Akula-class submarine

The Akula" class, Soviet designation Project 971 "Shchuka-B (, NATO reporting name Akula) are a series of nuclear-powered attack submarines (SSNs) first deployed by the Soviet Navy in 1986. There are four sub-classes or flights of Shchuka-B, consisting of the original seven Project 971 boats (codenamed "Akula I"), commissioned between 1984 and 1990; six Project 971Is (Improved "Akula"s), commissioned between 1991 and 2009; one Project 971U ("Akula II"), commissioned in 1995; and one Project 971M ("Akula III"), commissioned in 2001. The Russians call all of the submarines Shchuka-B, regardless of modifications.
Some confusion may exist as the name "Akula" (, meaning "shark" in Russian) was used by the Soviets for a different class of submarines, the Project 941, which is known in the West as the . The Project 971 was named "Shchuka-B" by the Soviets but given the designation "Akula" by the West after the name of the lead ship, K-284.
According to defense analyst Norman Polmar, the launch of the first submarine in 1985, "shook everyone [in the West] up", as Western intelligence agencies had not expected the Soviet Union to produce such a boat for another ten years.
Design.
The "Akula" incorporates a double hull system composed of an inner pressure hull and an outer "light" hull. This allows more freedom in the design of the exterior hull shape, resulting in a submarine with more reserve buoyancy than its western analogs.
The distinctive "bulb" or "can" located on top of the Akula's rudder houses its towed sonar array when retracted. Most "Akulas" have the wake detection system () (SOKS) hydrodynamic sensors, which detect changes in temperature and salinity. They are located on the leading edge of the sail, on the outer hull casing in front of the sail and on the bottom of the hull forward of the sail.
"Akulas" (excluding "Nerpa") are armed with four 533 mm torpedo tubes which can use Type 53 torpedoes or the RPK-2, RPK-6 missile, and four 650 mm torpedo tubes which can use Type 65 torpedoes or the RPK-7 missile. These torpedo tubes are arranged in two rows of four tubes each. The external tubes are mounted outside the pressure hull in one row, above the torpedo tubes, and can only be reloaded in port or with the assistance of a submarine tender. The 650 mm tubes can be fitted with liners to use the 533 mm weaponry. The submarine is also able to use its torpedo tubes to deploy naval mines. The modernized versions, like "Vepr", will be equipped with the Kalibr cruise missiles.
Versions.
As with many Soviet/Russian craft, information on the status of the Akula-class submarines is sparse, at best. Information provided by sources varies widely.
Project 971 ("Akula I").
Of the seven original "Akula"s, only three are known to still be in service. These boats are equipped with MGK-500 Skat sonar system (NATO reporting name Shark Gill). The lead boat of the class, K-284 "Akula" was decommissioned in 2001, apparently to help save money in the cash-strapped Russian Navy. K-322 "Kashalot" and K-480 "Bars" [currently "Ak Bars"] are in reserve. K-480 "Bars" was put into reserve in 1998, and was being dismantled in February 2010. "Pantera" returned to service in January 2008 after a comprehensive overhaul. All were retrofitted with the SOKS hydrodynamic sensors. All submarines before K-391 "Bratsk" have reactor coolant scoops that are similar to the ones of the SSBNs, long and tubular. "Bratsk" and subsequent submarines have reactor coolant scoops similar to the short ones on the Oscar IIs (the "Typhoon", "Akula" and "Oscar" classes use the similar OK-650 reactor).
Project 971 and 971I (Improved "Akula I").
The six "Akula"s of this class are all thought to be in service. They are quieter than the original "Akula"s. The MGK-500 sonar is upgraded to MGK-501 Skat-MS. Sources also disagree as to whether construction of this class has been suspended, or if there are a further two units planned.
Improved "Akula I" Hulls: K-328 "Leopard", K-461 "Volk", K-154 "Tigr", K-419 "Kuzbass, K-295 "Samara" and K-152 "Nerpa". "These submarines are much quieter than early "Akula"-class submarines and all have the SOKS hydrodynamic sensors except "Leopard". The "Akula I" Improved submarines have six 533 mm decoy launching tubes, as do subsequent submarines. They have a different arrangement of limber holes on the outer hull than "Akula Is". Submarines "Nerpa" and "Iribis" (not completed) have a different rescue chamber in the sail, which can be distinguished by the large dome on the top surface."
Project 971U ("Akula II").
K-157 "Vepr" is the only completed "Akula II" (see the table below). The "Akula II" is longer and displaces about 700 tons (submerged displacement) more than the "Akula I". The added space was used for additional quieting measures. The MGK-501 Skat sonar system on "Akula I" is replaced to a new MGK-540 Skat-3 sonar system. K-157 "Vepr" became the first Russian submarine that was quieter than the latest U.S. attack submarines of that time, which was the improved (SSN 751 and later). Two of these submarines were used to build the SSBNs.
Project 971M ("Akula III").
The K-335 "Gepard" is the 14th submarine of the class and the only completed "Akula III" (see the table below) built for the Russian Navy. It was the first submarine commissioned in the Russian Navy since the Kursk disaster, as a result, its commissioning ceremony was an important morale boost for the Russian Navy with President Vladimir Putin in attendance. There is no NATO classification for the "Akula III". It is longer and has a larger displacement compared to the "Akula II", also it has an enlarged sail and a different towed-array dispenser on the vertical fin. Again, more noise reduction methods were employed. The "Gepard" was the most advanced Russian submarine before the submarines of the and class were commissioned.
The Soviet advances in sound quieting were of considerable concern to the West, for acoustics was long considered the most significant advantage in U.S. submarine technology compared to the Soviets.
In 1983–1984 the Japanese firm Toshiba sold sophisticated, nine axis milling equipment to the Soviets along with the computer control systems, which were developed by Norwegian firm Kongsberg Vaapenfabrik. U.S Navy officials and Congressmen announced that this technology enabled the Soviet submarine builders to produce more accurate and quieter propellers.
Due to the breakup of the Soviet Union in 1991, production of all "Akula"s slowed.
The 1999–2000 edition of "Jane's Fighting Ships" incorrectly listed the first "Akula III" as "Viper" (the actual name is "Vepr", "wild boar" in Russian), commissioned on 25 November 1995. "Gepard" (Cheetah), launched 1999 and was commissioned 5 December 2001.
Operational history.
Between December 1995 and February 1996, submarine "Volk" was deployed to the Mediterranean along the Russian aircraft carrier , where she monitored activities of several NATO submarines under the Captain 1st rank S. V. Spravtsev.
Between April and June 1996, "Tigr" was deployed in the Atlantic, where she detected a U.S. SSBN and tracked it on its combat patrol. On 23 July 1996, its commander, Captain 1st rank Alexey Burilichev, received a Hero of the Russian Federation award.
In August 2009, the news media reported that two "Akula"-class submarines operated off the East Coast of the United States, with one of the submarines being identified as a Project 971 Shchuka-B type. U.S. military sources noted that this was the first known Russian submarine deployment to the western Atlantic since the end of the Cold War, raising concerns within U.S. military and intelligence communities. U.S. Northern Command confirmed that this 2009 "Akula"-class submarine deployment did occur. One of the boats was likely "Gepard" that finished a relatively lengthy combat patrol between June and September that year under the command of the Captain 1st rank Alexey Vyacheslavovich Dmitrov, who on 15 February 2012 was awarded a title Hero of the Russian federation for the courage shown at work. The other submarine could have been "Tigr" under the command of Captain E. A. Petrov, given that she performed a combat patrol sometime between March and November 2009. It's unlikely that other submarines of the project 971 could have been present in the Atlantic that year. "Pantera" was in Severemorsk during Summer, while "Vepr", "Leopard" and "Volk" haven't reported any kind of activity in that year (1-3 submarines of the project are usually active with the North fleet at any given moment).
In August 2012, the news media reported that another "Akula"-class submarine operated in the Gulf of Mexico purportedly undetected for over a month, sparking controversy within U.S. military and political circles, with U.S. Senator John Cornyn of the Senate Armed Services Committee demanding details of this deployment from Admiral Jonathan W. Greenert, the Chief of Naval Operations. Most likely, this was "Tigr", as its commander Captain 1st rank Pavel Bulgakov received Order of Courage on the Defender of the Fatherland Day on 22 February 2013.
"Nerpa" 2008 accident.
On 27 October 2008, it was reported that K-152 "Nerpa" of the Russian Pacific Fleet had begun her sea trials in the Sea of Japan before handover under a lease agreement to the Indian Navy. On 8 November 2008, while conducting one of these trials, an accidental activation of the halon-based fire-extinguishing system took place in the fore section of the vessel. Within seconds the halon gas had displaced all breathable air from the compartment. As a result, 20 people (17 civilians and 3 seamen) were killed by asphyxiation. Dozens of others suffered freon-related injuries and were evacuated to an unknown port in Primorsky Krai. This was the worst accident in the Russian navy since the loss of the submarine K-141 "Kursk" in 2000. The submarine itself did not sustain any serious damage and there was no release of radiation.
Lease to India.
Three hundred Indian Navy personnel were trained in Russia for the operation of the Akula II submarine "Nerpa". India has finalised a deal with Russia, in which at the end of the lease of these submarines, it has an option to buy them. The submarine is named INS "Chakra" as was the previous India-leased Soviet Charlie-I SSGN. "Chakra" was officially commissioned into the Indian Navy on April 4, 2012.
Whereas the Russian Navy's Akula-II could be equipped with 28 nuclear-capable cruise missiles with a striking range of , the Indian version is reportedly armed with the -range Club-S nuclear-capable missiles. Missiles with ranges greater than cannot be exported due to arms control restrictions, since Russia is a signatory to the MTCR treaty.
Russia said in December 2014 that it is ready to lease India more nuclear-powered submarines a day after President Vladimir Putin and Prime Minister Narendra Modi pledged to deepen defence ties.
In January 2015, it was reported that India was involved in negotiations involving the leasing of the Kashalot and the Iribis. An agreement was reportedly reached in October 2016.
On 7 March 2019, India and Russia signed a $3 billion deal for lease of another Akula-class nuclear-powered attack submarine. The submarine, dubbed as "Chakra III", should be delivered to the Indian Navy by 2025.


