomas Slade's contemporary "Worcester" class design of the same year, against which it was evaluated competitively. Following the prototype, four more ships were ordered in 1767–69, and a further ten between 1771 and 1779.


USS Algorab (AKA-8)

USS "Algorab" (AKA-8) was laid down as Mormacwren, one of the earliest Maritime Commission type C2 ships (MC hull 20), on 10 August 1938 by the Sun Shipbuilding & Drydock Co., Chester, Pennsylvania as hull 177 for Moore-McCormack. "Mormacwren" was acquired by the United States Navy 6 June 1941, commissioned 15 June 1941 as USS "Algorab" (AK-25) and was redesignated an attack transport on 1 February 1943 with the hull number chanted to AKA-8. "Algorab" decommissioned on 3 December 1945 and was delivered to the Maritime Commission on 30 June 1946 for disposal, purchased by Wallem & Co. on 4 April 1947 for commercial service.
"Algorab" served in the Atlantic with voyages to Iceland and the Caribbean until transporting Army troops to the Pacific in 1942 and remaining there with the exception of returning for the landings in North Africa.
Construction and design.
"Mormacwren" was one of six C2 type motor ships, the first being , built at Sun designed as cargo liners with capacity for twelve passengers in staterooms with bath and a design speed of . "Mormacwren" was launched on 15 June 1939 sponsored by Miss Barbara Ann Moore, the fourteen-year-old daughter of Moore-McCormack Lines' President.
The design specifications for the six ships were for length overall of , length between perpendiculars , molded beam of , depth to shelter deck of and loaded draft of . Cargo capacity was for with loaded displacement of and cargo deadweight of . With fuel capacity of cruising range was approximately at a normal speed of . The hull was a full shelter deck type with seven transverse water tight bulkheads, five holds, three forward and two aft of the engine spaces with by hatches except for #1 at in length and #3 which was in length. Holds were served by booms and 50 horsepower electric winches on six king posts. The four story deck house had quarters for officers and six staterooms with private baths on the bridge deck for twelve passengers. Crew spaces were on the shelter deck level of the deck house.
Propulsion was by a direct connected, four cylinder, double opposed piston Sun-Doxford diesel developing 6,000 shaft horsepower at 92 revolutions on the single diameter, pitch screw. Piston bore was and combined stroke of . At the time this was the most powerful marine diesel built in the United States and was capable of operating two hours under 25% overload for 7,500 horsepower. Exhaust heat, or oil for port or emergencies, drove a steam generator providing steam for cooking, heating and hot water services. Three 250 kilowatt diesel generators provided electrical service.
Navy acquisition.
On 4 June 1941 the Maritime Commission, Division of Emergency Shipping, announced negotiated acquisition of twenty-eight vessels of which twenty-one were to be turned over to the Navy, "Mormacwren" being one, and seven to be turned over to the Army. "Mormacwren" was delivered to the Navy on 6 June 1941 with conversions made at the Boston Navy Yard. On 15 June 1941 the ship was commissioned as USS "Algorab" (AK-25), named for a star in the constellation Corvus, at Boston, Massachusetts with Commander Thomas B. Inglis in command. On 1 February 1943 "Algorab" was reclassified as an attack cargo ship, hull number AKA-8. She served as a commissioned ship for 4 years and 5 months.
Service history.
1941.
Following her commissioning, the cargo ship held shakedown along the East Coast. On 4 October, she proceeded to Little Placentia Harbor, Newfoundland. There she joined an Iceland-bound convoy, sailed on 12 October, and reached Hvalfjörður on 9 November. After discharging her cargo, the ship returned to New York City, where she underwent repairs and alterations. She got underway again on 6 December and steamed to Norfolk.
1942.
