75 YEAR ANNIVERSARY in 1996

Transcription

–
–
1
SS JOBST OLDENDORFF (1) on the lower reaches of River Elbe in the 1950s.
2
(Photograph: Rolf Meinecke)
–
This book is dedicated to Egon Oldendorff, 1900–1984
3
Cover:
GRETKE OLDENDORFF (4) on sea trials
Front paper:
T. A. VOYAGER ex-JOHANNA OLDENDORFF in the
Pacific Ocean
End paper:
YEOMAN BROOK
(FotoFlite)
Note:
Photographs not bearing the name of the
actual photographer have been taken from
the company archives. The publishers’
efforts to trace the names and/or the
current addresses of the photographers
concerned have unfortunately been
unsuccessful.
Conception, text and layout by
Verlag Gert Uwe Detlefsen
Rihimäkistraße 38a
D-23795 Bad Segeberg
Side drawings:
Alfred Schneider, Flensburg
Translation:
C. Norbert Bellstedt, Hamburg
Printed by:
Satz & Druck Leupelt KG
Heideland 0st 24
D-249412 Jarplund-Weding
© Egon Oldendorff
Fünfhausen 1
D-23552 Lübeck
Phone + 4 51 / 1 50 00
Fax + 4 51 / 7 35 22
All rights reserved. No part of this book may be
reproduced, stored in a retrieval system, or transmitted in
any form or by any means, electronic, mechanical,
photocopying, recording or otherwise, without prior
permission in writing from the Publishers.
4
“What Do You Want to Achieve?”
This was the question put to me in
Hong Kong by a respected Indian
reliable service. They can count on our
The only true indicator of success is a
commitment to carry their cargoes around
strong and growing net asset value.
the globe, safely, and arriving on time.
Of course, our most important assets are
shipowner. It was only a courtesy
Egon Oldendorff will continue to grow,
our staff.
visit and I was prepared for the usual
but shipping is a cyclical industry with
Today, I pay tribute to the large number
exchange of information and niceties.
capital-intensive investments, volatile
of men and women who, through their
markets and a high risk profile.
hard work, dedication and loyalty, have
The safety net is our company policy
helped Egon Oldendorff grow and
whereby debts should not exceed a level
prosper. Without them, there would be
of 50 percent of the market value of all
no anniversary and no celebrations.
It was different this time. I heard the
unexpected and philosophical questions:
“What are your objectives in life?”
“What do you really want to achieve?”
I admit: I was speechless for a while.
What was I to answer? I remember
having mumbled something about the
15 percent internal rate of return I would
normally achieve and expect on my
investments. The gentleman on the
other side of the table smiled but did
not seem impressed with the reply.
assets. This way, we will always be on
the safe side.
To describe the skills and efforts of
those who have served the company
In this respect I follow the philosophy
afloat and ashore would fill another
of my father, the founder of the
book. Also, it would be less than fair to
company. His achievements are
mention some and leave uncommented
described in this book and, in the last
the efforts of many others.
chapter, I am quoted as having
characterized him as a man who was
‘bold and cautious’ at the same time.
This book commemorates our 75th
anniversary. It tells stories about the
ships and describes the activities of our
So, what is it that drives our ambitions ?
He has certainly also striven for growth
Job satisfaction and a healthy family ?
provided the risks he took were
Most certainly, yes. But when we have
calculable and as long as he could steer
Let me express my sincere thanks to all
achieved that, what makes many of us
clear of greed and arrogance.
our business friends who have trusted
want to expand the business further?
Why do we want to see it grow bigger
and bigger? What are we doing on this
planet, in the middle of an endless
universe, from cradle to grave?
Some companies point to their turnover
subsidiaries.
us and helped us along the way.
as a measure of success. It is easy to
What has driven us to achieve what we
blow up your turnover by buying and
did in the past ?
selling assets.
We may never know, but we are
Profit and loss accounts can be just as
certainly proud of it.
You may have the answer. Frankly, I
misleading. Investing at the right time may
have not found it yet.
produce heavy book losses through
Henning Oldendorff
depreciation in a given year, yet the
February 1996
But, even if we still search for that
answer, we strive to give our charterers,
our shippers and receivers a good and
seeds may have been planted for growth
and good profitability in the future.
5
The Development of the Fleet of Egon Oldendorff
(Scale 1:1250)
NDR
1
KOMET
NDR
2
PLANET
NDR
3
OLGA ELISABETH
NDR
5
NORDSTERN
NDR
6
NORDLAND
NDR
8
NORDMARK
NDR
9
NORDKAP
NDR
11
6
GISELA OLDENDORFF
EO
LUDOLF OLDENDORFF (1)
12
EO
13
KLAUS OLDENDORFF (1)
14
DORA OLDENDORFF (1)
15
HUGO OLDENDORFF (1)
EO
EO
EO
16
ERNA OLDENDORFF (1)
EO
17
HENNING OLDENDORFF (1)
18
DIETRICH OLDENDORFF (1)
EO
7
EO
23
IRENE OLDENDORFF (1)
EO
24
BIRTE OLDENDORFF (1)
EO
25
DORTHE OLDENDORFF (2)
EO
26
EO
27
EO
28
EO
29
8
HUGO OLDENDORFF (2)
EO
30
EO
31
ERNA OLDENDORFF (2)
EO
32
36
DORA OLDENDORFF (2)
EO
33
IMME OLDENDORFF (1)
EO
34
CHRISTOFFER OLDENDORFF (1)
EO
35
EO
37
GRETKE OLDENDORFF (1)
9
EO
38
45
HILLE OLDENDORFF (1)
ANNA OLDENDORFF (1)
EO
39
TETE OLDENDORFF (1)
EO
40
42
EIBE OLDENDORFF (1)
HINRICH OLDENDORFF (1)
EO
41
CATHARINA OLDENDORFF (1)
EO
43
46
JOBST OLDENDORFF (1)
HANS OLDENDORFF (1)
EO
44
GEBE OLDENDORFF (1)
EO
47
48
10
HELGA OLDENDORFF (1)
JOHANNA OLDENDORFF (1)
EO
49
MAGDALENA OLDENDORFF (1)
EO
50
ILSABE OLDENDORFF
EO
51
EO
52
EO
53
EO
54
CHRISTIANE OLDENDORFF
HANS OLDENDORFF (2)
58 ERNA OLDENDORFF (3)
60 JOBST OLDENDORFF (2)
55
EO
56
11
EO
57
HUGO OLDENDORFF (3)
59
62
HELENA OLDENDORFF (1)
63
61
EO
EO
EO
65
67
TETE OLDENDORFF (2)
RIXTA OLDENDORFF (1)
EO
69
73
80
GERDT OLDENDORFF (1)
HUGO OLDENDORFF (4)
EO
70
71
61
72
75
ELISABETH OLDENDORFF (1)
CAROLINE OLDENDORFF (1)
MARIA OLDENDORFF (1)
EMMA OLDENDORFF (1)
ECKERT OLDENDORFF (1)
EO
12
EO
76
81
83
DORA OLDENDORFF (3)
86
GEBE OLDENDORFF (2)
87
EO
88
SCHLESWIG-HOLSTEIN
NIEDERSACHSEN
89
T
EO
GOOD FAITH
FUTURE HOPE
GLOBE TRADER
90
91
92
EO
94
95
93 SEA SCOUT
BALTIC MERMAID
MARINE RANGER
EO
REGINA OLDENDORFF (2)
96
97
98
EO
99
100
13
101
102
EO
EO
103
110
EO
BEATE OLDENDORFF
EO
104
105
TETE OLDENDORFF (3)
EO
108
HANS OLDENDORFF (3)
EO
112
GERMAN SENATOR
EO
113
14
COLUMBOS OLIVOS
EO
EMMA OLDENDORFF (2)
115 ECKERT OLDENDORFF (2)
116 EIBE OLDENDORFF (3)
114
118
119
EO
ANNA OLDENDORFF (2)
ERNA OLDENDORFF (4)
EO
120
125
HENRIETTE OLDENDORFF
EO
121
YEOMAN BANK
122 LUCY OLDENDORFF
131 CAROLINE OLDENDORFF (2)
132 DOROTHEA OLDENDORFF
134 DORTHE OLDENDORFF (4)
135 GRETKE OLDENDORFF (4)
124
EO
123
YEOMAN BROOK
EO
15
130
HINRICH OLDENDORFF
HUGO OLDENDORFF (5)
127
GEBE OLDENDORFF (3)
126
128
EO
EO
EO
129
129
CHRISTOFFER
OLDENDORFF (4)
EO
133
CCNI AUSTRAL
EO
136
139
ERNA OLDENDORFF (5)
ANNA OLDENDORFF (3)
EO
137
138
16
CCNI VALPARAISO
MAGALLANES
140
LINDA OLDENDORFF
EO
EO
Gdansk
Newbuildings
141/142
EO
Dalian
Newbuildings
143/144
EO
Wuhu
Newbuildings
145/146/147/148
EO
150
FROTA DURBAN
EO
Jiangnang
Newbuilding
151
17
and load cargo wherever offered,
92,270 to 2,974. That ratio steadily
hopefully at rates that made ends
declined ever since and steamers
meet. To this day ballast positioning
increasingly catered for bulk cargoes,
voyages are part of the game as are,
a virtual monopoly occupied by
if less frequently, idle times. And then
sailships well into the first decade of
there are specialized ships far and
this century.
few between in the twenties but
quite numerous in this day and age.
Large barks and full-rigged ships
went through a short illusory boom
◆
World War I, terminated in 1918,
during a few years following 1919
left the world fleet decimated but
when ships were scarce, but many
Shipping
in the Early
Twenties
had not impaired the role of the
different types of sailships held their
irreplaceable ocean-going steamer.
own much longer in the coastal
The advent of steamers gave birth to
trades and in fishery. Steel had
regular and reliable liner services
replaced brittle iron and as early as
around the globe and on many a
1901, a full 95 % of vessel
local or regional route. Trade
newbuildings worldwide were made
expanded in tune with rapid
of steel. The first motorships already
industrialization during the second
traded in 1920 but marine engines
half of the nineteenth century and
were yet to commence their real
shipping duly followed suit. Initially
development and assumed a leading
Shipping is more than flashy luxury
liner and semi-liner services would
role only from 1950 onwards.
passenger liners, floating hotels or
be the almost exclusive domain of
fast ferries. The real workhorses of
steamers. In the year 1880 the
the industry are the untiring
merchant navies of all European
freighters, be they tramp ships or
nations totalled 127,170 sailships
liner vessels. In the old days
and no more than 13,858 steamers.
trampers used to be humble ships
1860 is acknowledged as the absolute
certainly not over-engined and with
peak of European sailships which
modest cargo gear. They would seek
outnumbered steamers at the rate of
◆
18
ss PLANET in the severe winter of 1928/29
19
shipowners but without ships, and
(now known as Bremerhaven).
also seafarers (the latter included
At the age of 16 and having taken
women who had served as stokers
O levels he decided to serve an
during the final stages of the war)
apprenticeship at the farm of his
with very few ships to sail in. German
uncle, Gustav Schmidtmann at Alsum.
ships would mainly be found in the
To grow up close to the coast, like
coastal and in the Baltic trades, pre-
the Oldendorffs, meant being in
dominantly served by vessels under
contact with shipping from an early
1,600 GRT which did not have to be
age. Thus, Egon Oldendorff became
◆
surrendered to the Allies. Numerous
Egon Oldendorff
from the
North Sea
in those trades, as did sailships and
◆
sea-going or selfpropelled vessels.
steamers of all sizes found employment
barges. The Hamburg firm of Lilienfeld & Homuth was active in the barge
trade in the year 1920. The company
hardly qualified as ship owners at
that very time and it cannot be traced
in any of the registers as owners of
However, the company was in
business which presumably tempted
Egon Oldendorff as a young man
The German merchant fleet had lost
young Egon Oldendorff to apply for
1.2 million GRT in World War I
a job. Egon Oldendorff was born at
familiar with the coast, the tidal
through direct war action and
Dorum, situated in Land Wursten
flats and the North Sea beyond
another 1.5 million GRT had to be
between Cuxhaven and Bremer-
them when his father took him seal
surrendered to the victorious Allies.
haven, on 17 February 1900 as the
hunting on the banks near the
What was left were so many
youngest of three children. His father,
coastline. He would watch ships
businessmen registered as
Ludolf, was an auctioneer and ran
passing by, be it on outings to Cux-
a private bank. Egon went to
school in Dorum and in Lehe
20
haven or during his time at the
Lehe school.
Egon Oldendorff was drafted for
military service shortly before the
war ended and was discharged from
the army on 31 December 1918 as a
qualified cavalryman. He seriously
considered to take up farming but
agreed to his father’s suggestion to
commence his working life in the
parental private bank and thereafter
serve as a trainee in Hamburg before
finally deciding his future career.
He worked in the bank until June
1920 and opted for shipping during
his time as a trainee with Lilienfeld
& Homuth.
In those days barges played the dual
role of floating stores and of “feeder”
vessels. Barges would collect export
goods from provincial ports and
convey them to the larger seaports
for onward carriage to distant
countries. Conversely, they would
take imported goods from the
seaports to smaller outports. To a
lesser degree barges were employed
Circular letter, announcing change of partnership and new company style.