Pioneer (schooner)

"Pioneer" is a restored nineteenth century schooner sailing out of South Street Seaport in New York, New York.
History.
"Pioneer" was built in Marcus Hook, Pennsylvania in 1885 as a cargo sloop. She was the first of only two American cargo sloops ever built with a wrought iron hull. After ten years of service in the Delaware Bay, she was re-rigged as a schooner for easier handling.
In 1930, the "Pioneer" was sold to a buyer in Massachusetts. By this point, she had been fitted with an engine and no longer being used as a sailing vessel. She was sold again in 1966 to Russell Grinnell, Jr. of Gloucester for use in his dock building business. Grinnell restored "Pioneer"'s schooner rig and rebuilt her hull in steel plating, leaving the iron frame intact. Upon his death in 1970, he donated "Pioneer" to the South Street Seaport Museum.
Popular culture.
"Pioneer" appears in Episode 1 of Season 1 of the HBO series "Boardwalk Empire," in a scene set on the water showing illegal liquor being transported by boat.
Present day.
The "Pioneer" sails seasonally from South Street Seaport in Manhattan, offering daily sails to the public as well as charter sails and educational programs for children.
The crew is a combination of professionals and volunteers.


MV ACX Crystal

ACX Crystal is a container ship built in South Korea in 2008. In June, 2017, the ship was damaged in a collision with south of Yokosuka, Japan.
Description.
"ACX Crystal" is a container ship built in 2008 by STX Offshore & Shipbuilding at their Jinhae shipyard in Changwon, South Korea. The ship is long overall, has a beam of and fully laden draws of water. She has a container capacity of 2,858 twenty-foot equivalent units (TEU), gross tonnage of 29,060, net tonnage of 14,422 and deadweight tonnage of 39,565 tons. Her main engine, manufactured by STX, is an 8-cylinder MAN B&W 8K80MC-C low-speed diesel engine with a maximum continuous rating of , giving "ACX Crystal" a maximum speed of and a service speed of .
The ship is classified by the Japanese classification society Nippon Kaiji Kyokai (ClassNK) and insured with the Japanese Shipowners P&I Association.
Ownership and deployment.
"ACX Crystal" has been owned by Olympic Steamship Co SA, Panama (a subsidiary of Japanese shipowner Sunford Shipping Ltd) and managed by Sea Quest Ship Management Inc of Bacoor, Cavite, Philippines since 2008. The ship has been bareboat-chartered to Sinbanali Shipping Inc of Manila since 2014, but is reported by NYK Line on June 17 as being actually owned by Dainichi-Invest Corporation, a Japanese ship investment firm. "ACX Crystal" is a mid-size container ship employed by ACX ('Asia Container Express'), the intra-Asia container shipping trade subsidiary of NYK Line, the global shipping and freight logistics division of the Japanese conglomerate Mitsubishi.
In June 2017, "ACX Crystal" was employed by NYK on its 'PX1' (Phoenix 1) intra-Asia trade line linking Japan, Vietnam and Thailand ports. As is common in the container shipping industry, the ship's cargo capacity is shared by NYK with other lines, such as Mitsui O.S.K. Lines, K Line and other lines.
As NYK, MOL and "K" Lines shipping are creating new joint venture company under new brand name of Ocean Network Express (ONE), now ACX Crystal serve as the ONE fleet under PID service which have direct port rotation of Singapore-Port Kelang (North)-Subic Bay-Manila-Singapore-Surabaya-Singapore
2017 collision.
At 01.30 local time on 17 June 2017 (17.30 UTC 16 June), "ACX Crystal", carrying 1,080 containers from Nagoya to Tokyo, reported that it had collided with near Shizuoka, Japan, about south of the Yokosuka Japanese and US naval base at the entrance of Tokyo Bay. The merchant ship's port bow and bulbous bow suffered minor damage. "Fitzgerald" suffered severe damage to both her starboard side superstructure and her starboard side below the waterline. "Fitzgerald"s commanding officer and two sailors were injured and evacuated by helicopter, and seven Navy sailors were found dead in the damaged, flooded starboard compartments.
NYK stated that none of the 20 crew members aboard the container ship, all Filipino, were injured, and that the ship was not leaking oil. They also confirmed their full co-operation with the Japan Coast Guard's investigation of the incident, which began the same day. On 17 August 2017, Vice Chief of Naval Operations Admiral William Moran stated that "serious mistakes" were made by the "Fitzgerald"'s "bridge team" (those conducting safety watch on board the ship's bridge) which caused them to lose "situational awareness," thus rendering it impossible to avoid the collision even after the "ACX Crystal" was sighted. By 18 September 2017, six senior officials in the US Navy had been removed from duty in connection with the "Fitzgerald" collision and the 23 August 2017 collision of its sister ship, the USS "John S. McCain" with the oil tanker MV "Alnic MC".


SS Francis Preston Blair

SS "Francis Preston Blair" was an American Liberty ship, 7,196 tons stranded on Saumarez Reef in the Coral Sea during a cyclone in 1945. The ship has since deteriorated into a rusty heap. The wreck was used by Royal Australian Air Force F-111 aircraft for target practice during the 1980s.
The bronze propeller was salvaged by unknown persons between 1964 and 1970. Wreck was visited by Wild Kingdom who made a TV episode hosted by Marlin Perkins for USA and world distribution in 1971.


Edge-class cruise ship

The "Edge" class is a class of cruise ships operated by Celebrity Cruises, a subsidiary of Royal Caribbean Cruises Ltd. The class is constructed by Chantiers de l'Atlantique of France. At present, there is one active "Edge"-class ship: the lead vessel of the class, . was scheduled to begin operations in April 2020, but entry into service is delayed due to the COVID-19 pandemic. A third ship, "Celebrity Beyond", is currently under construction, scheduled for a debut in fall 2021.
Both "Celebrity Edge" and "Celebrity Apex" are built with a gross tonnage (GT) of 130,818. Future new builds are slated to have a hull expanded by , bringing the length of the ship to , and an increased gross tonnage to 140,600 GT. Ships in this class are reported to cost US$1 billion each.
History.
Orders.
On 4 December 2014, Royal Caribbean Cruises Ltd. announced that it had signed a letter of intent with STX France for two new ships that would compose a new class of vessels for the Celebrity Cruises fleet. In June 2015, the letter was converted into a formal order for the first two ships.
On 25 May 2016, Royal Caribbean Cruises Ltd. announced that it had signed a memorandum of understanding with STX France for two additional ships for the "Edge" class. These two vessels comprise the third and fourth in the class, scheduled for delivery in fall 2021 and 2022, respectively.
On 11 April 2019, Royal Caribbean Cruises Ltd. ordered a fifth "Edge"-class ship with Chantiers de l'Atlantique, with delivery scheduled for fall 2024.
Construction.
Celebrity Cruises marked the beginning of construction for the first "Edge"-class vessel with the steel-cutting ceremony on 21 November 2016 at the STX France shipyard. On the same day, the lead vessel's name was announced as "Celebrity Edge". She was delivered on 31 October 2018.
Celebrity initially named the second vessel of the "Edge" class as "Celebrity Beyond", but she was renamed "Celebrity Apex" on the day of her steel-cutting on 23 July 2018. She was delivered on 27 March 2020.
Celebrity celebrated the steel-cutting of the third ship, named "Celebrity Beyond", on 28 January 2020. She is the first of three vessels in the class to evolve in design and expand in gross tonnage. She is scheduled to enter into service in fall 2021.
Ships.
2022


SS West Eldara

SS "West Eldara" was a steel-hulled cargo ship built in 1918 as part of the United States Shipping Boards emergency World War I shipbuilding program.
"West Eldara" briefly served with the U.S. Navy in the immediate postwar period as the auxiliary ship USS "West Eldara" (ID-3704), completing two relief missions to Europe before decommissioning. Between the wars, "West Eldara" operated as a merchant ship in transatlantic service. In 1936 she was renamed SS "Mae".
In September 1942 "Mae" was intercepted by off British Guiana and sunk with torpedoes and gunfire.
Design and construction.
"West Eldara" was built in Seattle, Washington in 1918 at the No. 2 Plant of the Skinner & Eddy Corporation—the last in a series of 24 Design 1013 cargo ships built by Skinner & Eddy for the USSBs emergency wartime shipbuilding program.
"West Eldara" 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 11.5 knots.
Service history.
U.S. Navy service, 1918–1919.
"West Eldara" was launched on 14 October 1918, and completed over the next few weeks. Delivered just too late to see service in the war, she was commissioned into the Navy on 23 November at the Puget Sound Navy Yard for operation with the Naval Overseas Transportation Service (NOTS) as USS "West Eldara" (ID-3704). Lt Comdr. John P. Tibbets, USNRF, was placed in command.
"West Eldara" sailed on 8 December for San Francisco, California, entering the Mare Island Navy Yard six days later for repairs to her steering gear. Four days after Christmas, the ship got underway from the west coast, bound via the Panama Canal for New York City, where she arrived on 14 January 1919. With a cargo of flour and lard, "West Eldara" departed for Europe on the 24th. Upon her arrival at Gibraltar, the ship was routed on to the Near East, and on 12 February, headed for Constantinople, arriving on the 22nd.
After discharging her cargo, "West Eldara" returned via Gibraltar to the United States, arriving at New York on 7 April. On 16 April the ship departed NY with a cargo of Army supplies destined for Antwerp and Plymouth, England. The vessel departed the British Isles on 12 May bound once more for New York, where she arrived on the 29th. On 4 June, "West Eldara" was decommissioned and returned the same day to the stewardship of the USSB.
Merchant service.
Following her decommission from the Navy, the USSB placed the vessel into merchant service as SS "West Eldara". In May 1920, "West Eldara" ran aground off Honolulu while transporting a cargo of peanuts from Yokohama, Japan to Savannah, Georgia, as a result of which the peanuts were not delivered until March 1921. The Southern Cotton Oil Company subsequently sued the USSB for $198,000 for damages. The claim was dismissed in 1936.
Through the mid-1920s, "West Eldara" seems to have been engaged mostly in transporting cargo and sometimes passengers between the United States and various European destinations. Repeat ports of call for the ship in this period included Bordeaux, Le Havre and Dunkirk, France; Rotterdam in the Netherlands and Liverpool, England. The ship also made several voyages to Seattle on the west coast of the U.S. and at least one voyage to the Philippines.
In 1926, customs officials in the United States searching "West Eldara" for contraband made the unlikely discovery in the ship's icebox of an arctic owl. By 1928, the ship was sailing under the flag of the American Diamond Line (later known as the Black Diamond Line). In July of that year, "West Eldara"s Second Assistant Engineer was arrested in the United States in connection with the shooting death aboard ship of another crew member at Antwerp. The accused pleaded self-defence and was later cleared by a Grand Jury.
In 1933, "West Eldara" participated in two rescue missions at sea. In February, she was the first ship to come to the aid of the fishing trawler "Newton", which had been gutted by a fire at sea off the coast of Boston. "West Eldara" stood by until a Coast Guard cutter, "Mojave", arrived on the scene to tow the stricken vessel to safety. Most of "Newton"s crew of fourteen were rescued, but a search for two crew members who had earlier taken to one of the lifeboats was later called off. The second incident occurred in November, when the British freighter "Saxilby" foundered off the coast of Ireland during a storm. "West Eldara" was one of five vessels which raced to the scene, but a search in stormy seas the following day failed to find any trace of "Saxilby"s 27 crew.
In 1936, "West Eldara" was sold to A. H. Bull & Company, who renamed the ship SS "Mae" and homeported her in New York. The ship was still operating under that name when the U.S. entered World War II in December 1941.
Loss.
After America's entry into the war, SS "Mae" continued to operate independently. On 17 September 1942, "Mae" was proceeding unescorted from Trinidad to Georgetown, British Guiana when at 06:25 she was struck by a torpedo from about 45 miles north of the Georgetown Beacon. The crew abandoned ship in three lifeboats over the next ten minutes, but "Mae" remained afloat so "U-515" surfaced and sank the ship at 07:50 with 16 shells fired from a distance of 200 yards, killing one of the ship's crew in the process.
The rest of the ship's personnel, including 32 officers and crew and nine gunners, were rescued six hours later by the Norwegian steamer "Sørvangen" and later transferred to the British steamer "Gypsum King", who took the wounded by Motor Launch to Georgetown and landed the rest some time later.
A ship portrait of "West Eldara" was painted in 1924 by Victor Edouard Charles Adam ("V. Adam 1924") for the ship's then-master, William A. Reed. Her funnel is shown in the colors of the Cosmopolitan Shipping Company of Brooklyn, N.Y., which was at that time leasing her from the USSB. The portrait is currently (2018) owned by a resident of Kings County, New Brunswick, Canada.