On 5 February 1942, "Algorab" sailed to the Caribbean with general cargo on board. She stopped at St. Thomas, U.S. Virgin Islands; San Juan, Puerto Rico; and Guantanamo Bay, Cuba. After loading raw sugar in Cuba, the ship carried it to Baltimore. She moved to New York City shortly thereafter and embarked Army troops for transportation to the South Pacific. She transited the Panama Canal; made port calls at San Diego and San Francisco, California; then continued on to Nukualofa, Tongatapu. "Algorab" reached Nukualofa on 27 June; then retraced her course to San Francisco; and, upon her return, began a period of repairs.
"Algorab" left San Francisco on 9 August bound via the Panama Canal for Norfolk. While conducting a tactical maneuver in convoy on 11 September, she collided with and suffered extensive damage in the forepart of the ship. Twenty-three feet of her bow was sheared off and one of her bulkheads buckled. One of her crewmen was killed. However, the ship was able to continue unassisted and reached Norfolk on 13 September.
Her repairs completed on 7 October, "Algorab" loaded and proceeded in company with Transport Division (TransDiv) 5 to Mehdia, French Morocco. She was scheduled to take part in the landings in North Africa. These began on 8 November, and "Algorab" provided landing boats for assault troops. Ten days later, after completing her role in the successful invasion, she left the area on 18 November bound for Norfolk, where she arrived on 30 November. She underwent a brief period of repairs, then sailed on 17 December for the South Pacific.
1943–1944.
"Algorab" reached Nouméa, New Caledonia, on 18 January 1943 and discharged her cargo. On 1 February, the ship was reclassified an attack cargo ship and redesignated AKA-8. She spent the period between January and June supporting consolidation operations in the southern Solomon Islands. "Algorab" made a total of five voyages between New Caledonia, Espiritu Santo, and Guadalcanal or Tulagi.
On 30 June, "Algorab" took part in the landings on Rendova Island. While retiring to Tulagi that afternoon, her convoy was attacked by Japanese torpedo bombers. Her gunners assisted in the destruction of five enemy planes, and the attack cargo ship proceeded to Tulagi. From 1 July to 17 August, she made more voyages carrying troops and equipment between Guadalcanal; Hollandia, New Guinea; New Caledonia; and Espiritu Santo.
"Algorab" sailed for Australia, on 22 August, arrived at Sydney on the 25th, and began repairs to her main engine. On 15 September, the attack cargo ship sailed to Newcastle, Australia, for amphibious warfare training exercises. After they were completed, she sailed to Moreton Bay, Australia, and remained at anchor there until 22 November. On that date, the ship entered drydock at Brisbane for a major overhaul.
"Algorab" got underway for the West Coast on 5 September 1944, under tow and operating on reduced power. She reached San Francisco on 30 September for major engine repairs and hull alterations at the Moore Dry Dock Company, Oakland, California.
1945.
She left drydock on 30 January 1945 and, following engine trials, sailed on 5 February en route to Leyte, Philippines. The ship paused at Eniwetok to join a convoy; put in at Leyte on 4 March; and, upon her arrival, began onloading ammunition, vehicles, and provisions earmarked for the Ryukyus campaign.
"Algorab" sailed with TransDiv 37 on 27 March, arrived off Okinawa on 1 April, and sent off her boats at 0600. Her cargo was completely unloaded by 9 April, and "Algorab" sailed that day for Hawaii. She made a brief stop in Saipan, reached Pearl Harbor on 24 April, and underwent another period of engine repairs before the vessel sailed on 10 May for San Francisco.
Upon her arrival, on 18 May, "Algorab" received repairs at the General Engineering & Drydock Co. which continued through October. On 14 October, preparations were begun for deactivation. "Algorab" was decommissioned on 3 December, and her name was struck from the Navy List on 19 December.
"Algorab" won four battle stars for her World War II service.
Return to commercial service.
"Algorab" was declared surplus and returned to the Maritime Commission on 30 June 1946 for layup at Suisun Bay awaiting sale. The ship was sold to Wallem & Co. on 4 April 1947 for merchant service and later renamed "Kamran", "Mongala", and "Hellenic Sailor". She was scrapped in 1973.


