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Holland (SS-01), at the US Naval Academy, Annapolis, MD., circa 1901-1902. The crew on deck are, L to R: Harry Wahab, chief gunner's mate Kane, Richard O. Williams, chief electrician, Chief Gunner Owen Hill, commanding Igoe Michael Malone; Barnett Bowie, Simpson, chief machinist mate, and Rhinelander.
The two vessels on the right are monitors. The inboard vessel has only one turret and is probably one of 3 monitors: Arkansas (M-7), Nevada(M-8) or Florida (M-9). The outboard 2 turreted monitor is also one of 3 probables Amphitrite (BM-2), Terror (M-4) or Miantonomah (BM-5).
Cruise ship SS Rotterdam in the late afternoon sun.
The fifth SS Rotterdam, known as "The Grande Dame", was launched by Queen Juliana in a gala ceremony on 13 September 1958, and completed the following summer. The Rotterdam was the last great Dutch "ship of state", employing the finest artisans from the Netherlands in her construction and fitting out process.[1] With a career spanning forty years, she was also one of the most successful passenger ships of all time. She sailed from 1959 until her final retirement in the fall of 2000.
Originally she was conceived as running mate to the popular Nieuw Amsterdam launched in 1937, but work was put on hold at the outbreak of World War II in Europe. When economic conditions once again became favorable for completion of the new ship in early 1954, the beginning of the end of ocean liners as basic transport was visible on the horizon. The designers took this in mind and created a groundbreaking vessel, a two class, horizontally divided ship with movable partitions and a unique double staircase allowing for easy conversion to cruising. Rotterdam's machinery was shifted aft, to the now-traditional two thirds aft position, and in lieu of a funnel twin uptake pipes were fitted. To provide balance, a large deckhouse was built atop the superstructure in the midships position of a typical funnel. While very controversial at the time, Rotterdam's appearance became groundbreaking, and her unique design features can be found on cruise ships today.
After years of laying idle, a new destination was found for the former SS Rotterdam as a hotel and tourist attraction in her old home port of Rotterdam. She was restored in Poland and Wilhelmshaven, Germany and on August 4, 2008 returned to the city of Rotterdam. She opened to the public on February 15, 2010 as a combination museum/hotel.
SS United States is a retired ocean liner built during 1950 and 1951 for United States Lines. She is the largest ocean liner constructed entirely in the United States and the fastest ocean liner to cross the Atlantic in either direction, retaining the Blue Riband for the highest average speed since her maiden voyage in 1952, a title she still holds. The ship was designed by American naval architect William Francis Gibbs and could have been converted into a troopship if required by the Navy in time of war. The ship served as an icon for the nation, transporting numerous celebrities throughout her career between 1952 and 1969. Her design included innovations in steam propulsion, hull form, fire safety, and damage control. Despite her great speed, by the mid 1960s her passenger numbers began to decline as air travel between the US and Europe became more popular.
"SS Keewatin is a passenger liner that once sailed between Port Arthur / Fort William (now Thunder Bay) on Lake Superior and Port McNicoll on Georgian Bay (Lake Huron) in Ontario, Canada. She carried passengers between these ports for the Canadian Pacific Railway's Great Lakes Steamship Service. Built by Fairfield Shipbuilding and Engineering Company in Scotland as Hull No. 453, the Keewatin was launched 6 July 1907 and entered service in the following year. She ran continuously for almost 60 seasons, being retired in 1966.
In August 2011 it was announced that the vessel had been sold to Skyline International Developments Inc.and was moved back to its home port of Port McNicoll, Ontario, on June 23, 2012, for restoration and permanent display as a maritime museum and event facility"
news.nationalpost.com/2012/06/16/photo-gallery-aboard-the...
From Wikipedia
Before there was the MV Monte Rosa, there was the SS Monte Rosa, also a Hamburg-Süd ship. Several photos of the vessel hang in the Officers' Lounge of her namesake.
Here's her story:
SS Monte Rosa, was a passenger liner and cruise ship launched in Germany in 1930. During the 1930s, she operated as a German cruise ship under the name Monte Rosa. During World War II, she was operated by the German navy as a troopship. She was acquired by the United Kingdom as a prize of war at the end of the war and renamed Empire Windrush. In British service, she continued to be used mainly as a troopship until March 1954, when the vessel caught fire and sank in the Mediterranean Sea with the loss of four crew.