Balao-class submarine

The "Balao"-class was a successful design of United States Navy submarine used during World War II, and with 120 boats completed, the largest class of submarines in the United States Navy. An improvement on the earlier , the boats had slight internal differences. The most significant improvement was the use of thicker, higher yield strength steel in the pressure hull skins and frames, which increased their test depth to . "Tang" actually achieved a depth of during a test dive,
and exceeded that test depth when taking on water in the forward torpedo room while evading a destroyer.
Design.
The "Balao"s were similar to the "Gato"s, except they were modified to increase test depth from to . In late 1941, two of the Navy's leading submarine designers, Captain Andrew McKee and Commander Armand Morgan, met to explore increasing diving depth in a redesigned "Gato". A switch to a new High-Tensile Steel (HTS) alloy, combined with an increase in hull thickness from to , would result in a test depth of and a collapse depth of . However, the limited capacity of the trim pump at deep depths, and lack of time to design a new pump, caused Rear Admiral E. L. Cochrane, Chief of the Bureau of Ships, to limit test depth to . Fortunately, in 1944 a redesigned Gould centrifugal pump replaced the noisy early-war pump, and effective diving depth was increased.
The "Balao"s incorporated the sail, conning tower and periscope shears reduction efforts that were being retrofitted to the "Gato"s and the preceding classes in the original design, refining the reductions and reducing the sail to the smallest practical size. By the time the boats began to be launched, lessons learned from patrol reports had been worked into the design and the bridge and sail proved to be efficiently laid out, well equipped, and well liked by the crews.
For the masts and periscope shears, the original arrangement for both the Government and Electric Boat designs had (forward to aft) the two tapered cone shaped periscope support shears, followed by a thin mast for the SJ surface search radar, and then by a thin mast for the SD air search radar. There were minor differences in how the periscopes were braced against vibration, but both designs were nearly identical. About halfway through their production run, Electric Boat altered their design, moving the SJ radar mast forward of the periscopes, then altered it again a few boats later by enlarging the SD radar mast. Late in the war, many "Balao"s built with the original design had the SD air search radar moved slightly aft onto a thickened and taller mast. These mast arrangements, along with the tremendous variation in the gun layout as the war progressed account for the numerous exterior detail differences among the boats, to the point that at any given time no two "Balao"s looked exactly alike.
Propulsion.
The propulsion of the "Balao"-class submarines was generally similar to that of the preceding "Gato"-class. Like their predecessors, they were true diesel-electric submarines: their four diesel engines powered electrical generators, and electric motors drove the shafts. There was no direct connection between the main engines and the shafts.
"Balao"-class submarines received main engines from one of two manufacturers. Fairbanks-Morse supplied Model 38D8⅛ opposed piston engines, and General Motors' Cleveland Diesel division supplied Model 16-248 and 16-278A V16 engines. Earlier Fairbanks-Morse boats received a 9-cylinder version of the Model 38D8⅛, while boats from onward received 10-cylinder engines. Earlier GM boats received Model 16-248 engines, but beginning with Model 16-278A engines were used. In each case, the newer engines had greater displacement than the old, but were rated at the same power; they operated at lower mean effective pressure for greater reliability. Both the F-M and GM engines were two-stroke cycle types.
Two submarines, and , were to receive Hooven-Owens-Rentschler (H.O.R.) diesels, which proved unreliable on previous classes, but both boats were cancelled.
Two manufacturers supplied electric motors for the "Balao" class. Elliott Company motors were fitted primarily to boats with Fairbanks-Morse engines. General Electric motors were fitted primarily to boats with General Motors engines, but some Fairbanks-Morse boats received GE motors. Allis-Chalmers motors were to be used in SS-530 through SS-536, but those seven boats were cancelled before even receiving names.
Earlier submarines carried four high-speed electric motors (two per shaft), which had to be fitted with reduction gears to slow their outputs down to an appropriate speed for the shafts. This reduction gearing was very noisy, and made the submarine easier to detect with hydrophones. Eighteen late "Balao"-class submarines received low-speed double armature motors which drove the shafts directly and were much quieter, but this improvement was not universally fitted until the succeeding . The new direct drive electric motors were designed by the Bureau of Ships' electrical division under Captain Hyman G. Rickover, and were first equipped on . On all US World War II-built boats, as the diesel engines were not directly connected to the shafts, the electric motors drove the shafts all the time.
Deck guns.
Many targets in the Pacific War were sampans or otherwise not worth a torpedo, so the deck gun was an important weapon. Early "Balao"s began their service with a /50 caliber Mk. 9 gun. Due to war experience, most were re-armed with a /25 caliber Mk. 17 gun, similar to mounts on battleships and cruisers but built as a "wet" mount with corrosion resistant materials, and with power-operated loading and aiming features removed. This conversion started in late 1943, and some boats had two of these weapons beginning in late 1944. , commissioned in March 1944, was the first newly built submarine with the purpose-built 5-inch/25 submarine mount. Additional anti-aircraft guns included single 40 mm Bofors and twin 20 mm Oerlikon mounts, usually one of each.
Ships in class.
This was the most numerous US submarine class; 120 of these boats were commissioned from February 1943 through September 1948, with 12 commissioned postwar. Nine of the 52 US submarines lost in World War II were of this class, along with five lost postwar, including one in Turkish service in 1953, one in Argentine service in the Falklands War of 1982, and one in Peruvian service in 1988. Also, flooded and sank while fitting out at the Boston Naval Shipyard on 15 March 1945. She was raised but not repaired, and was listed with the reserve fleet postwar until struck in 1958. Some of the class served actively in the US Navy through the middle 1970s, and one ("Hai Pao" ex-) is still active in Taiwan's Republic of China Navy.
SS-361 through SS-364 were initially ordered as "Balao"-class, and were assigned hull numbers that fall in the middle of the range of numbers for the "Balao" class (SS-285 to SS-416 & 425–426). Thus, in some references they are listed with that class. However, they were completed by Manitowoc as "Gato"s, due to an unavoidable delay in Electric Boat's development of "Balao"-class drawings. Manitowoc was a follow yard to Electric Boat, and was dependent on them for designs and drawings. Also, and are listed with the "Tench" class in some references, as their hull numbers fall in the range of that class.
Cancellations.
A total of 125 U.S. submarines were cancelled during World War II, all but three between 29 July 1944 and 12 August 1945. The exceptions were , , and , cancelled 7 January 1946. References vary considerably as to how many of these were "Balao"s and how many were "Tench"es. Some references simply assume all submarines numbered after SS-416 were "Tench" class; however, and were completed as "Balao"s. This yields 10 cancelled "Balao"-class, SS-353-360 and 379-380. The "Register of Ships of the U. S. Navy" differs, considering every submarine not specifically ordered as a "Tench" to be a "Balao", and further projecting SS-551-562 as a future class. This yields 62 cancelled "Balao" class, 51 cancelled "Tench" class, and 12 cancelled future class. Two of the cancelled "Balao"-class submarines, and , were launched incomplete and served for years as experimental hulks at Annapolis and Norfolk, Virginia. Two of the cancelled "Tench"-class boats, and , were also launched incomplete, never commissioned, but listed with the Reserve fleet until struck in 1958 and scrapped in 1959. The cancelled hull numbers, including those launched incomplete, were SS-353-360 ("Balao"), 379–380 ("Balao"), 427–434 ("Balao"), 436–437 ("Tench"), 438–474 ("Balao"), 491–521 ("Tench"), 526-529 ("Tench"), 530–536 ("Balao"), 537-550 ("Tench"), and 551-562 (future).
Service history.
World War II.
The "Balao"s began to enter service in mid-1943, as the many problems with the Mark 14 torpedo were being solved. They were instrumental in the Submarine Force's near-destruction of the Japanese merchant fleet and significant attrition of the Imperial Japanese Navy. One of the class, , brought down what remains the largest warship sunk by a submarine, the (59,000 tons). , the highest-scoring of the class, sank 33 ships totaling 116,454 tons, as officially revised upward in 1980.
Nine "Balao"s were lost in World War II, while two US boats were lost in postwar accidents. In foreign service, one in Turkish service was lost in a collision in 1953, one in Peruvian service was lost in a collision in 1988, and was sold to the Argentinian Navy. She was renamed the ARA "Santa Fe" (S-21) and was lost in the 1982 Falklands War after being damaged, when she sank while moored pierside. "Santa Fe" was refloated and disposed of a few years after the war by being taken out to deep water and scuttled.
Additionally, , commissioned but incomplete and still under construction, flooded and sank pierside at the Boston Navy Yard on 15 March 1945, after a yard worker mistakenly opened the inner door of an aft torpedo tube that already had the outer door open. No personnel were lost in the accident and she was raised, decommissioned, and never completed or repaired. Her 42 days in commission is the record for the shortest commissioned service of any USN submarine. Postwar, she was laid up in the Reserve Fleet until stricken in 1958 and scrapped in 1959.
Postwar service history.
Postwar, 55 "Balao"s were modernized under the Fleet Snorkel and Greater Underwater Propulsion Power (GUPPY) programs, with some continuing in US service into the early 1970s. The last "Balao"-class submarine in United States service was , which was decommissioned in June 1975. Seven were converted to roles as diverse as guided missile submarines (SSG) and amphibious transport submarines (SSP). 46 were transferred to foreign navies for years of additional service, some into the 1990s, and remains active in Taiwan's Republic of China Navy as "Hai Pao".
Naval Reserve trainer.
Interested in maintaining a ready pool of trained reservists, the Navy assigned at least 58 submarines from 1946 to 1971 to various coastal and inland ports (even in Great Lakes ports like Cleveland, Chicago, and Detroit), where they served as training platforms during the Reservists' weekend drills. At least 20 "Balao"-class boats served in this capacity. In this role, the boats were rendered incapable of diving and had their propellers removed. They were used strictly as pierside trainers. These were in commission but classed as "in service in reserve", thus some were decommissioned and recommissioned on the same day to reflect the change in status.