21
in the shortsea trades. Whilst port
The company also had a branch
an operation based on owned barges
tugs would busily be scurrying back
office in Lübeck, at No. 6 Grosse
but chartered tugs. The only way to
and forth, barges would often sit
Altefähre.
keep the barges permanently employed
moored at their berths for weeks
was to increase their number and to
before discharging or re-loading.
When Alfred Homuth retired early in
own tugs, which in turn would enable
Companies like Lilienfeld & Homuth
1921, Albert Lilienfeld made young
Lilienfeld & Oldendorff flexibly to
that owned barges but no tugs
Egon Oldendorff, the trainee of only
react to enquiries. A simple calculation
depended entirely on third parties for
nine months, his partner, as
revealed that high charter rates for
towing services, and this was being
evidenced by the entry in the Ham-
tugs could have driven the small
felt even more acutely where the
burg register of companies dated 19
company into bankruptcy in a matter
barges were mainly employed on
February 1921. The company style
of a few months. Therefore, Egon
liner routes. Lilienfeld & Homuth had
changed to Lilienfeld & Oldendorff,
Oldendorff sold both lighters and
liner services going from Lübeck to
Shipowners and Shipbrokers, Ham-
applied the proceeds to purchasing
Stockholm and other eastern Swedish
burg, with a Lübeck branch office.
from English owners the British-built
ports, and from Emden/Delfzijl to the
Egon Oldendorff had come of age, at
ss GLASSALT of 780 tdw which flew
United Kingdom, using their owned
21, merely two days before that date,
the new blue house flag as the ss
barges ROLF and GUNTHER plus a
a prerequisite for holding company
KOMET. Alfred Lilienfeld passed away
number of small barges chartered in.
shares. Yet another two days later the
unexpectedly at the end of 1921
A broking department attended to
company announced the news in a
which made 21-year old Egon
chartering and S&P business. The
circular letter to its clients, making
Oldendorff the sole proprietor of
headoffice was on the first floor of
reference to Mr Egon Oldendorff the
the company. To facilitate the
No. 55 Vorsetzen, owned by Hambur-
banker, an attempt apparently to hide
administration of the estate he
ger Hafen-Dampfschiffahrt AG, on
the tender age of the new partner.
established in 1922 the Nordische
the river Elbe. There were two
Dampfer-Reederei Lilienfeld &
partners, two senior managers, Hans
An unnecessary precaution, as it
Oldendorff GmbH but that company
F. Schössow and Otto Alwin Michael-
turned out, since sharp-witted and
did not become active until after
sen, plus a number of staff.
highly motivated Egon Oldendorff
Oldendorff moved headquarters to
wasted little time to become the com-
Lübeck in 1925.
pany’s driving force. He had been quick
to realize the drawbacks inherent in
22
ss KOMET, loading sawn timber at Kotka
1) KOMET – 1923-1924
call sign RDGF/DRBF – cargo
steam-ship – 622 GRT/780 tdw
55.71 m registered length,
8.02 m breadth, 4.57 m depth
compound steam engine, 400 HP,
made by Hall, Russell & Co.,
Aberdeen
July 1893 delivered by J. Duthie
Sons & Co., Aberdeen (No. 163)
as GLASSALT to W. Leslie & Co.,
Aberdeen (GBR).
1886 sold to Aberdeen & Glasgow
SS Co. Ltd., Aberdeen (GBR), J.
Duthie Sons & Co. appointed as
managers.
1907 sold to Harries Bros. & Co.
1918 sold to London Transport
Co. Ltd., London (GBR), Brown,
Jenkinson & Co. appointed as
managers.
1920 E. J. Heinz appointed as
manager. 28.2.1923 sold to Lilienfeld & Oldendorff, Hamburg
(DEU), renamed KOMET. 21.1.1925
transferred to Nordische Dampfer
Reederei mbH., Lübeck (DEU).
1.7.1925 port of registry Lübeck.
24.7.1934 sold to G. Russo fu
Diego, Messina (ITA), renamed
MARIA CLARA. 1938 sold to Raffaele
Romana, Naples (ITA). 1939 renamed POMEZIA. 29.5.1940 taken
over by Italian Navy as F 7, from
1.6.1940 until 13.1.1941 in navy
service, converted to a reefer ship.
8.9.1943 in German hands,
remained in service as a reefer.
19.1.1944 sunk at Rhodos by an
air attack.
23
◆
Ships
for Nordische
Dampfer
Reederei
never changed its name and had
feld & Oldendorff were one of very
spent 37 years in liner services operated
many shipowning companies which
by Dampfschifffahrts-Gesellschaft
made it difficult at times to obtain
‘Neptun’ of Bremen. It turned out
credit facilities. The latter were not
later that Egon Oldendorff had
easy to get by, and expensive at that.
acquired a very sturdy and durable
Established in 1921, Lilienfeld &
vessel. She became a total loss as late
Oldendorff could not claim war
as November 1943, after more than
losses, and banks would preferably
62 years of service. In 1923 Lilienfeld
finance ships under reconstruction
& Oldendorff were appointed
schemes for owners whose fleets had
managing owners for the 650 tdw ss
suffered during or after the war. Most
OLGA ELISABETH, purchased from the
European nations were virtually
Netherlands by Schiffahrtsgesellschaft
bankrupt and resorted to printing
‘Niederelbe’ mbH.
paper money, regardless of
consequences. By the year 1922 the
Egon Oldendorff moved the
German mark had lost three-quarters
company headoffice to Lübeck in
of its 1919 value, and the decline
1925, initially operating there under
accelerated dramatically. The Berlin
the style of Nordische Dampfer Ree-
money press could no longer cope
derei GmbH. The liner service linking
with the demand for notes, and a
Lübeck with Stockholm had
local telephone call in that city cost
At the end of March 1922 Lilienfeld &
developed successfully from modest
the staggering amount of 500,000
Oldendorff bought the ss PLANET of
beginnings and provided
marks. Galloping inflation from
870 tdw from Altona shipowner H.
remunerative employment for PLANET
mid-1922 until the 17th November
Homuth, presumably a relative of
and KOMET. It made sense to have the
1923 became an insurmountable
Alfred Homuth who had retired not
management of a Lübeck-based liner
obstacle to raising credits and loans.
long ago. The ship, delivered in July
service in that city, and there was no
This continued for a short period of
1881 by Rostocker Aktiengesellschaft
absolute need to maintain a Hamburg
time following the introduction of the
für Schiffs- & Maschinenbau had
presence. The other reason could
◆
have been that in Hamburg, Lilien24
2) PLANET – 1921-1934
QDLC/DRBG – cargo steamship –
696 GRT/880 tdw
56.90 m registered length, 7.84 m
breadth, 4.66 m depth
expansion steam engine, 285 HP,
made by the shipbuilders, 12 knots
July 1881 completed by Rostocker
AG für Schiffs- & Maschinenbau,
Rostock (No. 62) as PLANET for
Dampfschifffahrts-Gesellschaft
‘Neptun’, Bremen (DEU). 1898
re-engined at Copenhagen with a
triple-expansion engine of 285 HP,
made by Helsingör Jernskibs- &
Maskinbyggeri, Helsingör.
August 1914 interned in Bilbao,
1918 released. Was to be allocated
to France but due her small size
she remained with her owners.
25.6.1918 sold to H. Schacht,
Altona (DEU). 17.1.1921 sold to
H. Homuth, Altona. 21.3.1921
registered at Hamburg (DEU).
23.3.1921 sold to Lilienfeld &
Oldendorff. 14.10.1924 transferred
to Nordische Dampfer Reederei,
managed by Lilienfeld &
Oldendorff mbH., Lübeck (DEU).
9.7.1925 registered at Lübeck.
7.6.1934 sold to Pittaluga &
Bertorello, Genoa (ITA), renamed
PONTINIA. 1937 sold to R. Romano,
Naples (ITA). 1941/42 chartered by
Royal Itialian Ministry of Marine.
13.9.1943 in Venice seized by
Deutsches Reich, taken over by
Mittelmeer-Reederei GmbH (DEU).
23.11.1943 wrecked in heavy
weather and stranded at the
entrance of Canal di Sut, off Zara.
ss PLANET, ice-bound in the Baltic Sea, receiving supplies from the
crew of battle cruiser SCHLESWIG HOLSTEIN. Winter 1928/29.
3) OLGA ELISABETH – 1922-1924
RCHL – cargo steamship – 483
GRT/650 tdw
triple-expansion engine, 450 HP,
made by Gebr. Stork & Co., Hengelo
December 1916 launched. 1917
completed by Scheepswerf ‘de
Maas’, Slikkerveer, as KRALINGSCHEVEER for Rotterdamsche Algemeen Scheepvaart Mij., Rotterdam
(NLD). 1919 sold to N.V. van der
Eb & Dresselhuys Scheepvaart
Mij. 1921 sold to W. H. James &
Co. 31.3.1922 sold to Schiffahrtsgesellschaft ‘Niederelbe’ mbH.,
Hamburg (DEU), Lilienfeld &
Oldendorff, Hamburg, appointed as
managers. 4.6.1924 sunk 230 nm
ENE off Tynemouth when on a
voyage from Burntisland to Grenaa
with coal. Crew was rescued by
British trawler CHEVIOTDALE.
ss OLGA ELISABETH passing Hakenterrasse at Stettin.
25
so-called Renten-Mark when the
appetite for credits became almost
insatiable. Lübeck was the home of
only a handful of shipowning companies, competition was less fierce and
the whole business environment
appeared a little more relaxed.
Coinciding with the company’s move
to Lübeck the economy began to
recover, slowly but surely.
Nordische Dampfer Reederei bought
a 1,200 tdw steamer from Swedish
owners. The ship was registered
in Lübeck in February 1926 as the
MAGNET. OLGA ELISABETH, the ship
under Lilienfeld & Oldendorff
Stevedores loading bagged cargo.
management, had sunk in 1924.
The owned fleet now comprised
much in line with the owners style,
in the North Sea and Baltic trades.
three steamers. Oldendorff added,
Nordische Dampfer Reederei.
Westbound cargo consisted of
in September and November 1925,
The ss NORDLICHT and NORDKAP,
Finnish and Swedish timber for
the 850 tdw steamers NORDSTERN
purchased until January 1929, at 840
Germany, Denmark, the Netherlands,
and NORDLAND, thereby departing
and 700 tdw respectively, stayed
Belgium and Great Britain. The ships
from ship names ending on ET as
within the former size bracket. The
would return to the Baltic Sea
for his first vessels. The following
ss NORDMARK (2,008 tdw) and the
carrying British coal, salt from Delfzijl
six ships were all given NORD names,
ss NORDFELS (1,800 tdw), built 1901
and assorted generals from Hamburg
at Rotterdam and 1904 at Newcastle
and Lübeck to Baltic Sea outports.
were decidedly larger, and younger.
The vessels found employment
26
Loading coal in British ports would
normally be accomplished in a matter
of hours, but loaders frequently had
to queue for days for their turn under
the chute used in most British coal
ports. Most of those ports only had
one chute, and sometimes dozens of
Grab handling of pit props.
A British coal chute.
In those days round voyages took
premium. More often than not it
ships rode at anchor in the roadstead
weeks. Even small ships would
would take several hours or even a
awaiting their turn. Given normal
spend two weeks loading timber.
full day to lash the deck cargo and to
freight rate levels most voyages
Pre-slinging was yet to be invented,
cover it with tarpaulins, to secure the
produced a profit. By and large
and the majority of ports required
loading gear and to replenish
conditions of carriage struck a fair
ship’s gear with winches operated by
bunkers. Discharging operations, i.e.
balance between charterers and
crew members. All that took time
pulling the beams and boards out
owners, and demurrage clauses
even though ports worked
from the stow and putting them into
softened the blow when loading or
twelve-hour shifts and Saturdays
slings went a little faster.
discharging times were exceeded.
were considered normal working
days. However, time was not at a
27
ss MAGNET
4) MAGNET (1) – 1926-1929 – PCDT
cargo steamship – 809 GRT/1200 tdw
triple-expansion engine, made by
J. Steward & Co., London, 508 HP,
10.5 knots
June 1871 completed by T. Turnbull
& Son, Whitby (No. 26) as WHITEHALL for own account (GBR). 1887
sold to H. D. Pilcher, Whitby (GBR).
1891 re-engined by original builders.
1892 sold to H. C. Smith (NOR).
1893 sold to O. Thoresen, Tönsberg
5) LÜHE/NORDSTERN – 1926-1939
QFTP/QKRM/DRBW/DBIH/
DKOR/DGUL
cargo steamship – 1083 GRT/1150
tdw
triple-expansion engine of 650 HP,
made by the shipbuilder, 11 knots
(DEU). 1.5.1919 renamed LÜHE.
15.12.1919 owners’ style changed
to Bugsier-, Reederei- und
Bergungs AG., Hamburg.
17.9.1926 sold to Nordische
Dampfer Reederei, Lübeck (DEU),
Lilienfeld & Oldendorff appointed
as managers. 26.4.1927 renamed
NORDSTERN (intended name:
NORDLAND). 20.2.1937 sold to
Egon Oldendorff. 29.4.1939 sold
to Paul Zoeke of Zoppot (DEU),
Pachur & Prahl GmbH appointed
as managers. 15.8.1940 registered
at Danzig. February 1945 owner’s
domicilie transferred to Fehmarn.
In May 1945 the ship was at
Warnemünde, November 1945 at
Kiel. In August 1946 reported at
Borgstedt (Kiel-Kanal) with
considerable damage. 4.6.1947
owned by a Partenreederei with
Paul Zoeke as managing owner.