Atlantis Submarines

Atlantis Submarines is a Canadian passenger submarine company. The company currently has 12 submarines and operates undersea tours in Grand Cayman, Barbados, Aruba, Guam, St. Thomas, Cozumel and in Hawaii at Kona, Maui and Oahu.
In order for passengers to reach the submarine they board a shuttle ferry, then they enter the submarine via steep stairs. When the submarine goes down they see corals, sunken ships, treasures, and fish through large viewports. When the submarine ride is finished the passengers are returned by the ferry to shore where they are given dive certificates. Some 12 million passengers have taken the Atlantis submarine tour to date.
The Atlantis XIV, which sails from Waikiki Beach, Hawaii, accommodates 64 passengers and is the world's largest passenger submarine.
History.
Atlantis was founded by current president and CEO Dennis Hurd, a former designer of submersibles for North Sea oil rigs, with USD $3 million borrowed from friends and relatives. The company launched the world's first commercial passenger submarine tours in Grand Cayman in 1986. It has since serviced about 12 million passengers.
Areas of operation.
There are three main areas of operations:
Pacific (Guam).
The novelty of riding a submarine to explore the underwater world of Guam is facilitated by Atlantis Submarines Guam. Managed by Atlantis Guam Inc., the Atlantis V is a 65 foot air conditioned submarine that can carry up to 48 passengers. The tour takes off in a passenger boat in Apra Harbor and explores the marine life in the GabGab reef. The reef has corals that were formed over 1,800 years ago. Varieties of fish that can be seen are moorish idol, unicorn fish, spade fish, sea turtle, giant trevally, clownfish, surgeon fish, and occasionally sharks. Other highlights of the tour are diving to depths of 45 meters and curtain of air bubbles as the submarine ascends to the surface.
Environmental initiatives.
Atlantis has taken many actions to help restore the marine environment in Waikiki. One of the most prominent efforts is the artificial reef development program which attempts to increase biomass of fish, coral and other marine life. The man-made reef at Waikiki consists of two sunken ships, two sunken airplanes and several other reef structures designed in collaboration with the University of Hawaii. The company claims that its environmental initiatives have already helped reverse the situation of declining fish stocks in Waikiki.


SS Hawaiian Merchant


SS Cardinal Gibbons

SS "Cardinal Gibbons" was a Liberty ship built in the United States during World War II. She was named after Cardinal Gibbons, an American prelate of the Catholic Church. He served as Apostolic Vicar of North Carolina from 1868 to 1872, Bishop of Richmond from 1872 to 1877, and as ninth Archbishop of Baltimore from 1877 until his death in 1921. Gibbons was elevated to the rank of cardinal in 1886.
Construction.
"Cardinal Gibbons" was laid down on 8 September 1942, under a Maritime Commission (MARCOM) contract, MCE hull 920, by the Bethlehem-Fairfield Shipyard, Baltimore, Maryland; she was sponsored by Mrs. N.J. Nelligan, the sister-in-law of Monsignor Nelligan of the Baltimore Cathedral, and was launched on 10 October 1942.
History.
She was allocated to Marine Transport Lines, Inc., on 23 October 1942. On 29 October 1948, she was laid up in the James River Reserve Fleet, Jones Point, New York. On 13 October 1949, she was laid up in National Defense Reserve Fleet, Beaumont, Texas. On 14 October 1957, she was laid up in National Defense Reserve Fleet, Mobile, Alabama. On 2 November 1970, she was sold for scrapping to Union Minerals & Alloys Corp., for $41,137. She was removed from the fleet on 23 November 1970.
Bibliography.


SS Nikkin Maru

Nikkin Maru (日錦丸) was a 5,587-ton Japanese troop transport during World War II, which sank on 30 June 1944 with great loss of life.
"Nikkin Maru" was originally built in January 1920 as the "West Ivan" by the J. F. Duthie & Company in Seattle for the United States Shipping Board Merchant Fleet Corporation. Renamed "Golden West" in 1928 and "Canadian" in 1937, she was confiscated by the Japanese in 1941 and renamed "Hokusei Maru" and finally "Nikkin Maru".
On 30 June 1944, "Nikkin Maru" was transporting around 3,200 men of the Japanese 23rd Army from Korea to Japan. The unescorted "Nikkin Maru" was discovered by the US submarine and torpedoed and sunk in the Yellow Sea off Mokpo, Korea, at position 35°05´N, 125°00´E.
Probably all soldiers and crew members drowned, making the sinking of "Nikkin Maru" one of the worst maritime disasters in World War II.


Stena Paris

The vessel Stena Paris is a chemical tanker owned and operated by CM P-Max 1 Ltd. The cargo ship was built in 2005 in Brodosplit Shipyard, Croatia. The vessel has deadweight of 65,125 DWT and gross tonnage of 36,064. The chemical tanker "Stena Paris" is large and has improved capacity for cargo on board. The net tonnage is 36,064 NT and on board there are 10 cargo tanks with capacity for 70,200 cub m.
Ship Engineering.
The ships main engines are two MAN B&W 6S46MC-C with total power of 21.000 hp. In addition on board there are four diesel generators MAN B&W 7L23/30H, which support the propulsion system and cargo handling equipment.
The cargo system consists of 10 cargo deepwell pumps. All of the pumps have capacity 800 cubic meters per hour. The heating system on board contains 3 heating coils SS SUS316L.
Ships News.
This year on 6 August 2014 the crew of "Stena Paris" entered into the news by saving an elderly Swedish couple from their dismasted yacht near the Cook Islands. The Rescue Coordination Centre New Zealand (RCCNZ) detected a beacon alert from the yacht Blue Horizon. The couple, a 69-year-old woman and 70-old-man, feared the broken mast would hole the hull. The chemical tanker was close to the accident and saved the two seafarers.