Foreign service.
The large numbers of relatively modern, but surplus U.S. fleet submarines proved to be popular in sales, loans, or leases to allied foreign navies. 46 "Balao"-class submarines were transferred to foreign navies, some shortly after World War II, others after serving nearly 30 years in the US Navy. These included 17 to Turkey, 2 to Greece, 3 to Italy, 2 to the Netherlands, 5 to Spain, 2 to Venezuela, 4 to Argentina, 5 to Brazil, 2 to Chile, 2 to Peru, 1 to Canada and 1 to Taiwan. One of the Venezuelan boats, "ARV Carite" (S-11) formerly USS "Tilefish" (SS-307), featured in the 1971 film "Murphy's War" with some cosmetic modification.
GUPPY and other conversions.
At the end of World War II, the US submarine force found itself in an awkward position. The 111 remaining "Balao"-class submarines, designed to fight an enemy that no longer existed, were obsolete despite the fact they were only one to three years old. The German Type XXI U-boat, with a large battery capacity, streamlining to maximize underwater speed, and a snorkel, was the submarine of the immediate future. The Greater Underwater Propulsion Power Program (GUPPY) conversion program was developed to give some "Balao"- and "Tench"-class submarines similar capabilities to the Type XXI. When the cost of upgrading numerous submarines to GUPPY standard became apparent, the austere "Fleet Snorkel" conversion was developed to add snorkels and partial streamlining to some boats. A total of 36 "Balao"-class submarines were converted to one of the GUPPY configurations, with 19 additional boats receiving Fleet Snorkel modifications. Two of the GUPPY boats and six of the Fleet Snorkel boats were converted immediately prior to transfer to a foreign navy. Most of the 47 remaining converted submarines were active into the early 1970s, when many were transferred to foreign navies for further service and others were decommissioned and disposed of.
Although there was some variation in the GUPPY conversion programs, generally the original two Sargo batteries were replaced by four more compact Guppy (GUPPY I and II only) or Sargo II batteries via significant re-utilization of below-deck space, usually including removal of auxiliary diesels. All of these battery designs were of the lead-acid type. This increased the total number of battery cells from 252 to 504; the downside was the compact batteries had to be replaced every 18 months instead of every 5 years. The Sargo II battery was developed as a lower-cost alternative to the expensive Guppy battery. All GUPPYs received a snorkel, with a streamlined sail and bow. Also, the electric motors were upgraded to the direct drive double-armature type, along with modernized electrical and air conditioning systems. All except the austere GUPPY IB conversions for foreign transfer received sonar, fire control, and Electronic Support Measures (ESM) upgrades.
The Fleet Snorkel program was much more austere than the GUPPY modernizations, but is included here as it occurred during the GUPPY era. The GUPPY and Fleet Snorkel programs are listed in chronological order: GUPPY I, GUPPY II, GUPPY IA, Fleet Snorkel, GUPPY IIA, GUPPY IB, and GUPPY III.
GUPPY I.
Two "Tench"-class boats, and , were converted as prototypes for the GUPPY program in 1947. Their configuration lacked a snorkel and was not repeated.
GUPPY II.
This was the first production GUPPY conversion, with most conversions occurring in 1947-49. Thirteen "Balao"-class boats received GUPPY II upgrades. This was the only production conversion with Guppy batteries.
GUPPY IA.
This was developed as a more cost-effective alternative to GUPPY II. Nine "Balao"-class boats were converted in 1951-52. The less expensive Sargo II battery was introduced, along with other cost-saving measures.
Fleet Snorkel.
The Fleet Snorkel program was developed as an austere, cost-effective alternative to full GUPPY conversions, with significantly less improvement in submerged performance. Nineteen "Balao"-class boats received this upgrade, six immediately prior to foreign transfer. Most Fleet Snorkel conversions occurred 1951-52. Unlike the GUPPY conversions, the original pair of Sargo batteries were not upgraded. Each boat received a streamlined sail with a snorkel, along with upgraded sonar, air conditioning, and ESM. The original bow was left in place, except on three boats that received additional upper bow sonar equipment. A few boats initially retained the 5"/25 deck gun, but this was removed in the early 1950s.
GUPPY IIA.
This was generally similar to GUPPY IA, except one of the forward diesel engines was removed to relieve machinery overcrowding. Thirteen "Balao"-class boats received GUPPY IIA upgrades in 1952-54. One of these, , had previously been upgraded to GUPPY II.
GUPPY IB.
This was developed as an austere upgrade for two "Gato"-class and two "Balao"-class boats prior to transfer to foreign navies in 1953-55. They lacked the sonar and electronics upgrades of other GUPPY conversions.
GUPPY III.
Nine submarines, six of them "Balao"s, were upgraded from GUPPY II to GUPPY III in 1959-63 as part of the Fleet Rehabilitation and Modernization II (FRAM II) program. All except , the pilot conversion, were lengthened by 15 feet in the forward part of the control room to provide a new sonar space, berthing, electronics space, and storerooms. "Tiru" was lengthened only 12.5 feet, and both forward diesel engines were removed. The other GUPPY IIIs retained all four engines. A taller "Northern" sail was included, to allow improved surfaced operations in rough seas; this was also backfitted to some other GUPPYs. The BQG-4 Passive Underwater Fire Control Feasibility Study (PUFFS) sonar system, with its three tall domes topside, was fitted. Additionally, fire control upgrades allowed the Mark 45 nuclear torpedo to be used.
Radar picket.
The advent of the "kamikaze" demonstrated the need for a long range radar umbrella around the fleet. Radar picket destroyers and destroyer escorts were put into service, but they proved vulnerable in this role as they could be attacked as well, leaving the fleet blind. A submarine, though, could dive and escape aerial attack. Ten fleet submarines were converted for this role 1946-53 and redesignated SSR as radar picket submarines. was the only "Balao"-class SSR. Experiments on two "Tench" class submarines showed that placement of the radars on the deck was inadequate and that more room was needed for electronics. Thus "Burrfish" was given the appropriately named Migraine I conversion, which placed a Combat Information Center (CIC) in the space formerly occupied as the crew's mess and galley. The after torpedo room was stripped and converted into berthing, and the boat lost two of her forward torpedo tubes to make room for additional berthing and electronics. The radars were raised up off the deck and put on masts, giving them a greater range and hopefully greater reliability. The SSRs proved only moderately successful, as the radars themselves proved troublesome and somewhat unreliable, and the boats' surface speed was insufficient to protect a fast-moving carrier group. The radars were removed and the boats reverted to general purpose submarines after 1959. "Burrfish" was decommissioned in 1956 and, with her radar equipment removed, transferred to Canada as HMCS "Grilse" (SS-71) in 1961.
Guided missile submarine.
The Regulus nuclear cruise missile program of the 1950s provided the US Navy with its first strategic strike capability. It was preceded by experiments with the JB-2 Loon missile, a close derivative of the German V-1 flying bomb, beginning in the last year of World War II. Submarine testing of Loon was performed 1947-53, with and converted in to guided missile submarines as test platforms in 1947 and 1948 respectively. Initially the missile was carried on the launch rail unprotected, thus the submarine was unable to submerge until after launch. "Cusk" was eventually fitted with a watertight hangar for one missile and redesignated as an SSG. Following a brief stint as a cargo submarine, was converted in 1955 to carry two surface-launched Regulus missiles and was redesignated as an SSG, joining the "Gato"-class in this role. She made strategic deterrent patrols with Regulus until 1964, when the program was discontinued in favor of Polaris. A number of fleet boats were equipped with Regulus guidance equipment 1953-64, including "Cusk" and "Carbonero" following the Loon tests.
Transport submarine.
 and were converted to amphibious transport submarines in 1948 and redesignated as SSPs. Initially, they were equipped with a watertight hangar capable of housing a Landing Vehicle Tracked (LVT), and retained one 5-inch (127 mm)/25 caliber deck gun for shore bombardment. Both torpedo rooms and one engine room were gutted to provide space for embarked Special Operations Forces (SOF) and their equipment. Snorkels were fitted. Due to the extra personnel, to avoid excessive snorkeling they were equipped with a CO2 scrubber and extra oxygen storage. Initially, a squadron of 12 SSPs was considered, capable of landing a reinforced Marine battalion, but only two "Balao"-class SSPs (out of four overall) were actually converted. "Perch" landed British commandos on one raid in the Korean War, and operated in the Vietnam War from 1965 until assignment to Naval Reserve training in 1967 and decommissioning in 1971, followed by scrapping in 1973. "Perch" was replaced in the Pacific Fleet transport submarine role by in 1967 and in 1968. "Sealion" operated in the Atlantic, deploying for the Cuban Missile Crisis and numerous SOF-related exercises. She was decommissioned in 1970 and expended as a target in 1978. The LVT hangar and 5-inch gun were removed from both boats by the late 1950s. They went through several changes of designation in their careers: ASSP in 1950, APSS in 1956, and LPSS in 1968.
Sonar test submarine.
 was redesignated as an auxiliary submarine (AGSS) in 1949 and converted to a sonar test submarine in 1958-59 to test a system known as LORAD. This included a extension aft of the forward torpedo room, with swing-out arrays near the bow. Later, three large domes were installed topside for a wide aperture array.
Cargo submarine.
"Barbero" was converted to a cargo submarine and redesignated as an SSA in 1948. The forward engine room, after torpedo room, and all reload torpedo racks were gutted to provide cargo space. The experiment was short-lived, and she was decommissioned in 1950. In 1955, she was converted to a Regulus missile submarine and redesignated as an SSG.
Operational submarines.
As of 2007 , a "Balao"-class submarine, was one of the last two operational submarines in the world built during World War II. The boat was transferred to Taiwan's Republic of China Navy in the early 1970s. The "Tench"-class ex- is the other one. They are named "Hai Pao" and "Hai Shih", respectively, in Taiwanese service.
Museums.
Eight "Balao"-class submarines are open to public viewing. They primarily depend on revenue generated by visitors to keep them operational and up to U.S. Navy standards; each boat gets a yearly inspection and a "report card". Some boats, like "Batfish" and "Pampanito", encourage youth functions and allow a group of volunteers to sleep overnight in the crew's quarters.
Surviving ships.
The following is a complete list of "Balao"-class museum boats:


SS West Cressey

SS "West Cressey" was a steel-hulled cargo ship that saw a brief period of service as an auxiliary with the U.S. Navy in the aftermath of World War I.
"West Cressey" was built in 1918 for the United States Shipping Boards emergency wartime shipbuilding program. Delivered just too late to see service in the war, the ship was quickly commissioned into the Navy regardless, as USS "West Cressey" (ID-3813), but completed only two Navy missions—including a famine relief mission to Romania—before decommissioning a few months later.
Through the 1920s, the ship operated in a commercial capacity as SS "West Cressey". She was laid up for much of the 1930s through lack of work, but eventually re-entered service in 1941 as mounting losses to German U-boats in the Battle of the Atlantic had increased the demand for shipping.
Sold in 1943 to the Soviet Union under lend-lease, "West Cressey" was renamed SS "Briansk I and later SS "Tallin. The ship survived the war, but was lost in a storm off Cape Kamchatsky in 1946.
Construction and design.
"West Cressey" was built in Seattle, Washington in 1918 by the Skinner & Eddy Corporation—the 21st in a series of 24 Design 1013 cargo ships built by the company for the USSBs emergency wartime shipbuilding program. The first ship launched from the company's No. 2 Plant, "West Cressey"s launch took place on 21 September, just sixty days after the laying of her keel.
"West Cressey" 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 triple expansion reciprocating steam engine, driving a single screw propeller and delivering a speed of 11 knots. Since the ship was completed too late to see wartime service, she was not provided with any armament.
Service history.
U.S. Navy service, 1918-1919.
"West Cressey" was delivered to the Navy on 17 December 1918 and commissioned the same day at the Puget Sound Navy Yard for operation with the Naval Overseas Transportation Service (NOTS) as USS "West Cressey" (ID-3813). Lt. Comdr. Charles Lyons, USNRF, was placed in command.
"West Cressey"s first and only voyage to Europe under Navy command began in January 1919 when the ship loaded a cargo of flour bound for Romania as part of a postwar famine relief mission. Sailing for the east coast of the U.S. on 12 January, "West Cressey" transited the Panama Canal and arrived at Norfolk, Virginia on 2 February. Here the ship was delayed for a few days for alterations and repairs, until departing for the Mediterranean on the 12th.
Calling at Gibraltar en route, "West Cressey" reached Constantinople, Turkey, on 10 March and discharged her cargo. She then loaded a large quantity of opium to be used for medicinal purposes along with a cargo of tobacco for the return journey to the U.S., departing 27 March. By 28 April "West Cressey" was back in New York City. On 13 May 1919, she was decommissioned and returned to control of the U.S. Shipping Board, thus ending her brief career with the Navy.
Merchant service.
Following her decommission, "West Cressey" was placed into mercantile service by the USSB as SS "West Cressey". Records of the ship's movements after this point are scarce. The vessel is known to have made a voyage from Rotterdam, the Netherlands to New York City in 1920 which indicates that she may have been engaged in regular transatlantic service. By 1927, the ship was operating for the Texas Oceanic Line, making a voyage in December of that year from Galveston, Texas to Liverpool, England. With the onset of the Great Depression in 1929, the scale of international trade fell sharply and many ships were mothballed in this period due to lack of work, "West Cressey" included. Laid up at New Orleans in the early 1930s, the USSB had ceased to maintain the vessel by 1933.
Unlike many of her contemporaries however, "West Cressey" was to escape the scrap merchants' yard, and following the outbreak of World War II in 1939, steadily mounting losses of merchant ships to U-boats revived the demand for shipping tonnage. In order to help meet this demand, the successor to the USSB, the Maritime Commission, in addition to its orders for new tonnage, implemented a reconditioning program for older ships previously laid up. "West Cressey" became one of the ships so reconditioned, and in March 1941 she was placed back into service with the Grace Line for a monthly charter price of $16,486. Following this revival of fortune, "West Cressey" appears to have been employed for the next few months in a shuttle service between Los Angeles and Honolulu.
On 20 August 1941 the ship was purchased by the War Shipping Administration (WSA) and placed in service in Seattle, Washington operated by the American Mail Line acting as the WSA agent. From 19 May until 13 July 1942 the ship was operating under control of the United States Army in the Southwest Pacific Area without being assigned a local fleet X number.
On 26 January 1943, "West Cressey" was transferred at San Francisco to the Soviet Union under lend-lease, and renamed SS "Briansk I. Her activities are not known after this point, but in 1945 she was renamed SS "Tallin. "Tallin" survived the war, but was stranded and lost off Cape Kamchatsky on 4 September 1946.


Ramillies-class ship of the line

The "Ramillies"-class ships of the line were a class of nine 74-gun third rates, designed for the Royal Navy by Sir Thomas Slade.
Design.
The draught for the "Ramillies" class was very similar to that of the and subsequent , with the only real differences to be found in the shape of the underwater hull. There were two distinct sub-groups; four ships were built in the Royal Dockyards to the original design, approved on 25 April 1760 – although the name-ship "Ramillies" had originally been ordered as a "Bellona"-class unit. Slade subsequently amended his design for the ships which were to be built by commercial contractors – this modified design, with slightly amended dimensions, being approved on 13 January 1761.
Ships.
First group.
Dockyard-built ships:
Second (modified) group.
Contract-built ships:


Holland 602 type submarine

The Holland 602 type submarine, also known as the H-class submarine, was one of the most numerous submarines of World War I. The type was designed by the Electric Boat Co. of the United States, but most of the boats were built abroad: in Canada by the subsidiary of the British Vickers company and in British shipyards.
Operators included the United States Navy, the Chilean Navy, the Royal Navy (33 submarines), the Imperial Russian Navy, the Soviet Navy, the Italian Regia Marina, the Royal Canadian Navy, the Royal Dutch Navy and the navy of the short-lived Ukrainian State.
Background and history.
The predecessor for this class were two submarines ordered in 1911 for the Chilean Navy, to the John Philip Holland "design 19-E" and "design 19-B". These eventually became the s of the Royal Canadian Navy.
Origin of project's number is in Electric Boat company rule, according to which, project variant for export purposes was named with replaced digits and with adding 0 between them. Thus, project EB 26 became the project EB 602.
Three prototypes were then built to an improved "design 30", with an increased displacement of 358/434 tons. These became the United States H-class submarines and were designated , and .
In October 1914, after the start of World War I, the British Admiralty ordered ten submarines to "design 602E", to be built by Canadian Vickers in Montreal, Quebec. These would become the British H-class submarines. Another ten submarines were secretly constructed at Fore River Yard at Quincy, Massachusetts, in the then neutral United States. This group was impounded by the United States government and ended up in the Chilean Navy and the Royal Canadian Navy after the American declaration of war. A third group, of twenty-five British H-class subs, was constructed in 1917-1919 in Britain, many of them serving in World War II.
In the summer of 1915 eight "type 602" submarines were ordered by the Italian Regia Marina. These were built in Montreal, Quebec.
In 1917 the Imperial Russian Navy ordered a total of 17 submarines for its Baltic and Black Sea Fleets. These were built at a temporary shipyard in Barnet on Burrard Inlet outside Vancouver, British Columbia. They were then disassembled, taken by ship to Vladivostok, by the Trans-Siberian Railroad to Saint Petersburg and Nikolayev to be reassembled in Russian shipyards. In Russia they were known as the "Amerikansky Golland"-class submarines.
Six of the boats were undelivered at the time of the Russian Revolution of 1917. These were later bought by the United States Navy, and after reassembly at the Puget Sound Navy Yard, they became the United States H-class submarines "H-4" - "H-9".
In 1918 the Black Sea Fleet submarines "АG-21"-"АG-26" were taken over by the Ukrainian State Navy.
In May 1918 the Finnish Navy salvaged two of the Baltic Fleet submarines scuttled off Hanko at the end of the Finnish Civil War, but was unable to refit them for service.


Jewel-class cruise ship

The "Jewel" class is a class of cruise ships operated by the Norwegian Cruise Line (NCL) and was built by Meyer Werft of Germany. The "Jewel" class became NCL's largest ships, until the construction of , at , in 2009 at STX Europe in St. Nazaire, which is also owned by NCL. The lead ship, was delivered in August 2005 and the last vessel, was delivered in October 2007; however, the second ship of the class (originally built as "Pride of Hawaii") was originally intended for NCL America. After sailing for the line in two years (2006–2008), "Pride of Hawaii" proved to be unsuccessful. In 2008, NCL decided to transfer "Pride of Hawaii" to their fleet. After receiving her current NCL livery, she was renamed "Norwegian Jade" and sailed for NCL in 2008.
Overview.
The "Jewel" class are the fourth largest ships in the NCL fleet, being preceded by the near-identical "Dawn" class, and is surpassed by the 153,000 GT "Norwegian Epic". These ships have Panamax dimensions, enabling them to transit through the original Panama Canal locks.
These ships are the second batch of ships to have hull art, reflecting the name of each ship.
History.
"Norwegian Jewel" and "Pride of Hawaii" were ordered initially and a further two ships, "Norwegian Pearl" and "Norwegian Gem" followed in 2004.
"Pride of Hawaii", was the second of the four "Jewel"-class ships ordered by NCL to become an additional ship for NCL America. As the "Pride of Hawaii" proved unsuccessful in NCL America's fleet, it was decided that she will be transferred to NCL in 2008 and was renamed "Norwegian Jade".
The ships are long and wide, having 1,188 passenger cabins, with a capacity for 2,669 passengers.
Concept and construction.
The "Jewel" class was ordered in September 2003, with an option for two vessels. Later, the option was extended to four vessels. "Jewel"-class ships have Panamax dimensions, Azipod propulsors and tonnage values of 93,500 GT. The keel of the lead vessel, "Norwegian Jewel" was laid on 4 June 2004 and was delivered on 4 August 2005; the keel of second vessel, "Norwegian Jade" (former "Pride of Hawaii") was laid on 8 February 2005 and was delivered on 19 April 2006; the third vessel's keel, "Norwegian Pearl" was laid on 4 October 2005 and was delivered on 28 November 2006; the last vessel's keel, "Norwegian Gem" was laid on 17 June 2006 and was delivered on 1 October 2007.