Empire Windrush is best remembered today for bringing one of the first large groups of post-war West Indian immigrants to the United Kingdom, carrying 492 passengers and one stowaway on a voyage from Jamaica to London in 1948.
British Caribbean people who came to the United Kingdom in the period after World War II are sometimes referred to as the Windrush generation.
[The] SS Monte Rosa was the last of five almost-identical Monte-class passenger ships that were built by Blohm & Voss in Hamburg between 1924 and 1931 for Hamburg Süd (Hamburg South American Steam Shipping Company).
During the 1920s, Hamburg Süd believed there would be a lucrative business in carrying German immigrants to South America and the first two ships were built for that purpose, passenger accommodation was single-class, with space for 1150 in cabins and 1350 in dormitories.
In the event, the immigrant trade never materialized and the two ships were re-purposed as cruise ships, operating in Northern European waters, the Mediterranean and around South America.
This proved to be a great success. Until then, cruise holidays had been the preserve of the rich.
But by providing modestly-priced cruises, Hamburg Süd was able to profitably cater to a large new clientele.
Another ship was commissioned to cater for the demand – the MV Monte Cervantes. However she struck an uncharted rock and sank after only two years in service.
Despite this, Hamburg Süd remained confident in the design and quickly ordered two more ships, the MV Monte Pascoal and the MV Monte Rosa; Monte Rosa was launched on 4 December 1930.
Monte Rosa was 500 ft 3 in (152.48 m) long, with a beam of 65 ft 7 in (19.99 m). She had a depth of 37 ft 8 in (11.48 m).
The ship was assessed at 13,882 GRT, 7,788 NRT The five Monte-class vessels were diesel-powered motor ships, with four 1,436 nhp four-stroke diesel engines driving two propellers. At the time, the use of diesel engines was highly unusual in ships of this size, which would have been typically steam-powered, and their use reflected the experience Blohm & Voss had gained by building Diesel-powered U-boats during World War 1.
Their top speed was 14 knots (26 km/h) (around half the speed of the large trans-Atlantic ocean liners of the era) but this was considered adequate for both the immigrant and cruise business.
The Monte Rosa, was delivered to Hamburg Süd in 1931, which operated her as a cruise ship, traveling to Norway, the United Kingdom and the Mediterranean.
After the Nazi regime came to power in Germany in 1933, she was operated as part of the Strength Through Joy programme, which provided leisure activities and cheap holidays as a means of promoting the party's ideology.
She ran aground off Thorshavn, Faroe Islands, on 23 July 1934, but was refloated the next day.
At the start of World War II, Monte Rosa was allocated for military use. She was used as a barracks ship at Stettin, then as a troopship for the invasion of Norway in April 1940.
She was later used as an accommodation and recreational ship attached to the battleship Tirpitz, stationed in the north of Norway, from where Tirpitz and her flotilla attacked the Allied convoys en route to Russia.
In November 1942, she was one of several ships used for the deportation of Norwegian Jewish people, carrying a total of 46 people from Norway to Denmark, including the Polish-Norwegian businessman and humanitarian Moritz Rabinowitz. Of the 46 deportees carried on Monte Rosa, all but two died in Auschwitz concentration camp.
At the end of March 1944, Monte Rosa was attacked by Royal Air Force Bristol Beaufighters, of 144 Squadron and 404 Squadron. The attack was mounted for the explicit purpose of sinking her after British Intelligence had obtained details of the ship's movements.
The RAF crews claimed two torpedo hits and eight hits with RP-3 rockets.
In June 1944, members of the Norwegian resistance movement attempted, but failed to sink her by attaching Limpet mines to her hull.
Later in 1944, Monte Rosa served in the Baltic Sea, rescuing Germans trapped in Latvia, East Prussia and Danzig by the advance of the Red Army. In May 1945, she was captured by advancing British forces at Kiel and taken as a prize of war.
In 1946, Monte Rosa was assigned to the British Ministry of Transport and converted into a troopship. By this time, she was the only survivor of the five Monte-class ships.
Monte Rosa was renamed HMT Empire Windrush on 21 January 1947, for use on the Southampton-Gibraltar-Suez-Aden-Colombo-Singapore-Hong Kong route, with voyages extended to Kure in Japan after the start of the Korean War. The vessel was operated for the British Government by the New Zealand Shipping Company, and made one voyage only to the Caribbean before resuming normal trooping voyages.