18.10.1947 registered at Hamburg
August 1893 launched at Möller &
Holberg, Stettin (No. 418).
23.11.1893 completed as ALBATROSS
for Norddeutscher Lloyd, Bremen
(DEU). 4.8.1897 sold to
Dampfschiffahrts-Gesellschaft
‘Argo’, Bremen. 1.8.1914 seized at
Libau by the Russians. 2.8.1914
scuttled there as a blockship.
1917 salvaged and towed to
Lübeck. 26.6.1917 returned to her
owners. 4.7.1917 sold to Vereinigte Bugsir- & Frachtschiffahrts
Gesellschaft AG., Hamburg
(NOR). 1894 sold to A. Monsen,
Tönsberg, renamed FLUGT. 1899 sold
to F. Olsen, Hvidsten (NOR). 1899
sold to A/S Bonheur, Christiania
(NOR), F. Olsen appointed as
manager. 1900 sold to Rederi Selskabet ‘Flugt’, Christiania (NOR),
F. Olsen appointed as manager.
1908 back to AS Bonheur, Christiania (NOR), F. Olsen remained
manager. 1911 sold to A/S D/S
Flugt, Langesund (NOR), Jacobsen
& Co. appointed as managers. May
1917 sold to A/S Superb, Christiania
(NOR), Olsen & Ugelstad appointed
as managers. January 1918 placed
under the control of The Shipping
Controller, London (GBR), Witherington & Everett appointed as
managers. 1919 returned to
D/S A/S Flugt, Langesund (NOR)
with Jacobsen & Co. as managers.
September 1921 sold to A/S Furu-
land, Brevik (NOR), S. Uglestad
appointed as manager. 1921 sold to
A/B Möller, Stockholm (SWE), Persson & Co. appointed as managers,
renamed SIKLA. 1923 sold to Rederi
A/B Roland, Stockholm, H. Boklund
appointed as manager. 1924 sold to
Otto Thoresen, Tönsberg (NOR).
1925 sold to Rederi A/B Sunminget,
Stockholm (SWE), F. Persson
appointed as manager. 13.2.1926
sold to Nordische Dampfer Reederei mbH., Lübeck (DEU), Lilienfeld
& Oldendorff appointed as managers, renamed MAGNET. 28.5.1929
sold to Riccardi, Naples (ITA). 1929
renamed NEMI. (according to unconfirmed sources vessel was
renamed GUISEPPE RICARDI in 1931)
18.5.1932 wrecked and sunk 15 nm
SW of Cape Spartivento/Calabria
when on a voyage from Girgenti
to Pescara with stonesalt.
(DEU). In November 1948 back
in trade. 1947, 50 % of the shares
sold to Dr. P. Dohse. 22.10.1953
sold by auction for 53.000 DM to
E. Ritter. 23.11.1953 sold for demolition with Eckardt & Co., Hamburg.
ss LÜHE named NORDSTERN from 1927
28
ss NORDLAND arriving at Travemünde October 1933. Poor lashing of Leningrad timber caused cargo to shift to starboard in heavy seas.
Breaking seas soaked the cargo adding to its weight. Endeavours failed to jettison deck cargo by cutting the lashings. Instead cargo piled
against the fore-mast which broke, crashed into and gashed starboard aft bulwark. Fore-mast was flame-washed off Gotland, repairs were
effected to broken steering rods and cargo partly re-stowed into position. The bilge pump was temporarily out of order, and unfortunately
the portside coal bunker had been the first to be emptied. Yet, NORDLAND remained afloat and reached her home port, Lübeck.
6) NORDLAND – 1926-1939
RHMT/DRCA/DBII/DKOQ/DAKP
cargo steamship – 686 GRT/#
850 tdw
compound engine, 500 HP, made
by the shipbuilders
27.4.1889 completed by Helsingör
Jernskibs- & Maskinbyggeri,
Helsingör (No. 17) and on
13.9.1899 registered as
SUNDSVALL for PR with H. M.
Gehrckens, Hamburg (DEU), as
managing owners. 20.11.1926
sold to Nordische Dampfer Reederei mbH., Lübeck (DEU),
as managers, 8.12.1926 renamed
NORDLAND. 15.1. 1937 sold to
Egon Oldendorff, Lübeck.
29.4.1939 sold to Paul Zoeke of
Zoppot (DEU), Pachur & Prahl
GmbH appointed as managers.
15.8.1940 registered at Danzig
(DEU). In Februray 1945 owners
domicile transferred to Fehmarn.
1945 laid up at Borgstedt (Kiel-
Kanal). In August 1946 renamed
SUNDSVALL. 18.10.1947 registered
for a PR at Hamburg (DEU), Paul
Zoeke & Dr. P. Dohse acting as
managing owners. 27./28.4.1950
beached and wrecked in stormy
weather near Gardskagi/Reykjavik, when on a voyage from
Hamburg to Keflavik with salt.
29
The first office of Egon Oldendorff
in Lübeck, Große Altefähre
30
7) NORDLICHT – 1927-1933
HDGB – cargo steamship – 652
GRT/850 tdw
made by the shipbuilders, 11.25
knots
8) NORDMARK – 1927-1945 and
1947-1955
PCFW/DRCL/DAIE – cargo
steamship – 1060 GRT/2004 tdw
made by the shipbuilders, 11.3 knots
March 1889 completed by S. & H.
Morton & Co., Leith (No. 53) as
KOPERNIKUS for M. Cohn & Sohn,
Königsberg (DEU). 1902 reengined at Danzig with a new
engine made by J. W. Klawitter.
1916 sold to E. Scherlau GmbH.,
Stettin (DEU), renamed MARIE
SCHERLAU. 12.10.1916 sold to
Vereinigte Bugsir- & Frachtschiff
Ges., Hamburg (DEU), 2.1.1917
renamed EMS. 15.12.1919 owners’
style changed to Bugsier-, Reederei- & Bergungs AG., Hamburg.
14.9.1921 sold to Reederei K. M.
Faber & Co. GmbH., Hamburg,
renamed GRETA. 18.3.1927 sold
to Nordische Dampfer Reederei
mbH., Hamburg, Lilienfeld &
Oldendorff appointed as managers.
21.4.1927 transferred to Lübeck
(DEU) and renamed NORDLICHT.
3.2.1933 sold to F. Silberman,
Colon (PAN), renamed TEL AVIV.
1933 renamed SILVA. March 1934
sold to J. E. Laurent Quittard,
Paris (FRA). April 1934 sold to
P. Pagan, Venice (ITA), renamed
SILVIO. 1934 sold to G. Pagan,
Venice (ITA). 1935 renamed
SILVIO PAGAN. 1936 sold to
G. Riccardi. 1938 sold to E. Camina,
Genoa (ITA), renamed FIUMICINO.
1939 sold to Agenzia Marttima
Coloniale SA., 1940 sold to
P. & M. Martini, Genoa, renamed
NICOLE MARTINI. 1940 back to
Agenzia Marittima Coloniale.
11.9.1943 sunk at Spalato in
German air attack.
1907 completed by Rotterdamsche
Droogdok Mij., Rotterdam (No. 3)
as CONSTANCE CATHARINA for Noord
Nederlandsche Scheepvaart Mij.,
Harlingen (NLD), T. Vellinger
appointed as managing owner.
1915 sold to NV. Mij. Stoomvaart
Woensdrecht, Rotterdam (NLD),
renamed WOENSDRECHT. 1920 sold
to NV. Mij. Kustvaart, Rotterdam,
P. van Ommeren appointed as
managers. 1921 sold to Brynmor
SS. Co. Ltd., Swansea (GBR),
Letrichuex & David Ltd.,
appointed as managers, renamed
REYNOLDSTONE. 1924 sold to D/S
A/S Carolvore, Farsund (NOR),
Lundegaard & Stray appointed as
managers, renamed CAROLVORE.
23.12.1927 sold to Nordische
Dampfer Reederei mbH., Lübeck
(DEU), Lilienfeld & Oldendorff
appointed as managers, 14.1.1928
renamed NORDMARK. 15.1.1937 sold
to Egon Oldendorff, Lübeck. 9.5.
1945 seized by Norway at Bergen,
where under repairs. 1945 owned
by Norwegian Government, Bergen
(NOR), A. Schjelderup appointed
as manager, renamed LEKNES. 1947
returned to the Control Commission Germany at Hamburg, subsequently returned to Egon Oldendorff, Lübeck (DEU), and
renamed NORDMARK. 20.4.1955
sold to Paulsen & Ivers Schiffahrts& Kohlenhandels Ges., Kiel
(DEU), and in May renamed FANAL.
May 1958 sold to Eisen & Metall
AG., Hamburg, for demolition
which took place in August.
ss NORDMARK arriving at Travemünde
9) NORDKAP – 1928-1939
HFVR/GVP/DRCO/DDNR –
cargo steamship – 545 GRT/700 tdw
June 1891 completed by J. W. Klawitter, Danzig (No. 156) as MIETZING for D. H. E. Siedler, Danzig
(DEU). 1895 sold to F. G. Reinhold, Danzig,. 1897 back to D. H.
E. Siedler and again in 1904 to F.
G. Reinhold. 20.3.1916 handed
over to Kaiserliche Marine, HilfsMs Div. Kiel-HS 11. 17.11.1916
returned to owners. 1920 (DZG).
20.3.1922 sold to a Partenreederei
at Stettin (DEU), Reederei K. M.
Faber & Co. GmbH., Hamburg
acting as managing owners,
renamed DESIA. 14.5.1924 registered at Hamburg (DEU). 29.3.
1928 sold via Hans Schüssow,
Hamburg, to Nordische Dampfer
Reederei mbH., Lübeck (DEU),
as managers, renamed NORDKAP.
15.2.1937 sold to Egon Oldendorff.
29.4.1939 sold to Paul Zoeke,
Lübeck (DEU), Pachur & Prahl
GmbH appointed as managers.
12.4.1940 damaged by air attack
and beached in Fehmarnbelt
whilst on a voyage from Stettin to
Copenhagen. 22.4.1940 salvaged,
arrived at Lübeck on 23.4.1940.
Declared a constructive total loss
due to age and damage, sank
whilst berthed. 1.8.1940 registered
at Danzig.1941 salvaged, towed to
Lübeck and laid up. 21.4.1941
sold to Arnold Thyselius, Bremen
(DEU), renamed FIDO and repaired
by owners, using cement and
wood. 1.8.1941 sailed for Copenhagen for final repairs. 9.5.1945
at Flensburg. 4.2.1953 arrived at
Bremen-Vegesack for demolition.
ss NORDKAP waiting for orders
31
ss NORDFELS
10) NORDFELS (1) – 1929-1944
RQKB/DRCT – 1214 GRT/1800 tdw
made by New England Marine
Eng. Co. Ltd., Newcastle, 11.5 knots
October 1904 delivered by Wood,
Skinner & Co., Newcastle (No.
123) as TOWNELEY for Burnett SS
Co. Ltd.,Newcastle (GBR), Burnett
& Co. appointed as managers.
18.4.1910 sold to F. W. G. Lehmann,
Hamburg (DEU) and renamed
32
(Collection Theodor Siersdorfer)
JOHANNA LEHMANN. 1920 owner’s style
changed to Dampfer Rhederei
F. W. G. Lehmann, Hamburg.
January 1929 sold to Nordische
Dampfer Reederei mbH., Lübeck
(DEU), Lilienfeld & Oldendorff
NORDFELS. 15.1.1937 sold to Egon
Oldendorff. 9.5.1944 captured by
the Allies at La Rochelle. May
1945 shifted to La Pallice. 24.10.
1945 at St. Nazaire. 1947 handed
over to S. O. G. E. C., Union
d’Enterprises et de Commerce
acting as managers (FRA). 1948
renamed ANFA. 1948 transferred to
Panamanian flag (PAN) and Soc.
Générale d’Enterprises et de Commerce, Lisbon, appointed as managers. 1952 sold to Suiza Panamena
de Nav. San Esteban SA., Panama
(PAN). 1952 sold to F. Tomei, Rome
(ITA), renamed RENATO TOMEI.
1954 sold to R. Romano, Naples
(ITA), renamed POMEZIA. 1958 sold
to D. Dammacco, Bari (ITA).
1959 renamed ANITA DAMMACCO.
1960 broken up in Italy.
A company advertisement,
published in the Lübeck
Chamber of Commerce journal
on 15.11.1927
◆
Tramping
The
Hard Way to
Earn a Living
◆
Seafaring in those days meant hard
manual work. Accommodation on
board was anything but luxurious.
Officers had narrow and sparingly
furnished outer cabins accessible
from hot alleyways leading to the
engine room. Ratings, stokers and
of oil lanterns combined with smells
coal trimmers were put up under the
and odours of all sorts to form
forecastle head, the most obvious
what is commonly known as fug.
place in vintage steamers.
Showers and baths were quite un-
Newbuildings from the thirties
known, except those provided by
onwards had accommodation
breaking seas in rough weather.
amidships or aft, but older vessels
However, good owners saw to good
would of course not be converted
food, realising that good crews
solely for the purpose of improving
could pr event costly desasters.”
crew accommodation. Nautical crew
and the cook had the privilege of the
Looking back it is often forgotten that
starboard compartments, stokers had
those ashore, be they factory
theirs on the port side. There
workers, artisans or office staff did
normally were two crew
not live in paradise either. The vast
compartments, one each for eight
majority of people led a hard life full
men, into which the bunks would be
of privation and what little time off
squeezed with maximum space
they had would have to be spent in
utilization in mind, as opposed to
various ways maintaining their
comfort. One locker per person, and
modest belongings or improving their
a narrow one at that, offered just
income or the quality of their food.
enough room for personal effects
Hard work and deprivation aside,
normally carried on board in a duffle
seafaring was a sought-after manner
bag. As Jochen Brennecke aptly
of earning one’s keep. Nautical and
described it in his book ‘Geschichte
technical seafarers with a sense of
der Seefahrt’ (‘History of Navigation’):
duty earned a reasonable income.