CA-class submarine

The CA class were a group of midget submarines built for the Italian Navy during World War II.
Design.
These submarines were designed by the Caproni Company and built in great secrecy. They were originally designed for coast defence but later modified as clandestine attack craft similar to the British X craft.
Service.
In 1942, after the United States entered the war, Junio Valerio Borghese, commander of the Decima MAS (the Italian Navy's special operations unit), devised a plan to attack New York Harbor using a CA type midget submarine and commando frogmen. The midget submarine would be transported across the Atlantic by being carried on the deck of a larger submarine. The Italian submarine was chosen for the task and modified at the Italian base in Bordeaux (BETASOM). "CA 2" was transported by rail from Italy and trials, which were conducted near La Pallice, were supervised by Borghese himself during late 1942. "Leonardo Da Vinci" was sunk in May 1943 before the operation could be carried out. No new boat was available and the Italian Armistice stopped further planning.


USS L. Y. Spear

USS "L. Y. Spear" (AS-36) was the lead ship of her class of submarine tenders, in service to the United States Navy from 1970 through 1996.
Etymology.
She was named for Lawrence York Spear, a former Navy lieutenant who played an integral role in submarine design at Electric Boat Company before and during World War II.
History.
"L. Y. Spear" was laid down by General Dynamics Quincy Shipbuilding Division at Quincy, Massachusetts, on 5 May 1966; launched on 7 September 1967; sponsored by the wife of Vice Admiral Schade, Commander, Submarine Force, Atlantic Fleet; and commissioned on 28 February 1970.
Designed primarily to service nuclear attack submarines, "L. Y. Spear" was assigned to Submarine Squadron 6 with Norfolk, Virginia, as her home port. She had the capability to provide logistic and technical support for as many as 12 submarines and service four of them alongside simultaneously.
"L. Y. Spear" was decommissioned on 6 September 1996 and struck from the Navy Register on 3 May 1999. She was berthed at the Norfolk Naval Shipyard in Portsmouth, Virginia, from 1999 till 2010. On 9 July 2010, a contract to dismantle "L. Y. Spear" was issued to ESCO Marine, Brownsville, Texas. She departed the Norfolk Naval Shipyard at the end of August 2010 and was completely dismantled by 14 July 2011.
The mess deck scene from the movie "The Death of Ocean View Park" (1979) was filmed aboard the "L. Y. Spear".


San Pedro (steam schooner)

The steam schooner San Pedro (1899-1920) was the first vessel constructed by John Lindstrom's shipbuilding yard at Aberdeen, Washington in 1899. She was one of many steam schooners constructed by the yard that year, (which included the "Aberdeen", "Henry Wilson" and "W.H. Kruger") and weighed 456 tons. On October 3, 1905, the "San Pedro" accompanied the tugboat "Pomo" when the latter was towing the lumber schooner "Santa Barbara", damaged by grounding, to Hunter's Point, California.
On July 21, 1907, "San Pedro" left on a routine trip between Eureka, California and San Pedro, California under the leadership of Captain Magnus Hanson. She was carrying over of Redwood lumber in her hold along with a large load of railroad ties and fence posts on her deck. Later that night, she became enshrouded in fog off Shelter Cove, California. Captain Hanson retired and left First Officer Ben Hendrickson in charge. Despite the fog, she continued sailing at full steam. Upon hearing a fog whistle from a nearby steamship, Hendrickson immediately changed the "San Pedro's" course to head out to sea in order to avoid a possible collision. The steamer's whistle grew louder as the "San Pedro" continued heading out to sea.
Fifteen minutes after the first blast was heard, the mystery steamer let out two whistle blasts indicating it would be passing "San Pedro". The whistles were heard off the "San Pedro's" port bow and sounded dangerously close. Worried, Hendrickson ordered the "San Pedro" to give out four blasts signaling danger. Shortly afterwards, the mystery steamer appeared in front of the "San Pedro" and revealed herself to be the 2,721 ton passenger liner "Columbia". The two vessels collided at 12:22 AM on July 21, 1907. "San Pedro" was left partially sunk with a noticeable list. Thankfully, the massive cargo of Redwood kept the schooner afloat.
Re-taking charge of his ship, Captain Hanson realized his vessel would stay afloat and immediately turned his attention to the stricken "Columbia". The passenger liner had a large hole in her starboard side causing her to list towards starboard and begin sinking by the bow. Realizing the "Columbia" was going to sink, Captain Hanson ordered all of "San Pedro's" lifeboats to assist in rescuing "Columbia's" survivors. Eight and a half minutes after the collision, "Columbia" made her final plunge, taking 88 people with her. 80 of "Columbia's" survivors were brought on board the "San Pedro", where they had to hold on to one another so as not to be washed overboard. Eventually, the steamers "Roanoke" and "George W. Elder" arrived to pick up any remaining survivors. The "George W. Elder" removed the 80 survivors from the "San Pedro" and towed the lumber schooner to Safe Harbor, California.
Following the disaster, "San Pedro" was repaired and reconstructed. She continued to serve the California coastline until 1920, when she was sold to foreign interests. Sometime after this sale, the "San Pedro" apparently sank.
References.
Bibliography


SS Alexander Majors

SS "Alexander Majors" was a Liberty ship built for the United States Maritime Commission during World War II. The ship was named in honor of Alexander Majors an American who with William Hepburn Russell and William B. Waddell founded the Pony Express. The ship was assigned by the War Shipping Administration to Isthmian Steamship Company of New York who operated it throughout World War 2. "Alexander Majors" was Laid down on 27 December 1943, launched on 20 January 1944 and completed on 4 March 1944, with the hull No. 2262 as part of the Emergency Shipbuilding Program.
Attacked.
"Alexander Majors" was part of the supply ships that supported the Battle of Leyte from 7 October to 26 December 1944 in the Pacific war campaign of World War II. On November 12, 1944 "Alexander Majors" was at anchor west of Dulag, Leyte in Leyte Gulf, when an Empire of Japan plane dropped an aerial bomb about from the ship. Her United States Navy Armed Guard shot the plane down. In the afternoon another kamikaze plane attacked "Alexander Majors". The plane hit a second plane that crashed into "Alexander Majors" mainmast. The plane exploded, killing two crew and blowing the cargo cover off cargo holds #3 and #4. Fire starting in the two cargo holds. The Armed Guards help shoot down the third plane. The explosion blew some of the crew overboard. The explosion knocked out the ship fire fighting gear. But a Navy LCI fire fighting ship was able to come alongside and put out the fire in the two cargo holds. The cargo in hold #3 and #4 was a complete loss, kapok life jackets in #3 took days to put out. "Alexander Majors", still operational, continued to defend off more planes. She destroyed a plane on November 24. There were 160 more attacks from November 4 to December 4, but she survived each. Her burnt two cargo holes, deck, bridge and two lifeboats were repaired or replaced. The kamikaze attack was at 11°11'N, 125°05'E. In addition to the two crewmen killed, one seaman was hit by shrapnel metal, one Armed Guard was hospitalized at Leyte, 11 Armed Guards and two United States Army were burnt by the fire. At the end of the war, she was turned over to the Army Transportation Service and was operated as a troop ship to bring home vets as part of Operation Magic Carpet. The Army Transportation Service renamed her the SS "Alexander Majors" USAT.
Post war.
After the war, in 1947, she was sold to a private party, Soc.di Nav.Italia in Genoa, Italy and operated as an Italian flagship. She was renamed SS "Tritone" In 1972 she was laid up at Trieste. In 1973 she was scrapped at Sant'Angelo in Vado.


SS Haiti Victory


SS Carter Braxton

SS "Carter Braxton" was a Liberty ship built in the United States during World War II. She was named after Carter Braxton, a signer of the United States Declaration of Independence, as well as a merchant, planter, and Virginia politician. A grandson of Robert "King" Carter, one of the wealthiest and most powerful landowners and slaveholders in the Old Dominion, Carter Braxton was active in Virginia's legislature for more than 25 years.
Construction.
"Carter Braxton" was laid down on 3 September 1941, under a Maritime Commission (MARCOM) contract, MCE hull 22, by the Bethlehem-Fairfield Shipyard, Baltimore, Maryland; and was launched on 24 January 1942.
History.
She was allocated to the Union Sulphur & Oil Co., Inc., on 18 March 1942. She was sold for commercial use on 19 June 1947, to the Union Sulphur & Oil Co., Inc., and renamed "Herman Frasch", after Herman Frasch.
Bibliography.