Cap San Lorenzo

The Cap San Lorenzo is a container ship based out of Portugal. It was built in 2013 and is operated by Hamburg Süd..
Operational history.
On the morning of April 23, 2015 "Cap San Lorenzo" ran aground near Flushing, Netherlands in the North Sea on a sandbar while en route from Antwerp to Le Havre. Initial attempts to refloat the Cap San Lorenzo failed due to fog and low tide. A second attempt with the aid of four tugs was successful later on April 23. No reports of injuries to the 29 crew on board, as well as no damage or pollution released. "Cap San Lorenzo" proceeded to an anchorage off Ostend where divers conducted a survey before allowing the vessel to proceed on its voyage. The vessel arrived at Le Havre, France without incident.
On December 5, 2016 of cocaine was found on board prior to leaving Santos, Brazil. The container was located with chocolates, which was to be sent to Rotterdam, Netherlands. It is unclear whether the drugs were smuggled into the container while on board the vessel or when the container was at port. The "Cap San Lorenzo" remained in port in Brazil until December 7 while the investigation continued. As of February 2018 no arrests have been made pertaining to the case.


Tanjung Tualang Tin Dredge No. 5

The Tanjung Tualang Tin Dredge No. 5 or TT5 is a former tin mining dredge in Batu Gajah, Kinta District, Perak, Malaysia.
History.
The dredge was built in England, the United Kingdom in 1938 by F.W. Payne & Son, a major dredge engineering company at that time. It was built for the Southern Malayan Tin Dredging Ltd., a company formed in 1926 which operated 6 dredges in total in Batu Gajah and Tanjung Tualang. TT5 was used for 44 years until 1982 when the Malaysian tin industries declined due to the falling world's tin price, exhausted tin deposits and high operating cost. In 2012, the facility was closed due to water leakage. Starting January 2015, the area is undergoing a MYR8.5 million renovation for 2 years which is carried out by Mentri Besar Incorporated.
Technical details.
The dredge weights 4,500 tons. It is supported by a floating dock with 75 meters in length and 35 meters in width and 3 meters in depth.
Opening time.
The facility is opened everyday from 8:30 a.m. to 6:00 p.m.