“...there was a bare mess table in
They progressed in life even without
the centre of the room which all
taking university degrees and above
had to share. Electric lighting was
late to come. The pungent stench
33
all they could see foreign countries
Dollars, and US national losses
Sterling devaluation, that being the
which most landlubbers could not.
totalled 30 billion, or close to 40
lead currency of the time for
percent. World economy got out of
seafreights. Egon Oldendorff was
Nordische Reederei had survived
control. The worldwide economic
forced to lay up his entire fleet, not
inflation and the bitterly cold winter
crisis of 1931/32 produced 27 million
just the smaller units but also, during
of 1928/29. North Germany recorded
jobless, 15 million thereof in Europe
the winter, his nine modern and,
temperatures of minus 40
and 12 million in the United States of
therefore, more efficient steamers
centigrades. Rivers and coastlines
America, an indication, incidentally,
NORDMARK, NORDFELS and GISELA
froze over and hundreds of ships,
of the degree of concentration, at
OLDENDORFF.
including the PLANET, were
that time, of economic activities on
ice-bound in the Baltic Sea. It so
those two continents. A full 43
happened that good fortune was on
percent of the German population fit
her side. By the time she had
for work had lost their jobs, and an
consumed her coal bunkers the
even higher percentage in Austria.
battleship SCHLESWIG-HOLSTEIN
Egon Oldendorff could not escape
appeared, and not only did she
the general trend. Lack of cargo
supply bunkering coal, she also
forced him to suspend the Stockholm
freed the PLANET from the ice and
liner service, for good. The jobless
escorted her to Kiel where she
count in Germany rose from over
waited in safety for better weather
four million in early 1930 to just
conditions.
under six million on 15 January 1932.
German ports gradually resembled
Black Friday of the 29th October
ship cemetries. As of the 1st April
1929, the first major stock exchange
1932, a total of 460 German ships
crash, played havoc not only with the
aggregating 1,357 million GRT were
savings of American citizens. Wall
in layup, equalling about 34.8
Street shares alone lost 14 billion
percent of the German merchant
fleet. Scandinavian and German
shipping suffered in addition through
34
“Ostseehaus” the second office of
the company at Lübeck, Untertrave 84.
Ice-bound ss PLANET in the severe 1928/29 winter as seen from battle cruiser SCHLESWIG-HOLSTEIN.
Crew members of the battle cruiser handling coal to replenish bunkers of ice-bound steamer PLANET.
35
a tradition that continues to the
improved gradually, and the pro-
present, with exceptions proving
gramme introduced by the new Reich
the rule.
government, designed to aid shipping and shipbuilding began to yield
Egon Oldendorff became a member
first results. German shipping slowly
of the executive board of the German
but steadily recovered and so did the
Shipowners’ Association in 1934, and
Lübeck shipowning company, Egon
he served on a committee that nego-
Oldendorff. Two ships joined the
tiated with the Reich government for
fleet in 1936, the KLAUS OLDENDORFF
◆
a 77 million Reichsmark aid package,
(1) in April, named after the owner’s
eventually granted to German ship-
son born in 1933, and the LUDOLF
More Ships
Despite
the Crisis
owners in April 1932. The ss MAGNET
OLDENDORFF (1) in December which
had been sold in 1929, followed in
bore the name of the owner’s father.
1934 by the KOMET and PLANET which
LUDOLF OLDENDORFF had served its
went to Italian buyers. Freight rates
previous Jewish owner Arnold Bern-
◆
At a time when most shipowners had
to reduce their fleets owing to lack
of resources, Egon Oldendorff
purchased the Belgian ss PETER BENOIT
of 2,200 tdw and renamed her the
GISELA OLDENDORFF. The 1902
Hoboken-built vessel was the first to
be named after a family member,
ss GISELA OLDENDORFF discharging timber in London.
36
(Photograph: Alex Duncan)
ss DORA OLDENDORFF in her grey war camouflage
stein as the converted car carrier
sister, was purchased in 1938, to be
Germany, timber from Baltic ports
TRACTOR of 2,620 tdw but Oldendorff
followed in 1939 by HUGO OLDENDORFF
to the Netherlands, pitprops and
had her retrobuilt into a normal
(1) of 3,000 tdw, ERNA OLDENDORFF
pulpwood from the Baltic to the
freighter as he could not prolong the
(3,400 tdw) and HENNING OLDENDORFF
United Kingdom and to the
original contracts for the carriage of
(5,930 tdw). This brought the average
Netherlands, pitch from the river
wheeled vehicles.
deadweight capacity of the ten
Thames to the Mediterranean, grain
Oldendorff ships to 2,785 tonnes.
from the Baltic and the Black Sea to
Fleet expansion continued: DORA
The smaller units continued trading
various destinations, pyrites from
OLDENDORFF (1), built 1896 and of
in the North and Baltic Seas but the
Spain to Northern Europe, locust
4,470 tdw, named after the owner’s
larger ones also found other
beans from Cyprus to Wales, etc.
employment: Scandinavian ores to
37
ss GISELA OLDENDORFF wearing the number allocated to her by the Allied Control Commission, in the Lübeck Hansahafen.
11) GISELA OLDENDORFF 1932-1958
PCHM/DRDL/DAED – cargo steamship – 1361 GRT/2200 tdw
made by North Eastern Marine
38
Engineering Co. Ltd., Wallsend,
11 knots
May 1902 completed by SA.
Chanteliers Nav. Anversois,
Hoboken (No. 12) as PETER BENOIT
for Compagnie Maritime Belge
SA., Antwerp (BEL), F. Alexander
appointed as manager. July 1932
sold to E. L. Oldendorff & Co
GmbH., Lübeck (DEU), renamed
GISELA OLDENDORFF. October 1933
Nordische Dampfer Reederei
mbH., Lübeck, appointed as
managers. 30.12.1936 sold to
(Photograph: Hans Kripgans)
31.5.1945 at Lübeck with bottom
damage. 16.1.1958 laid up at
Lübeck. 19.4.1958 arrived at
Hamburg to be demolished by
Eckhardt & Co.
12) LUDOLF OLDENDORFF (1) –
1936-1944
RDMC/DHXY – cargo steamship –
1937 GRT/2620 tdw
Engineering Co. Ltd., Newcastle
May 1903 delivered by C. S. Swan
& Hunter Ltd., Wallsend (No. 287)
as WESTMOUNT to Montreal Transport Co. Ltd., Montreal (GBR). 1916
sold to Inter American SS Co. Ltd.,
Montreal, renamed WETHERSFIELD.
1918 sold to Canadian Maritime
Co. Ltd. 1921 sold to E. J. Heinz
Ltd., London (GBR). 15.6.1923 sold
to Arnold Bernstein, Hamburg
(DEU), renamed MAX BERNSTEIN.
11.5.1925 sold to a Partenreederei,
Arnold Bernstein appointed as
managers. 29.1.1926 renamed
FORDSON I, 4.3.1926 renamed
TRACTOR. 11.9.1930 owner’s style
changed to A. Bernstein Schiffahrt
GmbH. 31.12.1936 sold to Nordische Dampfer Reederei mbH.,
Hamburg (DEU), Lilienfeld &
Oldendorff appointed as managers.
6.2.1937 registered at Lübeck and
renamed LUDOLF OLDENDORFF.
15.1.1937 sold to Egon Oldendorff, Lübeck. 28.8.1939 called at
Vigo, sailed 11.11. camouflaged
ss LUDWIG OLDENDORFF approaching Holtenau locks, Kiel Canal
as Danish EDITH and arrived
7.12.1939 at Lübeck. 9.10.1944
sunk by British airtorpedo at
Sirevaag/Egersund.
Reederei mbH., appointed as
managers. 12.6.1936 renamed
KLAUS OLDENDORFF. 30.12.1936 sold
to Egon Oldendorff, Lübeck
(DEU). 24.11.1942 struck mine
and sunk 25.11. at 04.55 hours in
Bay of Bothnia when on a voyage
from Reval to Helsingfors.
13) KLAUS OLDENDORFF (1) –
1936-1942
MSHL/MFKD/DMAQ – cargo
71.37 m registered length, 10.33
m breadth, 4.26 m depth
made by the shipbuilders, 11.5
knots
October 1893 completed by AG
‘Neptun’, Rostock (No. 140) as
GEORG MAHN for H. W. Podeus,
Wismar (DEU). 1894 H. Podeus
appointed as manager. 1910
G. Fischer appointed as manager
and homeport Rostock. 1919 formally allocated to Great Britain.
1920 sold to F. W. Fischer, Rostock
(DEU). 3.10.1921 renamed MAGDALENA FISCHER. 1.1.1924 sold to Erik
Larsen, Rostock (DEU), 1925 renamed ELLEN LARSEN. 29.2.1926
sold to Otto Zelck GmbH., Rostock
(DEU), renamed JOACHIM ZELCK.
May 1928 sold to Fischer & Larsen,
Rostock (DEU). September 1928
renamed RITA LARSEN. July 1931
ss KLAUS OLDENDORFF (1)
sold to ‘Orion’ Schiffahrts GmbH.,
Rostock (DEU), renamed GOTIA.
28.4.1936 sold to E. L. Oldendorff
& Co., Lübeck, Nordische Dampfer
39
14) DORA OLDENDORFF (1) – 19381946
LNSJ-DMAN – cargo steamship –
2730 GRT/4470 tdw
made by Blair & Co., Stockton
June 1896 completed by Short
Bros., Sunderland (No. 255) as
WILHELMINA for Stoomvaart Mij.
‘Noord Europa’, Rotterdam (DEU).
1900 sold to Wilhelmina SS Co Ltd.,
London (GBR), T. Stephen & Sons
appointed as managers. 1913 sold
to Home SS Co. Ltd., St. Johns/NF
(GBR), J. A. Young appointed as
managers, renamed EKASONI. 1915
sold to Gaston, Williams & Wigmore
of Canada, St. John’s (GBR). 1919
sold to A. S. Randall & Co. Ltd.
1921 sold to The New Line SS Co.
Ltd., Leith (GBR), R. Mackie & Co.
appointed as managers. 29.12.1923
sold to Gustav Salling Dampfschiffsreederei, Flensburg (DEU),
renamed GUSTAV SALLING. 28.6.1926
sold to Leonhardt & Blumberg,
Hamburg (DEU). 10.12.1926
renamed KARL LEONHARDT. 12.10.
1927 sold to Erik Larsen, Rostock,
renamed ERIK LARSEN. May 1931
sold to ‘Orion’ Schiffahrts GmbH.,
Rostock (DEU). October 1935
sold to a Partenreederei, E. Ahrens
Dampfschiffsreederei, Rostock
(DEU), appointed as managers.
Port of registry´s style changed in
1937 to Seestadt Rostock. April
1938 sold to Egon Oldendorff,
Lübeck (DEU). 15.6.1938 renamed
DORA OLDENDORFF. 17.1.1943
stranded off Libau, refloated one
day later. 11.4.1943 stranded at
Kringlen/Olofjord, 13.4.1943
refloated and repaired for
101,658.66 RM at Hamburg,
suffered bomb damage whilst in
Blohm & Voss drydock. 9.5.1945
at Flensburg. 16.9.1946 seized by
the Allies. 13.10.1945 at Hull
allocated to Great Britain, Ministry
of War Transport, London (GBR).
2.2.1947 scuttled with 2507 t gas
ammunition in the Bay of Biscay
in position 47.40 N 09.22 W.
15) HUGO OLDENDORFF (1) – 19391945
KQDJ/RCLT/DHKM – cargo
Engineering Co., Sunderland,
12 knots
June 1904 completed by Craig,
Taylor & Co., Stockton (No. 103)
as HARALD for Harald Steamship
Co. Ltd., London (GBR), Van
Ysselsteyn & Fils appointed as
managers. 1906 sold to Stoomvaart
Mij. Terneuzen (NLD), Managers
unchanged. 1906 A. C. van
Lensen appointed as manager.
1910 sold to NV. Mij. Stoomship
Harald (NLD), L. Bröll appointed
as managers. 1914 sold to West-
fälische Transport AG., Emden
(DEU). August 1914 at Kronstadt
seized by the Russians, in service
as mine transporter TSE. 1918
returned to owners. 27.8.1920
allocated to the Allied Commission,
18.11.1920 handed over to Great
Britain, The Shipping Controller,
Mgr. J. Westoll (GBR). 16.10.1921
sold to Seereederei ‘Frigga’, Hamburg (DEU), renamed HARALD.
6.1.1933 sold to ‘Orion’ Schiffahrts-
gesellschaft mbH., Rostock (DEU)
and renamed BALTIA. 1937 port
of registry's style changed to Seestadt Rostock. 26.5.1939 sold to
Egon Oldendorff, Lübeck (DEU),
2.6.1939 renamed HUGO OLDENDORFF. May 1945 at Lübeck seized
by Great Britain. 16.3.1946 scuttled
with gas ammunition in Scaw,
vessel was part of fourth convoy
from Lübeck.