SS Pennsylvanian

SS "Pennsylvanian was a cargo ship built in 1913 for the American-Hawaiian Steamship Company. During World War I she was requisitioned by the United States Navy and commissioned as USS "Pennsylvanian" (ID-3511) in September 1918, and renamed two months later to USS "Scranton. After her naval service, her original name of "Pennsylvanian" was restored.
"Pennsylvanian" was built by the Maryland Steel Company as one of eight sister ships for the American-Hawaiian Steamship Company, and was employed in inter-coastal service via the Isthmus of Tehuantepec and the Panama Canal after it opened. "Pennsylvanian" was one of the first two steamships to travel eastbound through the canal when it opened in August 1914. During World War I, as both SS "Pennsylvanian" and USS "Scranton", the ship carried cargo and animals to France, and returned American troops after the Armistice in 1918.
After her naval service ended in 1919, she was returned to her original owners and resumed relatively uneventful cargo service over the next twenty years. Early in World War II, the ship was requisitioned by the War Shipping Administration, and shipped cargo on New York – Caribbean routes and transatlantic routes. In mid-July 1944, "Pennsylvanian" was scuttled as part of the breakwater for one of the Mulberry artificial harbors built to support the Normandy Invasion.
Design and construction.
In September 1911, the American-Hawaiian Steamship Company placed an order with the Maryland Steel Company of Sparrows Point, Maryland, for four new cargo ships—, , , and "Pennsylvanian". The contract cost of the ships was set at the construction cost plus an 8% profit for Maryland Steel, with a maximum cost of $640,000 each. The construction was financed by Maryland Steel with a credit plan that called for a 5% down payment in cash with nine monthly installments for the balance. Provisions of the deal allowed that some of the nine installments could be converted into longer-term notes or mortgages. The final cost of "Pennsylvanian", including financing costs, was $70.35 per deadweight ton, which came out to just under $716,000.
"Pennsylvanian" (Maryland Steel yard no. 127) was the final ship built under the original contract. She was launched on 29 March 1913, and delivered to American-Hawaiian in June. "Pennsylvanian" was , and was in length and abeam. She had a deadweight tonnage of and a storage capacity of . "Pennsylvanian" had a single quadruple expansion steam engine powered by oil-fired boilers that drove a single screw propeller. It could propel the ship at a speed of . The engine had cylinders of 25½ inches (65 cm), , 53½ inches (136 cm) and diameter by stroke. It was built by the Maryland Steel Company, Sparrows Point, Maryland.
Early career.
When "Pennsylvanian" began sailing for American-Hawaiian, the company shipped cargo from East Coast ports via the Tehuantepec Route to West Coast ports and Hawaii, and vice versa. Shipments on the Tehuantepec Route would arrive at Mexican ports—Salina Cruz, Oaxaca, for eastbound cargo, and Coatzacoalcos for westbound cargo—and would traverse the Isthmus of Tehuantepec on the Tehuantepec National Railway. Eastbound shipments were primarily sugar and pineapple from Hawaii, while westbound cargoes were more general in nature. "Pennsylvanian" sailed in this service on the west side of North America.
After the United States occupation of Veracruz on 21 April 1914 (which found six American-Hawaiian ships in Mexican ports), the Huerta-led Mexican government closed the Tehuantepec National Railway to American shipping. This loss of access, coupled with the fact that the Panama Canal was not yet open, caused American-Hawaii to return in late April to its historic route of sailing around South America via the Straits of Magellan. With the opening of the Panama Canal on 15 August, American-Hawaiian ships switched to taking that route. "Pennsylvanian", on the west side of the canal when it opened, was one of the first two eastbound steamers to traverse the canal during her trip to New York. In late August, American-Hawaiian announced that "Pennsylvanian" would sail on a San Francisco – Panama Canal – Boston route, sailing opposite of , "Honolulan", and sister ship "Washingtonian". When landslides closed the canal in October 1915, all American-Hawaiian ships, including "Pennsylvanian", returned to the Straits of Magellan route again.
"Pennsylvanian"s exact movements during 1916 and 1917 are unclear. She may have been in the half of the American-Hawaiian fleet that was chartered for transatlantic service. She may also have been in the group of American-Hawaiian ships chartered for service to South America, delivering coal, gasoline, and steel in exchange for coffee, nitrates, cocoa, rubber, and manganese ore. However, when the United States entered World War I in April 1917, the entire American-Hawaiian fleet, including "Pennsylvanian", was requisitioned by the United States Shipping Board (), which then returned the ships for operation by American-Hawaiian.
U.S. Navy service.
On 13 September 1918, "Pennsylvanian" was transferred to the U.S. Navy at New York and commissioned USS "Pennsylvanian" (ID-3511) the same day. Assigned to the Navy's Naval Overseas Transportation Service (), "Pennsylvanian" loaded a general cargo and sailed for Brest, France, on 30 September. She arrived there on 15 October and sailed for La Pallice the next day, where she unloaded her cargo before departing for New York on 5 November.
Arriving at New York on 15 November, four days after the Armistice, "Pennsylvanian" was refitted as an animal transport ship, which, among other things, required the building of ramps and stalls for the animals. Sometime in November, probably during her refit, she was renamed USS "Scranton", becoming the first U.S. Navy ship named in honor of the Pennsylvania city. "Scranton" sailed for France on 12 December, arriving at Saint-Nazaire on 29 December, and returning to New York on 29 January 1919.
On 5 February, "Scranton" was transferred from the to the Navy's Cruiser and Transport Force, and began conversion to a troop transport to carry American personnel home from France. While sailing to France to begin her first troop-carrying duties in late March, "Scranton" suffered damage to her rudder and was disabled east of New York. Navy transport responded to "Scranton"s distress call, and attempted to take "Scranton" under tow. During the day on 28 March, "Scranton" attempted to run a towline to "El Sol" by sending a launch in the rolling seas, but it capsized, drowning three men. "El Sol" stood by "Scranton" for over 40 hours until minesweeper arrived and took "Scranton" under tow. "Penguin" and "Scranton" arrived in New York on 3 April, where "Scranton" entered drydock to undergo repairs.
After repairs, "Scranton" made three roundtrips to France and carried some 6,000 troops and passengers home to the United States before she was decommissioned on 19 July. The ship was handed over to the for return to American-Hawaiian, who restored her original name.
Interwar years.
"Pennsylvanian" resumed cargo service with American-Hawaiian after her return from World War I service. Though the company had abandoned its original Hawaiian sugar routes by this time, "Pennsylvanian" continued inter-coastal service through the Panama Canal in a relatively uneventful career. One incident of note occurred on 28 November 1930, when "Pennsylvanian" hit a Southern Pacific ferry near Goat Island (present-day Yerba Buena Island) in a dense fog in San Francisco Bay. "Pennsylvanian" hit the stern of the ferry and caused damage to the ferry's superstructure and destroyed about of the ferry's railing. No one on either ship was injured.
Other hints of "Pennsylvanian"s activities throughout the rest of her career can be found from contemporary newspaper reports. In October 1929, the "Los Angeles Times" reported on a shipment that included 2,500 to 3,000 radio sets among "Pennsylvanian"s of cargo. In March 1938, "The Christian Science Monitor" reported that "Pennsylvanian"s captain, C. M. Bamforth, had temporarily turned the deck of the cargo ship into a boatyard to build a catboat for his son in Swampscott, Massachusetts. Bamforth laid the keel while in San Francisco, bought copper rivets for the hull planking in Portland, Oregon, and began painting the boat after "Pennsylvanian" had traversed the Panama Canal. He expected to have the boat finished when "Pennsylvanian" arrived in Boston on 22 April.
In October the same year, "Pennsylvanian" delivered of steel parts for the Hale Telescope then under construction at the Palomar Observatory outside San Diego. The ship had picked up the $375,000 cargo in Philadelphia before sailing for San Diego.
World War II.
At some point after the United States entered World War II, "Pennsylvanian" was requisitioned by the War Shipping Administration (WSA), and, as with her pre-U.S. Navy service in World War I, she continued to be operated by American-Hawaiian. From July to September 1942, "Pennsylvanian" sailed between New York and Caribbean ports, calling at Trinidad, Key West, Hampton Roads, Guantánamo Bay, and Cristóbal. In January 1943, "Pennsylvanian" called at Bandar Abbas, Iran, on the Persian Gulf, and returned to Caribbean sailings again by March 1943.
Between May and September 1943, "Pennsylvanian" made four transatlantic crossings between New York and Liverpool, making intermediate stops in Loch Ewe and Methil while in the United Kingdom. The cargo ship made two New York – Guantánamo Bay roundtrips between September and December before resuming transatlantic sailings. After two New York – Liverpool roundtrips between late December 1943 and April 1944, "Pennsylvanian" left the United States for the final time on 19 May 1944, arriving in Liverpool on 2 June. She called at the British ports of Methil, Loch Ewe, Clyde, and Milford Haven in late June and early July, and, sailing from Barry in mid July, "Pennsylvanian" arrived at Saint-Laurent-sur-Mer, France. There she was scuttled as part of the breakwater for the Mulberry artificial harbor built to support the Normandy Invasion.
In March 1945, the WSA offered a payment of $565,910 to American-Hawaiian for "Pennsylvanian" as part of a $7.2 million settlement for eleven requisitioned American-Hawaiian ships that had either been sunk, scuttled, or were to be retained by the government.


FSRU Independence

FSRU "Independence", delivered in March 2014 is an LNG carrier designed as a floating LNG storage and regasification unit to be used as an LNG import terminal in Lithuania. The vessel can store of natural gas and can supply all of Lithuania's need for natural gas. The vessel started operating in the autumn of 2014. It provides some diversification of Lithuanian gas imports away from Russia.
Built by Hyundai in South Korea, it arrived at Klaipėda on 27 October 2014, after a five-month cruise.