SS Western Front

USS "Western Front" (ID-1787) was a steel-hulled cargo ship which saw service as an auxiliary with the United States Navy in World War I. Initially named Martha Washington, she was laid down for mercantile service as Nikkosan Maru, but following America's entry into the war, was requisitioned by the United States Shipping Board and commissioned into the U.S. Navy as the supply ship USS "Indiana. This name was also quickly dropped however, in favour of USS "Western Front.
"Western Front" completed several supply missions to France during the war. After decommissioning, she was placed into merchant service as SS "Western Front". Less than two years later, the ship was lost in a maritime accident off Bishop Rock, United Kingdom.
Construction and design.
"Western Front" was initially given the name "Martha Washington" by the builder, the Skinner & Eddy Corporation of Seattle, Washington, but was eventually laid down, on 25 May 1917 at the company's Plant No. 1, as "Nikkosan Maru" for the Japanese company Mitsui.
On 3 August 1917, in an emergency wartime measure, the United States Shipping Board requisitioned all vessels of over 2,500 deadweight tons currently under construction in the United States, and "Nikkosan Maru" thus passed into the ownership of the U.S. government. The ship was launched on 15 September and completed 20 October, having spent a total of 150 days (122 working days) under construction. After completion, the vessel was renamed "Indiana".
"Indiana" had a design deadweight tonnage of 8,800, and a gross register tonnage of 5,742 tons. The ship had an overall length of 423 feet 9 inches, a beam of 54 feet and a draft of 24 feet 2 inches. She was powered by a Curtis geared turbine driving a single screw propeller, delivering a service speed of about 11.5 knots.
These specifications are identical to those of the later USSB Design 1013 standard, a design originating from the Skinner & Eddy Corporation itself, and it is likely that "Indiana" was similar if not identical to the 1013s later produced by the company. However, "Indiana" was never formally designated a Design 1013. For wartime service, the ship was fitted with one 4"/50 caliber and one 6-pounder gun.
Service history.
U.S. Navy service, 1918-1919.
Following her completion, "Indiana" steamed to the East Coast where she was inspected by the Navy on 16 September and acquired shortly thereafter. On 11 May 1918, the vessel was placed into commission for operation with the Naval Overseas Transportation Service (NOTS) as USS "Indiana" (ID 1787), but within a few days, her name was changed again, to USS "Western Front". The ship would retain the name "Western Front" for the remainder of her brief career. Her first commander was Lt. Comdr. John Burns, USNRF.
Taking on board a cargo of steel rails, ordnance equipment, and ten locomotives, "Western Front" began her first passage to France on 17 May, but on the 23rd suffered a collision in convoy which sank the British cargo ship "Clan Matheson". "Western Front" survived the collision, but was too badly damaged to continue the voyage and was forced to return to New York for temporary repairs. On 6 June she resumed the passage to France, arriving at St. Nazaire on the 22nd and discharging her cargo there. She then returned to New York, where she was drydocked at Robbins Drydock, Brooklyn, for more permanent repairs.
"Western Front" subsequently made four more voyages carrying cargoes for NOTS to the French ports of Bordeaux, La Pallice, Quiberon, and Brest. On one run in the spring of 1919, she delivered 26 Army tanks to New York. Returning from the last of these voyages on 2 August 1919, Western Front was decommissioned on 15 August at Newport News, Virginia and returned to the Shipping Board on the same day.
Loss in merchant service.
"Western Front" was subsequently placed into mercantile service as SS "Western Front". Her career was not to last much longer however. On 23 June 1921, "Western Front" departed Jacksonville, Florida bound for London and Hamburg with a cargo of naval stores, rosin and turpentine. On 11 July, about 10 miles south of Bishop Rock, Isles of Scilly, a fire broke out which could not be contained and an explosion occurred. Most of the crew were rescued by the steamer "British Earl".


SS Knox Victory


SS Lindenwood Victory


Wind Star (ship)

The MSY "Wind Star" is a motor sailing yacht, sailing as a cruise ship for Windstar Cruises. She is one of an unusual class of only three vessels (MSY "Wind Star", msy "Wind Spirit" and msy "Wind Song"), designed as a modern cruise ship but carrying an elaborate system of computer-controlled sails on four masts.


Evergreen G-class container ship

The Evergreen G-class is a series of 11 container ships built for Evergreen Marine. The maximum theoretical capacity of these ships is in the range of 20,124 to 20,388 twenty-foot equivalent unit (TEU).
History.
The ships were built by Imabari Shipbuilding in Japan. On 30 March 2018 the first ship was delivered. The ship had a capacity of 20,338 TEU.
In 2019, Evergreen announced it would be putting scrubbers on many of their ships in order to lower polluting emissions. "Ever Glory" and all newer ships were built with scrubbers already installed. These scrubbers take up a considerable amount of space and the resulting capacity of these ships is slightly reduced to 20,160 TEU. The previous ships that did not have scrubbers when they were built had them retrofitted. This has reduced their capacity to 20,124 TEU.
Accidents and incidents.
On 9 February 2019, the "Ever Given" collided with the ferry "Finkenwerder", which was docked at a wharf on the river Elbe at the time. The "Finkenwerder" was heavily damaged.
In March 2021, "Ever Given" ran aground and blocked the Suez Canal for 6 days. The ship was freed but is currently being held in the Great Bitter Lake over a 900 million dollar compensation claim by the Suez Canal Authority.