16) ERNA OLDENDORFF (1) – 19391947
MFPH/DMAV – cargo steamship –
2095 GRT/3400 tdw
Co. Ltd., Sunderland, 11 knots
23.11.1900 lauched, 24.12.1900
completed by J. Priestman & Co.,
Sunderland (No. 85) as SVEND II
for D/S Carl, Copenhagen (DNK),
L. H. Carl appointed as managers.
24.4.1917 transferred to The
Shipping Controller, Lambert
Bros. Ltd. appointed as managers.
13.3.1919 returned to D/S Carl.
19.11.1918 sold to D/S Gorm,
Copenhagen (DNK), A. O. Ander-
sen & P. Carl appointed as
managers. 6.5.1920 sold to Det
Forenede D/S, Copenhagen
(DNK), 14.8.1920 taken over at
Korsör. 21.6.1924 renamed SVEND.
31.1.1927 sold to Otto Zelck
GmbH, Rostock (GBR) and
renamed LENA PETERSEN. 4.2.1927
taken over at Middlesborough.
March 1931 transferred to Otto
Zelck. May 1931 sold to ‘Orion’
Schiffahrtsgesellschaft mbH.,
Rostock (DEU). 1937 port of
registry's style changed to Seestadt Rostock. 26.5.1939 sold to
2.6.1939 renamed ERNA OLDENDORFF. 26.1.1941 left Vigo with
speed reduced to 3 knots on
account of fouling, stranded at
Marin, later refloated. 9.9.1941
sunk on St. Nazaire roads
40
following a collision with the
anchoraged German MT BENNO
due to steering failure in strong
river current, in convoy St.
Nazaire to La Pallice, Nantes and
Rotterdam. March 1947 salvage
attempts proceeding and
14.4.1949 reported blown up as
she was a danger to navigation.
17) HENNING OLDENDORFF (1) – 1939
DREW – cargo steamship – 3986
GRT/5950 tdw
made by Koniklijke Mij. ‘De
Schelde’, Flushing, 12.5 knots
August 1916 completed by A.
Vuijk & Zonen, Capelle a/d Ijssel
(No. 444) as LEERSUM for
Stoomvaart Mij. ‘Ostzee’, Amsterdam (NLD), Vinke & Co.
appointed as managers. May 1939
sold to Egon Oldendorff, Lübeck,
renamed HENNING OLDENDORFF.
2.11.1939 sailed from Huelva with
a cargo of sulphur pyrite bound
for Germany. 17.11.1939 in
position 63.00 N/10.13 W
captured by the British cruiser
HMS COLOMBO in Denmark Street
and 20.11. taken to Kirkwall.
3.1.1940 as EMPIRE INDUSTRY under
the control of the Ministry of
Shipping, London (GBR), D.
Alexander & Sons appointed as
managers. 16.3.1941 sunk by
gunfire of the German battle
cruiser GNEISENAU southeast of
New Foundland in position 43.27
N 45.25 W when on a ballast
voyage from Hartlepool via Loch
Ewe to Galveston.
ss LENA PETERSEN became the ERNA OLDENDORFF (1) in 1939.
Bought by Egon Oldendorff in May 1939, Dutch ss LEERSUM traded as
the HENNING OLDENDORFF (1) for just under six months.
(Collection Theodor F. Siersdorfer)
(Collection G.J.de Boer)
41
◆
Full Ahead
Into
Desaster
◆
were to open a sealed envelope
„The ss LUDOLF OLDENDORFF, captain
containing instructions to keep 30 to
Meinert Matthiesen, had reached
100 nautical miles away from usual
Casablanca on 24 August 1939 to
tracks. Another coded cable, QWA-9,
load a cargo of phosphate rock. She
dated 27 August 1939 requested all
sailed for Rotterdam on 25 August
German ships to do their utmost to
having loaded 2,850 tonnes. The ship
reach a German port within four days,
received the first coded message when
failing which to make for a Spanish,
she was about to sail. On receipt of
Japanese, Italian, Russian or Dutch
the second cable Captain Matthiesen
port. Homeward bound ships found
decided to proceed to Vigo as a port of
it difficult to interpret the message.
refuge. He intended to continue his
On 28 August QWA-10 for all practical
voyage immediately after replenishing
purposes cancelled QWA-9 and
bunkers and provisions as he con-
permitted ships to return to Germany
sidered his chances for a breakthrough
even if in that process they exceeded
to be good at that time. However the
the four-day limit. Part of the Olden-
local German consulate instructed
dorff fleet was trading worldwide at
him to stay in port and await further
this time and only one steamer was
orders.
lost shortly after the war broke out.
LUDOLF OLDENDORFF and HUGO OLDENDORFF
performed daring escapades on
Eventually, LUDOLF OLDENDORFF sailed
from Vigo on 11 November as the
Shipping in the western hemisphere
their ways back to home waters. In
second ship of a group of vessels.
enjoyed prosperous times when the
the three-volumed war-time history
The crew disguised their ship on the
outbreak of World War II brought it
of the German merchant fleet, Die
morning thereafter: a red band with
to a standstill. The coded QWA-7
Deutsche Handelsflotte 1939-1945,
a white cross on a black funnel,
message dated 25 August 1939
jointly published by Hans-Jürgen
name changed into EDITH, home port
alerted German merchant ships to
Witthöft and Ludwig Dinklage, the
Copenhagen, Danish national
the imminent eruption of hostilities.
former recorded the homeward
On receipt of that message shipmasters
voyage of ss LUDOLF OLDENDORFF in
great detail:
42
neutrality emblems painted on the
enemies, and uncomfortable moments
minutes on the port side of LUDOLF
ship’s sides and a hand-made Danish
followed. Bad weather made it
OLDENDORFF the cruiser passed her
flag. To have bought a Danish flag in
virtually impossible to lower lifeboats.
stern at close quarters to check the
Vigo might have given away the
With HMS SHEFFIELD abeam to port,
name and home port, crossed her bow
intended camouflage. Steering up to
secret documents were dumped over
and departed towards the north,
20° West and thereafter up to 58°
the starboard side in a bag suitably
changed course at two miles distance,
North the vessel passed the straights
weighted with bits of metal to make it
passed the freighter’s bow at high
between Iceland and the Faroe Is-
sink. So as not to create suspicion an
speed and disappeared from sight 30
lands, on 24 November, closely
outwardly calm and composed master
minutes later steering a southerly
watched by the British. A gale force
stood on the bridge, and those officers
course. A trawler passed by at a
wind blew and the seas were rough.
and crew with things to do on deck
distance of six to seven miles at 1:30
The ship had to heave-to at 09:00 a.m.
went about their chores in perfect
p.m. on that day, apparently a patrol
when the third mate on watch
discipline paying no attention to the
vessel, but took no action.
reported a ship approaching from aft.
The zigzagging stranger closed in
The ship luckily escaped seizure
quite rapidly and turned out to be the
or sinking, thanks to the calm and
British light cruiser SHEFFIELD. With
level-headed conduct of her master
flying signals she narrowed the
and crew. One day earlier in
distance to about 1,000 metres.
approximately the same position the
LUDOLF OLDENDORFF could not make out
ss KONSUL HENDRIK FISSER had been
the signals but assumed them to be
SS LUDOLF OLDENDORFF
stopped and seized.
silence’, or something to that effect,
cruiser. By contrast, LUDOLF OLDENDORFF
Weather conditions improved as the
normal at times of war. The
noticed a certain amount of excite-
vessel proceeded but turned into a
unhurried reply read ‘Danish ss
ment on the latter. HMS SHEFFIELD
strong easterly gale on 26 November
EDITH, en route from Iceland to
refrained from either inspecting the
which calmed down somewhat on the
Copenhagen’. Under no circumstances
ship or asking for her documents,
following day. Anchor was dropped at
should the ship be captured by the
most probably realizing that rough
Kristiansand at midnight on the 28
seas would in any event have preven-
November, the river pilot having
‘Where to?’ and ‘Maintain radio
ted lowering a boat. After about 20
43
boarded two hours before. Heavy
cable reached her. Captain Freyer
and strengthened his crew by signing
fouling had reduced the speed of the
heeded the warning and changed
on two ordinary seamen, one coal
ship, now aged 36 years, to an
course to Vigo, the nearest Spanish
trimmer, one engineer and one work-
average of five knots, but events
port. The cargo of coal was discharged
away. The conditions of the lifeboats
proved that even slow ships had a
at the Vigo coaling depot. The master
necessitated overhauling and delayed
genuine chance of blockade busting.
could not interpret the QWA-10
the departure which eventually took
The ss LUDOLF OLDENDORFF reached
message even though he was a
place on 25 October when ss HUGO
Sundsperre on 6 December and
reserve naval officer but in any case
OLDENDORFF sailed after sunset, with-
berthed at Lübeck one day later.“
he could not have left port without
out pilot assistance and without
topping up bunkers, provisions and
having been cleared.
Captain Mathiesen was virtually
water. He endeavoured to obtain
inundated with honours and gifts to
these supplies but was instructed to
A make-shift camouflage was quickly
commemorate his remarkable and
remain at Vigo for some considerable
accomplished: the funnelmark was
successful breakthrough. He was
time before being permitted to
deleted and the ship’s name re-painted
decorated with the ‘Kriegsverdienst-
proceed to a French Atlantic port.
into OLENDO BECK, none of which
kreuz mit Schwertern’ and with the
would have stood up to a proper
blockade runner badge, was given
Again citing from the Dinklage/Witt-
permission to fly the blockade runner
höft book, „the ss HUGO OLDENDORFF
pennant and received an autographed
was the only ship that made it to
The initial part of the voyage
photography of Adolf Hitler.
Germany steering a northerly course
remained uneventful except for a
from the south of Spain. Caught by
minor damage to the boiler which
The ss ERNA OLDENDORFF was en route
the outbreak of war at San Juan del
was repaired on board. Subsequently
from Rotterdam to Las Palmas with a
Puerto, Captain Bohnhoff decided to
the wind increased and the vessel
cargo of coal, with some 700 miles to
load cargo at Sevilla and thereafter to
kept shipping green water. A fracture
go to destination, when the QWA
return to Cadiz. There, orders reached
of the steering rods forced the ship to
him via the German embassy to try
heave-to. She continued at half speed
and make home waters initially going
due to strong winds. While the engine
north and then along the Norwegian
coast. He took 165 tonnes of coal ex
the ss LARACHE, replenished provisions
44
check by the enemies.
had to be immobilized owing to un-
Hvammas Fjord. The ship proceeded
steamer she was not really suited for
avoidable repairs to the superheater,
to Reykjavik assisted by a pilot and
such a long haul but she had
the wind increased to gale force.
berthed at 5:20 p.m. The authorities
successfully completed the voyage
Heavy seas smashed the No. 3 hatch-
proved to be very friendly and the
which demanded the utmost of her
covers admitting large quantities of
new arrival was immediately taken
crew and her engine. The ss HUGO
water into the hold.
care of by Dr. Gerlach, the German
OLDENDORFF continued performing
consul.
faithfully until the end of the war.”
The ship had to heave-to once again
but the storm abated somewhat.
The ship left Iceland on 24 November
Damage to a condenser enforced yet
having bunkered 222 tonnes of coal.
another engine stoppage. The
The master intended to attempt a
25 years old ship was really taken to
breakthrough south of the island but
task, as was the crew who in addition
had to heave-to due to bad weather.
had to maintain constant and keen
Captain Bohnhoff then proceeded on
lookout. Not only did the ship sustain
a westerly course, simulating a break-
weather damage, but moreover her
through towards the Denmark Strait.
navigation was impaired when the
Heavy weather continued until the
patent log broke. Iceland came into
30 November. Occasional engine and
sight on 13 November and a
condensator repairs enforced further
snow-covered mountain could be
stoppages. Meanwhile, course had
made out at a distance of about 50
been altered towards the Norwegian
nautical miles. A light was sighted on
coast. Once the weather improved
14 November but could not be iden-
Captain Bohnhoff made for
tified owing to totally inadequate
Kristiansand, dropping anchor there
charts. Having dropped anchor the
on 5 December, and finally arrived at
master realized that he had reached
Stettin ten days later. The homeward
voyage of this veteran steamer
deserves to be singled out as an
outstanding achievement. As a small
45
◆
The Many
Victims of
War
◆
cruiser, HMS COLOMBO, in position
Prizes partly compensated the company
63.00N 10.12W and ordered to
for war losses. The Concise Oxford
proceed to Kirkwall. She arrived
Dictionary defines a prize as a “ship,
there on 20 November 1939 and a
property, captured at sea in virtue of
few months later served as the EMPIRE
rights of war.” The Oxford Companion
INDUSTRY under the auspices of the
to Ships and the Sea explains that
British Ministry of Shipping. The
“... in its strict and original legal
steamer’s career terminated on 16
definition, prize in Britain is entirely
March 1941 when, on a ballast
a right of the Crown, and no man
voyage from Hartlepool to Galveston,
may share in prize except through the
she was sunk off New Foundland by
gift of the Crown.” The German
gunfire from the German battle
government allocated to Egon
cruiser GNEISENAU.