The new name was one of a series of ship names used by the British government for the vessels that were acquired or chartered for the carriage of troops. Many of these ships were second-hand (like Empire Windrush), and were renamed when bought. The names were "Empire" followed by the name of a British river; in this case the River Windrush, a minor tributary of the Thames, flowing from the Cotswold Hills towards Oxford.
In 1948, Empire Windrush, which was en route from Australia to England via the Atlantic, docked in Kingston, Jamaica, to pick servicemen who were on leave. The British Nationality Act 1948 had just been passed, giving the status of citizenship of the United Kingdom and Colonies (CUKC status) to all British subjects connected with the United Kingdom or a British colony.
Prior to 1962, the UK had no immigration control for CUKCs, who could settle indefinitely in the UK without restrictions.
The ship was far from full, and so an opportunistic advertisement was placed in a Jamaican newspaper offering cheap transport on the ship for anybody who wanted to come and work in the UK.
Many former servicemen took this opportunity to return to Britain with the hopes of rejoining the RAF, while others decided to make the journey just to see what England was like. The resulting group of 492 immigrants famously began a wave of migration from the Caribbean to the UK when the ship docked at the Port of Tilbury, near London, on 22 June 1948, and the name Windrush has as a result come to be used as shorthand for that migration, and by extension for the beginning of modern British multicultural society.
The arrival of the ship immediately prompted complaints from some members of parliament, but the first legislation controlling immigration was not passed until 1962.
Among the passengers was Sam Beaver King who went on to become the first black Mayor of Southwark.
There were also the calypso musicians Lord Kitchener, Lord Beginner, Lord Woodbine and Mona Baptiste, alongside 60 Polish women displaced during the Second World War.
There were several stowaways. One, Averill Wauchope, was a "25-year-old seamstress" who was discovered seven days out of Kingston. A whip-round was organised on board ship, raising £50 – enough for the fare and £4 pocket money for her. Nancy Cunard, heiress to the Cunard shipping fortune, who was on her way back from Trinidad, "took a fancy to her" and "intended looking after her".
The arrivals were temporarily housed in the Clapham South deep shelter in south-west London, less than a mile away from the Coldharbour Lane Employment Exchange in Brixton, where some of the arrivals sought work.
Many only intended to stay for a few years, and although a number returned the majority remained to settle permanently. Those born in the West Indies who settled in the UK in this migration movement over the following years are now typically referred to as the "Windrush Generation".
In May 1949, Empire Windrush was on a voyage from Gibraltar to Port Said when a fire broke out on board. Four ships were put on standby to assist if the ship had to be abandoned. Although the passengers were placed in the lifeboats, they were not launched and the ship was subsequently towed back to Gibraltar.
Windrush set off from Yokohama, Japan, in February 1954 on what proved to be her final voyage. She called at Kure and was to sail to the United Kingdom.
Her passengers including recovering wounded United Nations veterans of the Korean War, some soldiers from the Duke of Wellington's Regiment wounded at the Third Battle of the Hook in May 1953, and also military families. However, the voyage was plagued with engine breakdowns and other defects and it took 10 weeks to reach Port Said, from where the ship sailed for the last time.
An inquiry later found that an engine-room fire began after a fall of soot from the funnel fractured oil-fuel supply pipes. The subsequent explosion and fierce oil-fed fire killed four members of the engine-room crew.
The fire could not be fought because of a lack of electrical power for the water pumps because the back-up generators were also not in working order and the ship did not have a sprinkler system.
The lack of electrical power also prevented many lifeboats from being launched and the remainder were unable to accommodate all the survivors, who were mostly clad in their nightclothes.
Despite these difficulties, the only fatalities were the four crew killed in the engine room – all 1,276 passengers were saved.
The rescue vessels took them to Algiers, where they were cared for by the French Red Cross and the French Army. Assistance was given by MV Mentor, MV Socotra, SS Hemsefjell and SS Taigete. A Shackleton from 224 Squadron, Royal Air Force assisted in the rescue.
The burned-out hulk of Empire Windrush was taken in tow by the Bay-class anti-aircraft frigate HMS Enard Bay of the Royal Navy's Mediterranean Fleet, 32 miles northwest of Cape Caxine. HMS Enard Bay attempted to tow the ship to Gibraltar in worsening weather, but Empire Windrush sank in the early hours of the following morning, Monday, 30 March 1954. The wreck lies at a depth of around 2,600 metres (8,500 ft).