Arosa Kulm

SS "Arosa Kulm" was a passenger ship which was launched at Hog Island, Pennsylvania in 1919 and completed in 1920.
"Arosa Kulm" started as the U.S. Army Transport "Cantigny", a 7,555-gross register ton troopship with a speed of and was sold in 1923/1924 to commercial transatlantic freight and passenger transport as "American Banker". In 1940 the ship was transferred to a Belgian shipping company as "Ville d'Anvers" together with seven other idle American ships and was the only one of the eight ships to survive World War II to re-enter passenger service in 1946 with 200 berths as "City of Athens". In 1947 as "Protea" and refitted with berths for over 965 persons. the accommodations were probably the worst of any ship of that time. In 1952 the accommodations were adjusted to 900 and she was renamed "Arosa Kulm" after being sold to Panama's Arosa Line.
Australia was visited four times by "Arosa Kulm".
In addition to serving immigrants, "Arosa Kulm" was chartered by American Field Service, an exchange organization bringing numerous exchange students between Europe and the U.S.
"Arosa Kulm" was scrapped at Bruges in Belgium in 1959.


HMS Duncan (F80)

HMS "Duncan" was the fifth RN ship named after Admiral Adam Duncan. She was a of the Royal Navy that served in the Cod Wars.
Service.
From her first commissioning in 1958 until 1965 "Duncan" was the leader of the Fishery Protection Squadron. She was involved in the First Cod War between United Kingdom and Iceland over fishing rights, intervening between the Icelandic coastguard and British trawlers.
She was an escort to the royal yacht in August 1960. Between 1960 and 1962 her captain was George Cunningham Leslie. In 1964 "Duncan" fired the salute at the opening of the new Forth Road Bridge. She was given the Freedom of the city of Hull for the part the vessel played in the Cod Wars. In 1966 she completed an extensive modernisation at Rosyth Naval Dockyard and in the following year attended Portsmouth Navy Days.
Sir Robin Knox-Johnson, who in 1968 was the first person to perform a single-handed non-stop circumnavigation of the Earth while also winning the Sunday Times Golden Globe Race, was a watch-keeping and communications officer on "Duncan" from January to April of that year.
In 1970 "Duncan" was again present at Portsmouth Navy Days, by this time she was part of the Portland Training Squadron. On 2 April 1971, "Duncan" paid off from the Portland Training Squadron.
During the early 1980s, "Duncan" served alongside the frigate as harbour training ship at Rosyth Dockyard for the marine engineering artificer apprentices from the shore base HMS "Caledonia".


HMS Forth (P222)

HMS "Forth" is a Batch 2 offshore patrol vessel in active service with the Royal Navy. Named after the River Forth, she is the first Batch 2 River-class vessel to be built. She was commissioned into the Royal Navy on 13 April 2018, following a commissioning ceremony at her homeport HMNB Portsmouth. As of January 2020, she replaced HMS "Clyde" as the Falklands Patrol ship.
Construction.
On 6 November 2013, it was announced that the Royal Navy had signed an agreement in principle to build three new offshore patrol vessels based on the "River"-class design similar to the larger derivative built at a fixed price of £348 million, including spares and support. In August 2014, BAE Systems signed a contract to build the ships on the River Clyde in Scotland. The ships, which were designated Batch 2 of the "River"-class, were to be globally-deployable and capable of carrying out constabulary tasks, such as counter-terrorism, counter-piracy and anti-smuggling. As the first ship of the new batch, "Forth", included some 29 modifications and enhancements over the baseline "Amazonas" design.
Steel was first cut for "Forth" on 10 October 2014 at BAE Systems' Govan shipyard in Glasgow. She was launched in September 2016, being floated off a semi-submersible barge in the Clyde rather than receiving a traditional dynamic launch. After launch, she was moved down the Clyde for fitting out at BAE Systems' Scotstoun shipyard. She was christened at a ceremony at Scotstoun on 9 March 2017. In late March 2017, it was announced that the crew of Batch 1 vessel would be transferred to "Forth" to bring her into service.
On 31 August 2017, "Forth" sailed for contractor sea trials. It was reported in October 2017 that "Forth" had been earmarked to replace as the Falkland Islands guardship.
It was announced on 25 January 2018 that "Forth" had been accepted by the Ministry of Defence from BAE Systems and would shortly sail to HM Naval Base Portsmouth for commissioning. She arrived in Portsmouth for the first time on 26 February 2018.
Operational history.
Commissioning and early faults.
"Forth" was commissioned into the Royal Navy on 13 April 2018 following a ceremony at HMNB Portsmouth.
Soon after her commissioning, some faults were identified with her electrical system and sheared bolts were also discovered with heads that had been glued back on. In June 2018, it was announced that "Forth" would be entering dry dock for major rectification work which was likely to take more than three months. The Royal Navy reactivated to cover planned patrols by "Forth" with BAE Systems covering the additional costs. In October, Anderson Smith, BAE Systems Commercial Director – Naval Ships, admitted that "minor defects" had been found but announced that they had since been fixed.
In June 2019, "Forth" underwent Operational Sea Training in British waters in preparation for her first operational deployment. She later sailed from Liverpool to escort a Russian Navy patrol ship which was transiting through the UK's area of interest. She then made her inaugural fishery protection patrol and her first visit to an overseas port, which was to Gibraltar before, once again, escorting the same Russian ship through the English Channel.
Falkland Islands.
On 13 January 2020, "Forth" arrived at the East Cove Military Port in the Falkland Islands on her first operational deployment, taking over from her older sister ship "Clyde" as the permanently-stationed guardship. Prior to her arrival, she exercised with Royal Air Force Typhoon FGR4 interceptors to trial how the platforms could operate together. As part of her deployment, "Forth" was on standby to assist the island's authorities in anything from ceremonial events to emergencies. Her support also extended to the nearby South Georgia and South Sandwich Islands. The arrival of "Forth" stoked the ongoing Falkland Islands sovereignty dispute between the UK and Argentina with Argentina's Secretary of the Malvinas, Antarctica and the South Atlantic Islands, Andres Dachary, condemning the deployment as a violation of the South Atlantic Peace and Cooperation Zone. On April 21, 2021, "Forth" traveled to the island of Tristan da Cunha and delivered enough of the Oxford–AstraZeneca COVID-19 vaccine for the island's entire population to be completely vaccinated.