Oldendorff on 17 June 1941 the
former Swedish ss AXEL (2,300 tdw)
HENNING OLDENDORFF (1) was not to be
and also in 1941, the ex-Latvian
the only war casualty of the EO fleet.
ss WALTER (3,444 tdw), followed on
The ERNA OLDENDORFF sank on 9 Sep-
31 January 1942 by the ss FISCHHAUSEN
tember 1941 after a collision with
(1,900 tdw) of Estonian origin and on
prize tanker BENNO, managed by
8 February 1942 by the ss SIGNAL
Atlantic Rhederei F.& W.Joch of Ham-
(4,700 tdw) built 1923 in Caen/France.
burg. KLAUS OLDENDORFF whilst on a
Luck was not on the side of ss HENNING
OLDENDORFF. She had left Huelva
voyage from Reval to Helsinki, struck
a mine laid by a Russian submarine
bound for Germany on 2 November
in the Gulf of Finland. Her total com-
1939 with a cargo of 5,574 tonnes of
plement was lost. Other Oldendorff
pyrites. When she attempted to break
ships were affected by the war, but
through between Faroe and Iceland
luckily without any more losses of
she was intercepted by the British
lives. The ss LUDOLF OLDENDORFF which
had busted the blockade sank on
9 October 1944 in a British bomb raid.
46
ss FISCHHAUSEN, ex-Latvian ss TAAT,
managing owner Egon Oldendorff.
(Collection Tomas Johannesson)
Also managed by Egon Oldendorff, French ss CAPITAINE LE BASTARD was renamed SIGNAL in 1940.
47
ss DIETRICH OLDENDORFF (1)
18) DIETRICH OLDENDORFF (1) –
1940-1942
DRFE – cargo steamship – 1865
GRT/2985 tdw
80.50 m registered length, 13 m
48
March 1917 completed by
Lindholmens M/V, Stockholm
(No. 431) as ANTEN for Förenede
Ångfartygs AB Viking, Gothenburg
(SWE), J. M. Dannberg appointed
as manager. 1918 G. Carlsson
appointed as manager. 1920 sold
to Rederi A/B Svenska Lloyd,
Gothenborg, renamed MONGOLIA.
1927 sold to A/B Songvaar,
Christiansand (NOR), T. Isaksen
appointed as manager, renamed
SONGDAL. 1936 sold to A/S
Songdal, Christiansand (NOR),
Joh. Gerrard jr. appointed as
manager. 1939 sold to Höyrylaiva
O/Y Uskö, Rauma (FIN), J. N.
Nurminen O/Y appointed as
managers, renamed USKÖ.
9.4.1940 at Bergen with general
cargo bound for London declared
a prize by Kommandantur für
Seeverteidigung. 10.5.1940 left
Bergen, sailed to Hamburg via
Stavanger. 22.5.1940 Admiral der
KMD comfirmed condemnation as
a lawful prize. 21.7.1940 assigned
to Egon Oldendorff by Reichsministerium SBV. Purchased by
Egon Oldendorff for 105.600 RM,
renamed DIETRICH OLDENDORFF.
2.6.1942 after being hit by bombs
and torpedos, beached 2 nm off
Egeroy/N. 3.6.1942 made tight
and refloated. 17.12.1942 returned
to Deutsches Reich. 21.12.1941
returned to Finland, registered as
USKÖ for Suomen Valtio, Helsinki
(FIN), John Nurminen again
manager. 17.8.1944 heavily
damaged by bombs at Stettin.
16.10.1944 at Stettin again seized
by KMD, 17.10.1944 handed over
to Egon Oldendorff. 23.12.1944
raised by Marine-Bergungs- u.
Seedienst and repairs ordered.
15.3.1945 declared as a prize by
KMD Stettin, 27.4.1945 confirmed
by Prisenhof Hamburg. No further
details available about vessel’s
fate following Stettin’s occupation
by the Russians. Later reported to
be in the Leningrad/Kronstadt
area.
ss FISCHHAUSEN as the Swedish OTIS
19) FISCHHAUSEN – 1942-1943
DKHJ – cargo steamship – 1307
GRT/1900 tdw
expansion engine, 600 HP, made
by the shipbuilders
December 1880 completed by
Palmer’s Shipbuilding & Iron Co.
Ltd., Newcastle (No. 432) as MARIE
for Burdick & Cook, London (GBR).
1890 sold to K. O. F. Dalman,
Gothenburg (SWE), renamed
OTIS. 1891 sold to Ångf. A/B Ibis,
Gothenburg, K. O. F. Dalman,
Gothenburg now managers. 1908
sold to Förenede Ångf. A/B Viking,
Gothenburg (SWE), K. O. F. Dalman
appointed as manager. 1912 J. M.
Dannberg appointed as manager.
1916 sold to Rederi A/B Otis,
Gothenburg (SWE), J. M. Dannberg remained manager. 1920
sold to Rederi AB Ätran, Gothenburg (SWE), F. Hultman appointed
as manager. 1921 port of registry
Falkenberg (SWE). 1922 sold to
Rederi A/B Inga, Falkenberg
(SWE), F. Hultman remained
manager. 1924 port of registry
Gothenburg (SWE). 1933 sold for
1000 Pounds Sterling to K. Kranfeldt
& Co., Tallin (EST), renamed
TAAT. 1934 sold to A. Jürgenthal,
N. Schröder, A. Saarna, R. Sergo &
O. Vesterbusch, Haapsalu (EST),
A. Jürgenthal appointed as
manager who became sole owner
in 1940. 10.4.1940 with a cargo of
timber at Bergen (voyage Gothenburg for London) declared as a
prize by Kommandant für Seeverteidigung, Bergen, and shifted
to Hamburg. 10.9.1940 formally
declared as a prize by Admiral
KMD at outbreak of hostilities
with Russia, Leth & Co, Hamburg
(DEU), appointed as managing
owners. 18.2.1941 under GermanRussian secret treaty the ship was
delivered to the USSR. The ship
remained unmanned at Hamburg.
Being a Russian ship, again
declared a prize 28.6.1941.
23.12.1941 prize confirmed by
Prisenhof Hamburg. In service as
a supply ship for the Kriegsmarine. As from 11.1.1942 in service
as research vessel and assistant
icebreaker for Marineobservatorium Greifswald. 31.1.1942 transferred to Kriegsmarine, Egon
Oldendorff appointed as manager.
20.2.1942 registered at Hamburg
(DEU) as FISCHHAUSEN. 11.9.1942
released from Kriegsmarine
service. 23.12.1942 comissioned
by Egon Oldendorff, annual hire
45.790 RM. 11.9.1943 transferred
to Karl Gross of Brake (DEU),
renamed GERTRUD OHLROGGE ,
in exchange for WALTER (see
No. 22) . 16.9.1943 registered at
Brake. 9.5.1945 in damaged
condition at Fredericia (DNK).
25.6.1945 allocated to Great
Britain. 1945 Ministry of Transport,
London (GBR). 27.11.1945 at
Hamburg. 1947 renamed TAAT,
Springwell Shipping Co. Ltd.,
London, appointed as managers.
1951 sold to Cia. Maritima Tees
SA, Panama (PAN), renamed
WEAR. 1.9.1952 arrived at Blyth to
be demolished by Hughes,
Bickow Ltd.
49
19) SIGNAL – 1941-1945
DYAM – cargo steamship – 3138
GRT/4700 tdw
95 m registered length, 14 m
made by Schneider & Co., Le
Havre, 14 knots
Built 1923 by Chantier Navale
Française, Caën (No. 18) as
CAPITAINE LE BASTARD for French
Government. 1925 Soc. Mar. de
Transport & d’Affrêtement, Le
Havre (FRA), appointed as
managers. 24.6.1940 at Nantes
seized by Deutsches Reich. 1940
intended use as a transporter for
Operation ‘Seelöwe’ in
Dampfergruppe Nantes (24.8.1940),
September 1940 used as transport
vessel ‘A3N’. 19.12.1940 taken as
a prize by Prisenhof Hamburg.
Paulsen & Ivers, Kiel (DEU),
appointed as managing owners
by Reichskommissar für Seeschiffahrt in January 1941, renamed
SIGNAL. 8.2.1941 Egon Oldendorff,
Lübeck (DEU), appointed as
managing owner. 9.7.1941 in
terms of a German-French treaty
ship formally became German
property. 4.6.1945 at Blohm &
Voss in damaged condition. 1949
still aground at Hamburg, later
salvaged and scrapped.
21) AXEL – 1941-1944 – DRFC
cargo steamship – 1540 GRT/2300
tdw
expansion engine, 560 HP, made
by T. Richardson & Sons, Hartlepool
‘Bottenhavet’, Stockholm (SWE).
1898 sold to Rederi A/B Disa
(SWE), O. A. Brodin appointed as
manager. 1912 registered at Gefle,
E. Brodin appointed as manager.
1916 registered at Stockholm (SWE),
G. Brodin appointed as manager.
1932 sold to Rederi A/B Box,
Stockholm (SWE), G. Brodin
remained manager. 1936 E. Brodin
to Torsten Carlblohm, Stockholm
(SWE), renamed UTLÄNGEN. 1939
sold to Rederi AB Edda, Stockholm (SWE), Arnold de Champs
appointed as manager, renamed
EDDA. 20.4.1940 with a cargo of
cellulose at Haugesund (voyage
from Uddevalla to Grimsby)
seized and declared as a prize,
ordered to proceed to Hamburg.
7.6.1940 prize confirmed by
Admiral KMD Hamburg. 10.6.1940
Leth & Co appointed as managing
owners. 1940 transferred to
Reichskommissar Prisenhof Hamburg, KMD Hamburg (DEU),
7.8.1940 sold by Reichskommissar
für Seeschiffahrt to Hugo Köster
of Warnemünde (DEU) for 14,000
RM. 23.10.1940 renamed AXEL and
registered at Lübeck (DEU).
17.6.1941 transferred to Hugo
Köster, Egon Oldendorff u. Chas.
E. Turnbull & Jacobs, Lübeck
(DEU), Egon Oldendorff appointed
as manager. 10.8.1941 to the
Kriegsmarine as experimental
vessel for minefusing equipment.
24.7.1944 at Kiel/Deutsche Werke
AG sunk by bombs. The wreck
was sold in June 1952 to Eisenverwertungs Gesellschaft H. Gross
& Co. at Hamburg for demolition.
March 1890 completed by T. Turnbull & Son, Withby (No. 114) as
FAIRMED for T. Turnbull & Son,
Withby (GBR). 1912 sold to Thos.
Turnbull & Son Shipping Co. Ltd.,
Withby (GBR). 1915 sold to
P. Dannebergs, Riga, renamed
VELTA. 1920 nationality changed to
Latvian. 1940 transferred to Staatliche Lettische Seeschiffahrt,
Riga (RUS) <P. S. R. S. Valts Juras
Kugnieciba Latviga Juras Flotas
Tautas Komisariats>. 17.12.1940
repairs completed at Naval Ship-
yard Tosmare, Libau. 5.7.1941
seized at Libau by Deutsches
Reich, 15.8.1942 registered at
Bremen Karl Gross, appointed as
manager, renamed WALTER. May
1943 ownership transferred from
Kriegsmarine to Ministerium für
die besetzten Ostgebiete.
11.9.1943 Karl Gross changing
the management of WALTER via
Schiffahrtsbevollmächtigten of
Stettin against management FISCHHAUSEN. Managed by Egon Olden-
dorff as WALTER with homeport
Bremen (DEU). 17.10.1944 ship
grounded near Tananger/Midtfjära
(Feistein) having left Stavanger on
a voyage from Bergen with ore.
18./19.11. 1944 abandoned by
crew, the ship became a total
loss. 1.11.1944 taken as a good
prize by Prisenhof Berlin.
April 1878 completed by Wm.
Gray & Co., West Hartlepool (No.
182) as WILTON for G. Payman &
Co., West Hartlepool (GBR). April
1895 beached and sunk, later
salvaged and repaired. 1897 sold
to Bergnings & Dykeri A/B
22) WALTER – 1941 -1944
DOXD – cargo steamship – 2301
GRT/3444 tdw
made by Blair & Co. Ltd., Stockton
50
Egon Oldendorff was managing owner, for two months in 1941, of former British resp. Swedish ss WILTON
Before the war the WALTER, then named VELTA, was part of the small Latvian merchant fleet.
ss GENERAL DRAGOMIROW in the background.
51
Reich Ministry of Shipping or its
armament ranging from light infantry
subordinate authorities. When Great
machine guns to 4 cm anti-aircraft
Britain entered the war the majority
guns. Crude platforms made of wooden
of German-controlled tonnage was
beams and boards gradually gave
restricted to trading in the Baltic, on
way to properly designed anti-aircraft
precisely defined routes in the North
gun positions, as did the sandbags
Sea and along the Norwegian coast.
used to protect bridges, to armoured
Ferrying supplies to German troops,
steel plates. Ships carrying essential
such as provisions, bunkers and other
cargoes would sail in protected
◆
fuels as well as military goods was
convoys.