The SS Badger, a car ferry that used to haul railcars across Lake Michigan, steams away from Manitowoc
SS California was the World's first major ocean liner built with turbo-electric transmission. When launched in 1927 she was also the largest merchant ship yet built in the USA, although she was a modest size compared with the biggest European liners of her era.
In 1938 California was renamed SS Uruguay. From 1942 to 1946 she was operated through agents by the War Shipping Administration as the troopship Uruguay. She was returned to civilian service as SS Uruguay in 1948, laid up in 1954 and scrapped in 1964.
California was the first of three sister ships built by the Newport News Shipbuilding and Drydock Company of Newport News, Virginia for the American Line Steamship Corporation, which at the time was part of J. P. Morgan's International Mercantile Marine Co. California was launched on 1 October 1927 and delivered to American Line on 13 January 1928. Mrs. Roland Palmedo, wife of the businessman Roland Palmedo, sponsored the launch. California's sister SS Virginia was launched in 1928 and the third of the trio, Pennsylvania, was launched in 1929. All three sisters entered the fleet of American Lines' Panama Pacific Lines subsidiary.
California was a steamship, with oil-fired furnaces heating her boilers to power two steam turbo generators that ran at a constant 2,800 RPM. These supplied current to her 18-foot (5 m)-high electric propulsion motors, which had a combined rating of 2,833 NHP. The turbo-generators and propulsion motors were built by General Electric, which was the world pioneer of turbo-electric propulsion, having supplied the turbo-generators and electric motors for USS New Mexico, the World's first turbo-electric ship, a decade earlier.
California was equipped with submarine signaling apparatus and wireless direction finding equipment, and from about 1934 she was equipped with a gyrocompass.
California's first class accommodation was air conditioned and some first class cabins had en suite bathrooms.
With Panama Pacific Lines, California's two funnels would have been red with a blue top, with a white band dividing the blue from the red.
In 1938 Newport News Shipbuilding drydocked and extensively refurbished California as hull 377. New propellers were fitted. All three sisters were fireproofed to comply with Federal safety regulations, which had been revised as a result of the fire in 1934 that destroyed the liner Morro Castle. California's state rooms were improved, her air conditioning was extended to her tourist class accommodation, a new swimming pool was installed, and her after deck was rebuilt with the addition of a veranda café.
California had been built with two funnels but during the refit this was reduced to one. The refit increased California's tonnage by about 2,000 tons.
On 4 October 1938 Moore-McCormack Lines contracted to operate California, Virginia, Pennsylvania and 10 cargo ships between the USA and South America as part of President Franklin D. Roosevelt's Good Neighbor policy. Moore-McCormack renamed the three passenger liners Argentina, Brazil and Uruguay, and assigned them to the fleet of its American Republics Lines subsidiary.
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Brunels' revolutionary ship, combining steam power screw propellor with an iron hull for the first time, she served as a transatlantic passenger ship, then a steamer to Australia eventually ending up as a floating warehouse in the Falkland Islands. Recovered to the UK in 1970, she sits in the same dry dock in which she was built, open as a tourist attraction and monument to the inginuity of Brunel
The SS United States on July 1, 2010. The SS United States is still the largest passenger ship built in America and holds the record for the fastest Atlantic crossing by ship. Comparing her size to the man sitting next to her you can see how truly huge this ship is.
I bet this ship could tell some stories. Once held records for fastest Eastbound and Westbound Atlantic crossings. Berthed in Philadelphia.
Een gelukstreffer: mooi licht en prachtige wolken...
12 september: a grey rainy morning made room for an afternoon filled with a mixture of wind, impressive clouds and sunny patches. WWKW weather!!! I went to the SS-Rotterdam (again) .
This image was taken with a camera lifted with a kite, one image every 6 seconds. I went home with 150 photos of which about 50 were worth keeping.
Wikipedia: "The SS Rotterdam, known as "The Grande Dame" was the last great Dutch "ship of state", With a career spanning forty years, she was also one of the most successful passenger ships of all time. She sailed from 1959 until her final retirement in the fall of 2000. She returned to the city of Rotterdam and opened to the public on February 15, 2010 as a combination museum/hotel."