SS Keltier

SS" "Keltier was a Belgian cargo ship that was torpedoed by in the Atlantic Ocean while she was travelling from Milford Haven, Wales, United Kingdom, to New York, United States, in ballast.
Construction.
"Keltier" was constructed in 1913 with yard no. 282 at the Thompson Robert & Sons Ltd. shipyard in Sunderland, United Kingdom. She was completed in 1913 and sailed under the Belgian flag until her sinking in 1918.
The ship was long, with a beam of . The ship was assessed at . She had a triple expansion steam engine driving a single screw propeller.
The 1916 incident.
On 7 December 1916, SS "Keltier" was torpedoed by in the Atlantic Ocean, west of the Isles of Scilly, United Kingdom. She was badly damaged but remained afloat long enough to reach safe waters. She was then towed to Falmouth, Cornwall, where she was beached at the East side of the harbour entrance. She was repaired shortly after and returned to service on 12 December 1916. There were no casualties.
The sinking.
"Keltier" left Milford Haven on 29 September 1918 for New York in ballast in a convoy. She was last seen leaving the convoy on 1 October 1918. The following day, "Keltier" was struck by a torpedo from in the North Atlantic. The 25 crew members took to the lifeboats and left the ship, but were never heard from or seen again.
Wreck.
The wreck lies at in the North Atlantic.


MV Farah III

MV "Farah III" was a general cargo ship built in 1981. She was registered in Jordan and owned by Salam International Transport & Trading Co.
Fate.
In December 2006, "Farah III" was en route from India to South Africa with a cargo of rice when she suffered engine trouble off the east coast of Sri Lanka. The crew sent out a distress signal and dropped anchor near the town of Mullaitivu, an area held by the militant rebel faction Liberation Tigers of Tamil Eelam (LTTE). On December 23, the ship was boarded by members of LTTE's naval wing, the Sea Tigers. According to the crew, the rebels ordered them to raise the anchor, after trying and failing to blow up the anchor cable, then forced them into smaller boats. The Tigers later denied this account, insisting that were only helping the crew, who were delivered safely to the Red Cross. However, the drifting ship subsequently ran aground, and its owner, Salam International, reported some months later that the "Farah III" had been stripped bare by the LTTE; not only had 14,000 metric tons of rice been taken, but also equipment such as lights and generators. Salam International also reported that they had been unable to secure safe passage for the insurance company and surveyors to visit the ship.
Capture by the Sri Lanka Army.
On May 14, 2009, just days before government forces declared victory over the rebels and an end to the Sri Lankan Civil War, troops of the 58 Division captured the grounded ship, which was being used by the Sea Tigers as their operational centre.