Ships Under
Government
Supervision
German industry with raw materials
Camouflage painting swept through
including iron ore from Lulea and
the shipping world from 1940 and
Narvik. Commercial trampship opera-
sometimes even created artistic
tions were strictly limited to the areas
impressions. Effective at sea level it
mentioned but increasingly became
proved almost useless against air
subject to further restrictions and
reconnaissance. Ship bows and sterns
obstructions as the war continued.
painted white became invisible given
◆
given high priority, as was feeding
certain lighting conditions and when
Dry cargo ships serving the German
observed in the horizontal plane, by
armed forces would normally sail with
making the ship appear shorter and
Ownership of the prizes rested with
only a fraction of their space or weight
distorted. Certain colour schemes
the German Reich with Egon Olden-
capacities utilized, conspicuous nor-
such as a greyish brown resembling
dorff acting as managing owner in
mally by their high freeboard. On the
rocks helped ships to hide in Nor-
accordance with the terms of prize
other hand, coal and ore carriers
wegian fjords but as paints became
contracts. All German shipowners
would be loaded down to their marks.
scarce towards the end of of the war
came under the instructions of the
As war went on, most ships flying
the practice was eventually given up.
the Reich duty flag or the national
flag were retrofitted with anti-aircraft
52
From 1941 onwards fewer prizes
HP. Not one tug was completed by
confiscated by the British in Lübeck
were made and owners could no
D Day, but of a total of 128 Hansa
and subsequently traded as the EM-
longer hope for compensation from
ships, 58 had been commissioned
PIRE
that source. German tonnage losses
before the war ended, including 52
She was to be the last freighter of
mounted as war continued and
of the small ‘Hansa A’ version. Egon
this type to be scrapped in 1990, as
territory was lost. The acute shortage
Oldendorff was allocated a vessel
the Polish GRYF, at Aliaga/Turkey.
of tonnage led to the initiation of what
constructed by Burmeister & Wain,
became known as the ‘Hansa’ series
yard number 644. Foreign shipyards
Egon Oldendorff lost the fairly
newbuilding programme. Eight ship-
in countries under German occupancy
new IRENE OLDENDORFF and three
ping companies founded, and took
took a considerable share of the
other vessels: back in August 1944
shares in, Schiffahrt Treuhand GmbH,
scheme. The vessel of 61.3m length
the NORDFELS had been declared a
the company responsible for the
had been launched at Copenhagen
prize when the Allies conquered
programme. Shipowners who had
on 6 January 1944 but was scuttled at
La Rochelle; DORA OLDENDORFF, in
suffered tonnage losses would be
the fitting-out berth on 14 September
Flensburg when the war ended, was
allocated newbuildings according to
of that year as a result of an act of
handed over to Great Britain, in Hull,
a certain ratio but until the time the
sabotage. The ship was raised on
on 13 October 1945, whilst HUGO
ship was completed and physically
24 September 1944 and towed to
OLDENDORFF was confiscated in
delivered they never knew which
Lübecker Flender Werft for completion.
Lübeck, also by the British, in May
ship was being built for them and at
Having been delivered, in Lübeck,
1945. Both ships were eventually
which yard, meaning that the future
on 10 January 1945, IRENE OLDENDORFF
scuttled, in 1946, with cargoes of
owners could not influence the
performed a limited number of
war gas ammunition.
design of the vessels.
voyages in the Baltic Sea and took
CONTEES, flying the British flag.
part in the major rescue operation in
Three types of dry cargo ships of
which altogether 1,081 ships carried
3,000, 5,000 and 9,000 tdw each had
a total of 2,401,387 people from the
been designed for this series new-
former eastern Reich territories to
building programme, as also three
safety in the West. In early May 1945
types of tugs of 350, 600 and 1,000
the steamer, painted in a light grey
and without a funnel mark, was
53
23) IRENE OLDENDORFF (1) – 1945
DRFW – cargo steamship (Hansa
A standard type) 1923 GRT/3800 tdw
85,27 m registered length, 13,53 m
breadth, 8,20 m depth
double-compound engine, 1200 HP,
As the Polish training ship GRYF
ss IRENE OLDENDORFF semi-submerged in September 1944.
54
6.1.1944 launched at Burmeister &
Wain, Copenhagen (No. 677) as
IRENE OLDENDORFF for Egon Oldendorff, Lübeck (DEU). 14.9.1944
sunk due to sabotage at fittingout berth. 24.9.1944 salvaged and
towed to Flender Werft AG.,
Lübeck. 10.11.1944 left drydock
and completed repairs. 10.1.1945
delivered to owners. May 1945 at
Lübeck seized by Great Britain.
10.10.1945 at Methil allocated to
Great Britain, Ministry of Transport, London (GBR), renamed
EMPIRE CONTEES, J. Constantine
Steamship Line appointed as
managers. 1946 transferred to
USSR, renamed OMSK. 26.2.1946
on voyage Middlesbrough –
Szczecin and Russia. 1947 transferred to Zegluga Polska SA,
Gdynia (POL), Gdynia America
Shipping Lines Ltd., Gdynia, renamed OPOLE. 1951 sold to Polish
Navy, renamed ZETEMPOWIEC, in
service as a training vessel. 1957
renamed GRYF. 22.6.1990 arrived
at Aliaga to be demolished by
Nigdeliler Hurdaceilik ve Makina
Ticaret SA, which took place in
July 1990.
(Collection Eggert Hollatz)
As BK5 at the Aliaga scrapping yard
This left Egon Oldendorff with the
that authority ? It was not unreason-
GISELA OLDENDORFF and the NORDMARK
able to expect government to assist
which, at 1,361 and 1,060 GRT,
since after all it had been government,
respectively, did not have to be
albeit the previous one, that had
surrendered to the Allies. The
waged the war. However the Allies
company had lost eight ships during
who initially constituted government
the war and thereafter but still
in an early decree banned German
owned two vessels with which it
participation in deepsea shipping.
could resume commercial activities,
They licenced short-range coastal
an enviable position compared with
shipping from 1946, but subject to
many other, mostly larger companies
a permission for each and every
who had lost their entire fleets.
individual voyage.
Identified by a number issued by the
The Allies did not take long to ditch
Control Commission for Germany
the plan whereby Germany was to be
painted below the vessel’s name and
converted to a purely agricultural
flying the international flag ‘C’ in lieu
country. To restore commerce and
of a national flag, the ships went
industry meant the restitution of a
back into service in 1947, closely
functioning commercial system inclu-
regulated by the Allies and having
ding ocean shipping as an integral
been repaired to the extent possible
part of foreign trade. What the Allies
Egon Oldendorff had sold his three
in those days. People were determined
envisaged was a country with modest
small steamers, the NORDKAP, NORDLAND
to reconstruct, but implementation
manufacturing facilities, decidedly
and NORDSTERN, during the war. All
was quite another story. Not least
below pre-war levels. That equated
three prizes, SIGNAL, AXEL and WALTER
because there existed several grey
to a small and modest merchant fleet.
sank in 1944 and FISCHHAUSEN had to
areas, and that included financing and
be delivered to Great Britain in 1945.
the legal side of things since some
◆
Two Ships,
the Basis
for a New Start
◆
authoritative body had to sanction
reconstruction, but where exactly was
55
owner Egon Oldendorff found he
could live with that since ordinary
trampers more or less answered that
description.
Egon Oldendorff ordered, from
Lübecker Maschinenbau-Gesellschaft,
one ship of the so-called Potsdam
series so dubbed after the headquarters of the Control Commission.
It was the company’s second newbuilding and like the first she was
named IRENE OLDENDORFF. She was the
first post-war Oldendorff newbuilding
with 1,494 GRT but not the first postwar addition to the fleet. Indeed, just
Launching of ss IRENE OLDENDORFF (2), Lübeck, 4 March 1950
(Photograph: Wolfgang Röhrig)
before Christmas of 1949 the company
A provincial government came into
1948. A decree issued by the Control
had purchased two steamers from
being in Schleswig-Holstein, and the
Commission for Germany dated 26
Folkebanken of Copenhagen which
German Shipowners’ Association
September 1948 listed the maximum
had had to repossess the ships from
informed its members in a circular
permissible parameters applying to
their financially troubled previous
letter in 1947 of those ships, mainly
newbuildings for German account,
owners about one year after they
tugs and barges, which the Allies
i.e. 1,500 GRT, 12 knots maximum
took delivery of the ships. The two
intended to return to Germans as
speed, derrick lifting capacity
bargains began their new lives as the
managing owners. The association
3 tonnes, steam propulsion, and
BIRTE OLDENDORFF (3,150 tdw) and the
further announced the Allies’ permis-
bunker capacities limiting the sailing
DORTHE OLDENDORFF (3,360 tdw).
sion for German owners to contract
range to 2,000 nautical miles. Whilst
newbuildings, to come into force in
this severely handicapped German
shipping as a whole, trampship
56
Fleet expansion continued unabated,
the prices for newbuildings and for
German owners were buyers, not
even though second-hand tonnage
second-hand ships. Shipyard order-
sellers. Having found the right type
was scarce. The world merchant fleet
books kept filling. From this time
of foreign-registered ship at the right
had suffered considerable losses,
onwards Egon Oldendorff adopted a
price the German buyer had to apply
and at the same time world-wide
two-pronged expansion strategy by
to the Federal Government for an
reconstruction and the Korean War
ordering modern newbuildings and
import licence and, slightly more
(1950/53), to the delight of ship-
also through purchases of bargain-
difficult still, for the necessary
owners, produced a veritable boom
priced ships on the second-hand
foreign exchange. Egon Oldendorff
in terms of cargo flows and freight
market. To an extent this policy is
would point out that his ships were
rate levels. This in turn pushed up
being pursued to date. At that time
working the international tramp
ss BIRTE OLDENDORFF (1)
(FotoFlite)
57
and Baltic Seas: the shortsea motorship. The post-war (West)German
coastline had shrunk. Sailships had
lost out to rail and road in the short
haul distribution trades. Shortsea
shipping began searching for new
markets and average ship sizes grew
in the process. Deadweight capacities
reached some 800 tonnes as early as
in the fifties. With their measurement
kept below the 500 GRT mark the
modern ships needed smaller crews
than the veteran steamers of identical
cargo intake and gradually crowded
them out of their established markets
in the North and Baltic Seas.
Lübeck, Untertrave. Far right: company headquarters until 1967.
For almost a century the traditional
markets and thus contributed to
in return for modern German ships
tramp steamers characterized by their
German foreign exchange earnings.
allocated to them through reparation
thin black funnels had faithfully
Another hurdle to be overcome but
proceedings.
carried cargoes of coal, grain,
outside the buyers’ influence was the
and timber from the North Sea into
export licence of the sellers’ country
At 1,600 tdw the ss DIETRICH OLDENDORFF
the Baltic, or vice versa, but neared
of registry, the outcome of the proce-
(2) was the smallest ship bought in
the end of their useful lives, not least
dure often resembling a lottery. Great
the early fifties and only a fraction
because of their coal-hungry engines
Britain, having recently taken many
smaller than the TETE OLDENDORFF
and large crews. The 1950s witnessed
German ships, was the most promising
purchased in 1956. Several vessels
a complete structural change of
market for second-hand tonnage in
exceeded 3,000 tdw and could trade
the European shortsea trade.
those days, as were the Scandinavian
world wide. The smaller size tramp
countries which sold older vessels
steamer increasingly encountered a
new type of competitor in the North
58
ss DORTHE OLDENDORFF (1)
59
24) BIRTE OLDENDORFF (1) – 19501963
DKBF – cargo steamship – 1981
GRT/3150 tdw – 116,670 cubicfeet
grain
Engineering Co. Ltd., Sunderland,
9.5 knots
22.7.1922 launched, 16.9.1922
completed by Antwerp Engineering Co. SA., Hoboken (No. 80)
as BELGIEN for D/S af 1922 A/S,
Copenhagen (DNK), H. A. Christensen appointed as manager. 29.10.
1925 sold to A/S Dansk Engelsk
A/S, manager H. A. Christensen.
27.6.1931 sold to H. A. Christensen. 6.5.1940 seized by France in
Port Lyautey, renamed SAINT
GILBERT, Cie. de Nav. Paquet,
Marseilles (FRA), appointed as
managers. 4.10.1943 captured by
the Allies. Placed under the
control of Ministry of War Transport, London (GBR), T. L. Duff &
Co. appointed as managers.
November 1943 sunk at Port
Lyautey, later salvaged. 1945
returned to her Danish owners.
5.7.1947 sold to Rederi Europa
(DNK), A. Christensen appointed
as manager. 30.8.1949 sold by
auction to Folkebanken for Köbenhavn, Frederiksberg og Omegn,
Copenhagen (DNK). 21.12.1949
sold to Egon Oldendorff, Lübeck
(DEU), 2.2.1950 renamed BIRTE
OLDENDORFF. 20.2.1962 renamed
NORDFELS. 18.3.1963 sold for
demolition at Stavanger by
Brödrene Anda.
25) DORTHE OLDENDORFF (2) –
1950-1960
DKBF – cargo steamship – 2082
GRT/3360 tdw – 169.300 cubicfeet
grain
10.7.1909 launched.
28.8.1909 completed by Flensburger Schiffsbau-Gesellschaft, Flensburg (No. 291) as MINISTER HELLEPUTTE for Cie. Belge Scandinave
de Nav. à Vapeurs SA, Antwerp
(BEL). 1912 sold to D/S af 1911,
Copenhagen (DNK), H. A. Christensen appointed as manager,
renamed ALF. 11.12.1916 sold to
D/S Rödby Havn A/S (DNK), A.
Andersen appointed as manager.
14.7.1919 renamed BREMERSVOLD.
1.9.1923 sold to A/S Dansk Engelsk
D/S, H. A. Christensen appointed
as managers, renamed ALF.
27.6.1931 sold to H. A. Christensen (DNK). 1940 placed under the
control of Ministry of Shipping
(effective May 1941, Ministry of
War Transport), London (GBR),
Thompson SS Co. Ltd., appointed
as managers. May 1941 W. A. Souter
& Co. Ltd. appointed as managers.