SS Chusan

The SS "Chusan" was a British ocean liner and cruise ship, built for the Peninsular and Oriental Steam Navigation Company's Indian and Far East Service in 1950. She was named after Chusan, a small island off China. A smaller version of the , the "Chusan" had a gross register tonnage of 24,215; and a capacity of 1,565 passengers and crew. She was built as a replacement for the , lost in the Second World War. She was long. The "Chusan" is said to have brought new standards of shipboard luxury to India and the Far East. She was the last passenger liner built for P & O by Vickers-Armstrongs.
"Chusan" entered service in 1950, with her maiden voyage from London, England to Bombay, India. But she first made two "shake down" "all first class trips", one of a week's length and the other of a fortnight, sailing to Lisbon, Casablanca and Madeira. For most of her working life, she carried passengers between London, Bombay, and Japan, but from 1963 also operated to Sydney, Australia. In 1973, she retired from service and was sold to be scrapped at Chou’s Iron and Steel Company Ltd. in Kaohsiung, Taiwan.
Planning and construction (1946-1950).
"Chusan" was ordered in May 1946 and was built by Vickers Armstrong Ltd., Barrow (yard number #964) in the port of Furness, England. In February 1947, her keel was laid, and was launched on 28 June 1949 and christened by the wife of Viscount Bruce of Melbourne. In June 1950, she underwent sea trials, and was delivered to P&O on 14 June 1950. The "Chusan" was the largest and last ship built for the Far East Services of P&O. A notable feature of the ship is that it was the first passenger ship to be equipped with anti-roll stabilizers.
Four transatlantic crossings were scheduled for "Chusan" under charter to Cunard Line. However, a delay occurred, and therefore her first voyage was to Rotterdam for the purpose of carrying British officials to a freight conference. The four transatlantic voyages were provided by the .
Ownership by P&O (1950-1970).
"Chusan"'s maiden voyage was a nine-day cruise from Southampton to Madeira and Lisbon beginning on 1 July 1950. On 15 September 1950 she then made a voyage from London to Bombay via the Suez Canal. The service for which "Chusan" was intended commenced on 7 November 1950, from London to Hong Kong. After this, she would continue to the Far East, along with the ships , , and . In November 1950, "Chusan" resumed P&O's service to Japan, and made the first call after World War 2 at Yokohama. In December 1951 she carried the first batch of Malayan student teachers to England to begin their training at Kirkby College in Lancashire. The journey started in Hong Kong, picked up the student teachers in Singapore and Penang on 12 December and arrived in London on New Year's Day, 1952.
"Chusan" was fitted with a Thornycroft funnel top in May 1952. This was done to reduce the deposit of soot and smut on her decks. The job was done by "R&H Green and Silley Weir Ltd." at London.
On 12 June 1953, "Chusan" accidentally collided with the freighter "Prospector", off the Goodwin Sands in the English Channel. The collision tore a breach in her hull. Consequently, she returned to London for two days of repairs.
In April 1954, "Chusan" departed London for a world cruise lasting 92 days, which was a first for the P&O Line.
In March 1955, another incident occurred, which involved bringing a smallpox-infected passenger to Port Said, Egypt. A bomb hoax during a Mediterranean cruise occurred on 2 September 1955, and the ship returned to Naples to be searched.
Passenger capacity was changed to 464 in first class and 541 in tourist (second) class in the year 1959. "Chusan" was refitted from December 1959 throughout March 1960, which involved the installation of air conditioning throughout the ship. She was transferred to "P&O-Orient Lines" in May 1960. "Chusan" was taken off Far East passenger service for use on cruises, before being again transferred to a regular service from Australia to Yokohama, with an intermediate port of call at Hong Kong.
In October 1966, she was again transferred back to P&O Lines. Passenger capacity was again changed to 455 in first class and 517 in tourist class.
Final Years (1970-1973).
The P&O's association with India ended in January 1970, with a voyage by "Chusan" on the final London to India service route. While docked in Southampton in July of that year, a fire occurred in her funnel uptakes. She was transferred to the "P&O Passenger Division" in 1971, and from December of that year to January 1972, she operated on P&O's first cruises starting from Cape Town, South Africa.
Her final commercial voyage ended on 26 March 1973, when she arrived in Southampton. She was retired from service soon after and was sold to Mitsui & Co.. In turn, "Chusan" was sold to "Chou's Iron and Steel Company Ltd." for scrapping. She arrived there on 1 July 1973, after a service life of 23 years. Demolition of "Chusan" at the scrapyard began in September 1973.
Timeline.
Major events in the history of the "Chusan".


MS Combi Dock III

MS "Combi Dock III is a semi-submersible heavy-lift ship, a specialized cargo vessel of Harren & Partner, Bremen. The vessel belongs to the Combi Dock Type and has a sister ship Combi Dock I", both vessels were built by Lloyd Werft Bremerhaven, Germany in 2008-2009 after the hulls had been completed by Christ S.A., Gdansk.
Combi Dock Type vessels have Lo-Lo / Ro-Ro / Flo-Flo (Lift on - Lift off / Roll on - Roll off / Float on - Float off) capabilities with a stern ramp. "Combi Dock III" is equipped with two cranes able to lift each 350 tons and one crane to lift 200 tons for a combined maximum lift of 700 tons. It has a cargo hold of 132 x 18 x 9.4 meters and can sail with an open hatch.
History.
On 16 July 2013, during a storm, the "Combi Bock III" broke free of its moorings and damaged the submarine HMAS "Sheean" (SSG 77) at the Australian Marine Complex. "Combi Dock III" was impounded by the Australian government until 13 September, when the owners agreed to pay for the damage.
In July-August 2017, the "Combi Dock III" transported the sailing vessel "Peking" for repairs and permanent display from New York City to Germany.
Combi Dock series.
"Combi Dock III" is the third ship of the Combi Dock series. "Combi Dock II" and "IV" have been converted into offshore support vessels and renamed.


Gal-class submarine

The Type 540 "Gal"-class submarine is a slightly modified variant of the German HDW Type 206 submarine class (which includes the distinctive dome, or bulge, in the front of the boat), modified for Israeli requirements. The Gal class submarines were built to Israeli specifications at the Vickers shipyards Type 540 at Barrow in Furness in the UK rather than Germany for political reasons. "Gal" (גל - Hebrew for "wave") was the name of the son of Abraham (Ivan) Dror, 3rd commander of the squadron and head of the project.
The "Gal" class of submarines were the first Israeli Navy submarines built to Israeli Navy specifications. They supplant previous generations of submarines employed from 1958 by the Israeli navy which were refurbished and upgraded boats of the British S class and T class; submarines whose hull designs dated back to the decade before World War II.
Since entering service in the late 1970s, these small but agile and sophisticated submarines were continuously upgraded with newer systems to maintain their technological edge. They were somewhat unusual in that all boats of the class were at one point equipped with six-tube retractable Blowpipe surface-to-air missile launchers controlled from inside the boat, though these were later removed. The Israeli newspaper Maariv reports that "Gal"-class submarines were active in the 1982 Lebanon War. During the war, a "Gal"-class submarine fired two torpedoes and sank a Lebanese refugee boat, killing 25 people on board. During 1983 torpedo tube launched Sub-Harpoon anti-ship missiles and associated fire control systems were added to all boats of the "Gal" class. NT 37E torpedoes were acquired to replace the older Mk 37 models in 1987–88. All extensively overhauled in 1994–95, including improved sensors and fire control system.
In the late 1990s, the "Gal" submarines were replaced with the new, much larger s. The "Gal" boats were decommissioned in the early 2000s. One was scrapped and two were sent to HDW in Germany in hopes of finding a foreign buyer. When none was found, in October 2007 "Gal" was shipped back to Haifa, Israel and is now on display in the Israeli Naval Museum. Some changes were made in the submarine to make it accessible to visitors, such as entrances cut into her port (left) side.
Ships.
The first ship commissioned was "Gal" in December 1976. It was damaged by grounding on her delivery voyage but was repaired. "Gal" is now on display at the Israeli Naval museum in Haifa.
The next two "Gal"-class submarines were named after their retired Israeli submarine predecessors of the retired British T class who themselves were named after two sea monsters mentioned in Isaiah 51:9:
"Awake, awake, put on strength, O arm of the Lord; awake as in the ancient days, In the generation of old! Art thou not it that hath cut Rahab (Rahav), and wounded the dragon? (in Hebrew, Tanin)" These names will also be placed on two boats of the "Dolphin" class.


USNS Michelson (T-AGS-23)

USNS "Michelson" (T-AGS-23) was a oceanographic survey ship of the United States Navy. Launched as the SS "Joliet Victory" in 1944, Maritime Commission hull number MCV 114, a type VC2-S-AP3 Victory ship, she was named after Albert Abraham Michelson. The ship was reactivated from the James River Maritime Administration Reserve Fleet on 8 February 1958, delivered to the Navy Department at the Philadelphia Naval Shipyard on 8 August 1957 and converted to an AGS by the Charleston Naval Shipyard. USNS "Michelson" (AGS‑23) was placed in service on 15 December 1958 under the operational control of MSTS Atlantic.
SS "Joliet Victory" WW2.
SS "Joliet Victory" was a World War II era Victory ship. She was laid down on 5 May 1944, and delivered to the Maritime Commission on 30 June 1944. She served in the Pacific War, participating in the landings on Leyte in late 1944.
SS "Joliet Victory" Naval Armed Guard crews earned Battle Stars in World War II for war action in during the Invasion of Lingayen Gulf from 4 Jan. 1945 to 18 Jan. 1945. Also a second "Battle Stars" for the Leyte landings in the Battle of Leyte from 5 March 1945 to 13 March 1945. "Joliet Victory" was active in delivering support for the Battle of Iwo Jima from 19 February to 26 March 1945. In each battle she had to use her deck guns to defend against air attacks. "Joliet Victory" and the "SS Columbia Victory" had the dangerous job of supplying artillery ammunition for the Iwo Jima battle.
The ship was laid up in the Hudson River as part of the National Defense Reserve Fleet on 1 July 1948, and was reactivated during the Korean War, serving from 27 July 1950 until 31 October 1953, when she was again laid up in the NDRF in the James River. She was acquired by the U.S. Navy on 8 February 1958, renamed "Michelson", and converted to an Oceanographic Survey Ship (AGS) at the Philadelphia Naval Shipyard.
USNS "Michelson" T-AGS-23.
"Michelson" was operated by the U.S. Naval Oceanographic Office for the U.S. Navy Office of Special Projects in support of the U.S. Navy Fleet Ballistic Missile Program. Three ships were converted for this purpose: "Michelson", and identical sister ships and .
Attached aboard "Michelson" was a US Navy Oceanographic Detachment, upgraded ca. May 1966 to an Oceanographic Unit, of approximately 3 officers and 22 enlisted personnel, mostly technicians. Varying numbers of civilian scientists and engineers managed survey operations, and maintained certain navigation and sonar equipment, usually about 12 oceanographers from the Naval Oceanographic Office, some personnel from the Naval Applied Sciences Laboratory (NASL, later NSSNF), and about 7 technical representatives from private corporations.
"Michelson" was taken out of service and disposed of by MARAD sale on September 22, 1977.


SS Godafoss

SS "Godafoss" was an Icelandic cargo ship that was torpedoed by the just off Reykjanes northwest of Gardur, Iceland (), while she was travelling from New York, United States to Reykjavik, Iceland.
Construction.
"Godafoss" was constructed in 1921 at the Frederikshavns Vaerft & Flydedok A/S shipyard in Frederikshavn, Denmark. "Godafoss" served in the Eimskipafelagid fleet from July 1921 until her demise in November 1944.
The ship was long, with a beam of and a depth of . The ship was assessed at . She had a Compound expansion engine driving a single screw propeller and the engine was rated at 124 nhp.
Sinking.
On 10 November 1944, "Godafoss" was on a voyage in Convoy UR 142 from New York, United States to Reykjavík, Iceland with a general cargo of 1,240 tons. The convoy in which "Godafoss" was the lead ship had broken up during the night due to foul weather. "Godafoss" had stopped to help rescue survivors from the burning vessel "Shirvan" when she was torpedoed with an LUT torpedo from the . The vessel sank within seven minutes with it 14 crew members, one convoy signalman and ten passengers were lost.
Wreck.
The wreck lies at .