HMM Algeciras

HMM Algeciras is the world's largest container ship as of 2020. Built by Daewoo Shipbuilding & Marine Engineering in South Korea. She is wide and long. The ship has a capacity of 23,964 TEU. "HMM Algeciras" is registered in Panama and operated by HMM Co Ltd..


SS N. Y. U. Victory

SS "N. Y. U. Victory" was a Type C2 Victory ship-based VC2-S-AP2 troop transport built for the U.S. Army Transportation Corps late in World War II. Launched in May 1945, it saw service in the European Theater of Operations in the immediate post-war period repatriating U.S. troops.
After being laid up in the U.S., SS "N. Y. U. Victory" was purchased by Argentinian shipping line Empresa Líneas Marítimas Argentinas and renamed "Cordoba". She was scrapped at Campana in March of 1972.
History.
Construction and operation.
SS "N. Y. U. Victory" was laid down 26 March 1945 as a U.S. MARCOM Type C2 ship-based VC2-S-AP2 hull by Bethlehem-Fairfield Shipyard of Baltimore, Maryland. Launched 26 May 1945, she was then converted into a dedicated troopship, and delivered to the War Shipping Administration on 23 June 1945.
World War II.
Units transported.
Units transported by the SS "N. Y. U. Victory" include:
Post-war.
After being briefly laid up in the U.S., SS "N.Y.U. Victory" was purchased by Argentinian shipping line Empresa Líneas Marítimas Argentinas and renamed "Cordoba". She was scrapped at Campana in March of 1972.
References.


Musquito-class floating battery

The "Musquito" class was a Royal Navy class of two 4-gun floating batteries built to a design by Admiral Sir Sidney Smith specifically to serve with his squadron in French coastal waters. Both were named and ordered under Admiralty Order 26 May 1794.
Design and construction.
Smith had the two vessels built with tapered, flat-bottomed hulls, so that they could go into shallow waters. For stability he had them fitted with three Shank sliding or drop keels (actually removable centreboards). Two of the keels were parallel and forward and the third was aft. (The Shank keels were the invention of naval architect Captain John Schank.)
Wells & Co. built both vessels at Deptford Dockyard in 1794 and launched them there that same year.
Deployment.
"Musquito" was based at the St Marcou islands and "Sandfly" was based at Jersey. After the loss of "Musquito", "Sandfly" moved to St Marcou.
Ships.
"Musquito".
"Musquito" was commissioned in May 1795 under Lieutenant William McCarthy. A gale blew her out of the anchorage at the St Marcou islands and wrecked her on the French coast on 20 June 1795, with the loss of five lives, including McCarthy.
"Sandfly".
 participated in the Battle of the Îles Saint-Marcouf in 1798. She was paid off 1802 and broken up in 1803.
Citations and references.
Citations
References


CMA CGM Jules Verne

CMA CGM Jules Verne (IMO 9454450) is an Explorer-class container ship built for CMA CGM. It was originally named after Chinese admiral and explorer Zheng He, but CMA CGM renamed it after the French writer Jules Verne. She is among the world's largest containerships, at 16,020 TEU.


MV Southern Lily

MV "Southern Lily" is a ship of the Pacific Direct Line, which is a subsidiary of PDL International PTE Ltd, a Singapore-based company.
The "Southern Lily" operates a regular service carrying containers and hold cargo on the route between New Zealand (Auckland) and Tonga, and Samoa (Apia and Pago Pago). On Tuesday 14 June 2016 the ship help rescue three crewmen from a sailing boat Platino when it started to take on water in a storm.


Semyon Budyonnyy (ship)

The Semyon Budyonnyy () is a "Valerian Kuybyshev"-class (92-016, OL400) Soviet/Russian river cruise ship, cruising in the Volga basin. The ship was built by "Slovenské Lodenice" at their shipyard in Komárno, Czechoslovakia, and entered service in 1981. At 3,950 tonnes, "Semyon Budyonnyy" is one of the world's biggest river cruise ships. Her sister ships are "Valerian Kuybyshev", "Fyodor Shalyapin", "Feliks Dzerzhinskiy", "Sergey Kuchkin", "Mikhail Frunze", "Mstislav Rostropovich", "Aleksandr Suvorov" and "Georgiy Zhukov". "Semyon Budyonnyy" is currently owned and operated by Vodohod, a Russian river cruise line. Her home port is currently Nizhny Novgorod.
Features.
The ship has two restaurants: "Ladoga" and "Onega", two bars, solarium, sauna and resting area.