The list of celebrities, artists, musicians and heads of state that have sailed this great trans-Atlantic liner in it's 1950's heyday is impressive (the likes of Kim Novak, Cary Grant, President Harry Truman, Judy Garland, Joan Crawford, Gary Cooper)...That alone is enough to declare this ship a historical treasure.
"The SS United States was the brainchild of one of the world's foremost marine architects, William Francis Gibbs. His dream was to build a passenger ship that was faster, safer and more technologically advanced than anything else afloat."
SS United States is a luxury passenger liner built in 1952 for United States Lines. It was designed by American naval architect William Francis Gibbs to capture the trans-Atlantic speed record.
Built at a cost of $79.4 million ($724 million in today's dollars) the ship is the largest ocean liner constructed entirely in the US and the fastest ocean liner to cross the Atlantic in either direction. Even in her retirement, she retains the Blue Riband, the accolade given to the passenger liner crossing the Atlantic Ocean in regular service with the highest speed.
Her construction was subsidized by the US government, since she was designed to allow conversion to a troopship should the need arise. United States operated uninterrupted in transatlantic passenger service until 1969. Since 1996 she has been docked at Pier 82 on the Delaware River in Philadelphia.
SS United States is a passenger liner built in 1952 for the United States Lines and designed to recapture the trans-Atlantic speed record from the British and serve as a possible troop carrier. Built at a cost of $78 million,the ship remains the largest ocean liner built entirely in the United States, the fastest ocean liner to cross the Atlantic in either direction, and it remains current holder of the Blue Riband, given to the passenger liner crossing the Atlantic Ocean in regular service with the record highest speed. The United States operated in transatlantic passenger service until 1969, and since 1996 has been docked at Pier 82 on the Delaware River in Philadelphia.
Philadelphia, PA
Apparently being refurbished by Peru Rail at Puno at the time this photo was taken on 1 November 2007, the "SS Ollanta" was built by Earle's of Hull in 1930 for passenger/freight service on Lake Titicaca.
Built 1910 at Troon
see www.clydeships.co.uk/view.php?official_number=&imo=&a...
SMM ref 2008-046(063)
A clam day on the Delaware Bay as the Cape May-Lewes ferry b) SS DELAWARE is southbound on the Delaware Bay in route to Lewes, DE. She was built in Wilmington, DE at Pusey & Jones Shipyard in 1941 as the a) POCAHONTAS for the Virginia Ferry Corp. (VFC). The VFC ran ferries on the Cape Charles-Little Creek crossing of the lower Chesapeake Bay. She was 300' in length with a 65' beam, powered by two Skinner Uniflow steam engines with a total of 3800 SHP. Her operating speed was 14 knots and was capable of 18 knots. In 1957 she was cut in two at the Baltimore Shipyard, in Baltimore, MD, pulled apart and a 76 foot mid section added increasing her length to 376'. She could carry 120 auto's of the time (The fifties model cars were big.). With the opening of the Chesapeake Bay Bridge Tunnel she and four (Later five.) of her fleetmates went north to the Delaware Bay bought by the Delaware River & Bay Authority (DRBA) for a new run from Lewes, DE to North Cape May, NJ. DRBA built new vessels in the early 1970's and the old ferries were sold to Mascony Transport & Ferry Services Inc. for a proposed new run between Greenport, NY and New London, CT. Mascony got tied up in government red tape and was unable to get the required permits to operate. In the meantime the DELAWARE made her last run for DRBA on Sept 19 1974. After release from the DRBA she steamed to Norfolk Shipbuilding and Drydock in Norfolk, VA where she failed a Coast Guard inspection. For well over a year, maybe two she remained tied up at the shipyard unable to pay her bills. She was finally put up for auction with a $120,000 bill remaining to be paid, she was sold for $8,000. Later in the spring of 1977 she was towed over to Pinners Point in Portsmouth, VA where she was scrapped.
To Captain Bill Parks one of her former captains, this was his favorite boat. Acting as First Mate he took her up to Lewes, DE in 1962 for a trail run across the Delaware Bay with state officials and others. The governor of Delaware was allowed to steer the ship for a while. What better way to sell your boat, put the buyer behind the helm. Captain Parks now working for Curtis Bay Towing watched her daily from his tug as he saw his pride and joy being eaten away by the cutting torch.
Photo scanned from an old slide, not very good, date summer of 1967.