1945 re-delivered to owners.
5.7.1947 sold to Rederiet Europa,
Copenhagen (DNK), Alfred Christensen appointed as manager.
30.8.1949 sold by auction to Folkebanken for Köbenhavn, Frederiksberg og Omegn. 21.12. 1949 sold
to Egon Oldendorff, Lübeck (DEU),
2.2.1950 renamed DORTHE OLDENDORFF. 18.10.1960 sold for demolition, 10.12.1960 arrived at Gijon.
26) IRENE OLDENDORFF (2) – 19501951
DKCB – cargo steamship – 1494
GRT/3200 tdw
breadth, 7.90 m depth, compound
engine, 1250 HP, made by the
shipbuilders
4.3.1950 launched.
25.4.1950 completed by Lübecker
Maschinenbau Gesellschaft,
Lübeck (No. 437) as IRENE OLDENDORFF for Egon Oldendorff, Lübeck
(DEU). 31.12.1951 sank in heavy
weather as result of shifting of cargo
of coke in position 53.28,27 N
06.17,10 E about five miles off
Hubert Gat/Borkum Island.
Her crew of 22 was lost. Due to
heavy silting vessel could not be
salvaged from a depth of 22 m.
27) KLAUS OLDENDORFF (2) – 19501961
DKCS – cargo steamship – 3651
GRT/ 6276 tdw – 346,410 cubicfeet
grain
made by NV Koniklijke Mij. ‘De
Schelde’, Flushing, 9.5 knots
Oostzee, Amsterdam (NLD). 1932
Vinke & Co. appointed as managers. 1940 placed under the control
of Ministry of Shipping (effective
May 1941, Ministry of War Transport), London (GBR), H. Tyrer &
Co. Ltd. appointed as managers.
1945 re-delivered to her owners.
June 1950 sold to Egon Oldendorff, Lübeck (DEU), renamed
KLAUS OLDENDORFF. 30.9.1960 sold
for demolition and 10.1.1961
arrived La Spezia.
60
September 1920 completed by
A. Vuijk & Zonen Capelle (No. 457)
as HILVERSUM for Stoomvaart Mij.
ss BIRTE OLDENDORFF (1)
(Fotowerkstatt Landungsbrücken)
(Photograph: Alfred Schneider)
ss KLAUS OLDENDORFF (2)
IRENE OLDENDORFF
61
1950-1954
DKDP – cargo steamship –
998 GRT/1600 tdw –
254,250 cubicfeet grain
62
made by Machienefabriek
Kinderdijk, Kinderdijk, 9.5 knots
March 1920 completed by NV
‘Holland’ Scheepswerf & Mach.
Handel, Hendrik Ido Ambacht
as NYSTRAND for A/S Utsire, Skien
(NOR), C. B. Nielsen appointed as
manager. 1922 sold to A/S Djerv,
Trondheim (NOR), Bachke & Co
SIGRID. 1940 Wm. Coombs & Son
in London appointed as managers.
1945 re-delivered to her owners
(NOR). 9.10.1950 sold to Egon
Oldendorff, Lübeck (DEU),
renamed DIETRICH OLDENDORFF.
8.2.1954 sold to Paulsen & Ivers
Schiffahrt & Kohlenhandels GmbH,
Kiel (DEU), renamed SIGNAL.
12.12.1957 laid up at Kiel. 19.9.1958
sold for demolition by Alnwick
Harmstorf, Lübeck, where arrived
1.10.1958.
(Skyfotos)
ss HUGO OLDENDORFF (2)
29) HUGO OLDENDORFF (2) –
1951-1963
DKDT – cargo steamship –
1498 GRT/2300 tdw –
made by Ross & Duncan, Glasgow, 9.5 knots
(Skyfotos)
April 1917 completed by Murdoch
& Murray Ltd., Port Glasgow (No.
260) as GRANGETOWN for Harrisons,
Sons & Co. Ltd., London (GBR).
1918 sold to Town Line (London)
Ltd., Harrisons, Sons & Co. Ltd.
now managers. 1922 sold to E. T.
Lindley, London (GBR), renamed
GRANGEWOOD. 1925 sold to The
Swanston Steamship Co. Ltd.,
Newcastle (GBR), W. Swanston &
Sons appointed as managers.
April 1936 sold to D/S A/S Altair,
Bergen (NOR), renamed LIBRA,
H. Östervold appointed as
manager, renamed LIBRA. 1940
placed under the control of
Ministry of Shipping (effective
May 1941, Ministry of War Transport), London (GBR), Chine
Shipping Co., appointed as managers. 1945 re-delivered to her
owners. 1948 sold to D/S Neptun
A/S, Oslo (NOR). 27.10.1950
(DEU). 9.1.1951 renamed
HUGO OLDENDORFF. 1.4.1963 sold
for demolition to Jernshaven
P. Bergsö & Son, Masnedö, which
took place in third quarter of 1963.
63
30) HENNING OLDENDORFF (2) –
1951-1962
DKBM – cargo steamship –
3771 GRT/6320 tdw –
made by Thyssen & Co. AG.,
Mülheim, 10 knots
ss HENNING OLDENDORFF in the Kiel Canal
31) ERNA OLDENDORFF (2) – 1952-1962
DKBB – cargo steamship- 1965
GRT/3312 tdw – 158,190 cubicfeet
grain
made by Arnhemsche Stoom Mij.,
Arnhem, 9 knots
(Collection Holger May)
pumps. 1946 salvaged, 10.1.1947
arrived at Rotterdam in tow. 30.8.
1948 back in service, Vinke &
September 1916 completed by A.
Vuijk & Zonen, Capelle (No. 447),
as RIJN for NV Houtvaart, Rotterdam (NLD), Vinke & Co. appointed
as managers. 22.8.1940 at Rotterdam-Rijnhaven declared a prize
by Hafenüberwachungsstelle
Rotterdam. 5.9.1940 back in trade,
owners agree to trading in the
German orbit, attended by Messrs.
Oscar Ott, Almsinck & Hell Nachf.
Hamburg. 3.9.1944 after completion
of repairs at the yard of Crichton
Vulkan, Helsinki, damaged and
sunk through crew damaging
ss ERNA OLDENDORFF (2)
64
May 1919 launched. September
1920 completed by NV Scheepswerf Dordrecht, Dordrecht (No.
30) as STAD ARNHEM for NV
Stoomboot Mij. „Stad Arnhem“,
Zonen appointed as managers.
12.7.1951 sold to Egon Oldendorff,
Lübeck (DEU),14.1.1952 renamed
Rotterdam (NLD), Halcyon Lijn
to NV Arnhemsche Scheepvaart
Mij., Rotterdam (NLD). In 193.
Halcyon Lijn appointed as
managers. 1940 placed under the
control of Ministry of Shipping,
(effective May 1941, Ministy of
Alexander Bros. appointed as
managers. 1945 re-delivered to
owners. 11.9.1951 sold to Egon
Oldendorff, Lübeck (DEU), 27.9.
1951 renamed HENNING OLDENDORFF.
21.12.1961 sold for demolition by
Brodospas. 6.1.1962 arrived at Split.
ERNA OLDENDORFF. 21.12.1961 sold
for demolition. 31.1.1962 arrived
at Monfalcone.
reduced European mining activities
later increasing to 50 t/h through the
and modern techniques. The forest
use of elevators.
industry of Sweden and Finland no
longer supplies raw material for
A number of second-hand ships of
paper manufacturing but exports
up to 10,000 tdw, popular in those
finished products instead. Except
days still unaffected by overage
during the rainy season Oldendorff
problems and ditto insurance (the
vessels at times took northbound
latter came into being in the late
cargoes of groundnuts from Senegal,
sixties) earned the funds for modern
a much sought-after cargo for
newbuildings. The mv LUDOLF
freighters in the 2,000-3,500 tdw
OLDENDORFF (2) of 4,650 tdw,
bracket which had carried generals
delivered to Egon Oldendorff by
on the southbound leg. Typical
Lübecker Maschinenbau-Gesellschaft
loading ports would be Kaolack,
on 2 December 1952, and her
some 75 miles beyond the bar and
sistership DORA OLDENDORFF (2),
situated on what is misleadingly
delivered two years thereafter, had
called Saloum River but is in fact an
been designed as multi-purpose liner
inlet resembling an estuary, as also
vessels and had a comparatively
Lyndiane and Ziguinchor on the river
generous cubic capacity of 270,000
Casamance. Loading operations right
cu ft each. They spent most of their
into the 1950s were peculiar by
time in the Oldendorff fleet
The types and composition of cargo
European standards: native workers
timechartered to liner operators,
offering also underwent changes.
would carry the full bags by the
often on period charters, but they
Coal is still being carried but mainly
headload, negotiating narrow wobbly
also accepted voyage charters.
in much larger ships. Of course the
gangplanks of which up to twenty
Both ships frequently went up the
timber trade is quite lively to this day
would link ship with shore, and then
St. Lawrence Seaway after it had been
but tramp vessels leaving the Baltic
bleed the contents into the hold, but
re-opened in 1959, and further into
Sea with a full deck cargo of sawn
occasionally ships would also load
the Great Lakes. Between 1960 and
timber have virtually disappeared.
bagged groundnuts, at a maximum
1964 DORA OLDENDORFF performed no
Pitprops had lost their market due to
rate of 30 tonnes per gang per hour,
◆
Different Ships
for Different
Cargoes
◆
65
fewer than 33 trips into the Great
St. Lawrence River, the Seaway
the heydays of that international
Lakes on timecharter to Canadian
affords direct access by deepsea
waterway Oldendorff freighters
transport operators, Canadian Pacific,
vessels to important North American
counted among its frequent users.
and up to 1967 LUDOLF OLDENDORFF
industrial centres averaging a height
completed 27 Great Lakes trips for
above sea level of 185.3 metres. Just
The degree of technical innovation is
reflected by an article in the Lübecker
Nachrichten daily of 13 December
1952 reporting on the commissioning
of the mv LUDOLF OLDENDORFF:
„When LMG shipyard director Schiml
handed over, outside territorial waters,
the newbuilding to her owner, the
Lübeck shipping company had added
to its fleet its tenth ship, and its first
motorvessel. The LUDOLF OLDENDORFF
did 15.9 knots in ballast condition.
Her 2,700 HP two-stroke MAN diesel
engine gives her a fully laden speed of
up to 14 knots. Her modern equipment
includes a Decca radar set, a ‘Tele-
Launching of LUDOLF OLDENDORFF (1). Attendands include Hans Lochmüller, Egon Oldendorff,
Klaus Oldendorff, shipyard manager Schiml (at the microphone).
gon’ goniometer first introduced in
1952 and a complete radio station,
the same charterers. Not only would
under 150,000 vessels passed the
all supplied by DEBEG. The vessel has
the ships carry the CP funnel mark
locks in the period 1959 to 1984, but
also been fitted with an echo sounder.
but at times their hulls would be
so far as general cargo is concerned
The radar set pays for itself within
painted CP white which made their
the Seaway has gradually lost its
three days of dense fog when the ship
appearance quite unique in the
former importance due to the impact
would otherwise be forced to idle,
Oldendorff fleet. Linking Lakes
of intermodal transport which has
assuming a loss per fog-bound day of
Superior, Michigan, Huron, and Erie
meanwhile conquered nearly 100
DM 10,000.“
with the Atlantic Ocean via the
percent of that trade. However, in
66
mv LUDOLF OLDENDORFF (1)
Launching
1952-1970
DKJU – cargo motorvessel – 2388
GRT/4650 tdw – 270,139
cubicfeet grain – 6 passengers
breadth, 9 m depth
one two-stroke diesel engine,
2700 HP made by MAN AG,
Augsburg, 13.5 knots
Captain’s dayroom
4.10.1952 launched. 2.12.1952
completed by Lübecker Maschinenbau Gesellschaft, Lübeck (No. 418)
as LUDOLF OLDENDORFF for Egon
Oldendorff, Lübeck (DEU). 2.12.
1970 sold to Permapimar S. p. A.
Soc. di Nav., Cagliari (ITA), renamed
CAPITANO VITO. 1975 sold to Pausania S. p. A. di Navigazione, Cagliari
(ITA), renamed MICHELE MAGLIONE.
1977 sold to Österreichische
At sea
Reederei AG, Vienna (AUT),
renamed AUSTRIAN IMPORTER. 1980
sold to Kariels SA, Panama (PAN),
renamed NIGERIAN IMPORTER. 1981
sold to Interlock Development
SA, Panama (PAN), renamed
COLIBRI I. 1981 sold to Cefallonian
Sun Shipping Co. Ltd., Piraeus
(GRC), Flandermar Shipping Co.
SA. appointed as managers, renamed CEFALLONIAN SUN. 1984 sold
to Mariana Shipping Co, Piraeus
(GRC), 1985 Twodim Cia. Nav.
SA. appointed as managers. 1988
owner and country deleted in
Lloyd’s Register. 18.2.1983 vessel
mentioned last in Lloyd’s
Shipping Index. Still listed in
Lloyd’s Register 1994/95, but
neither owner nor flag
mentioned.
67
mv IMME OLDENDORFF (1)
(Skyfotos)
33) IMME OLDENDORFF (1) – 19531971
DKKD – cargo motorship – 1670
GRT/2712 tdw – 134,343
cubicfeet grain
breadth, 6.10 m depth –
2 passengers
two two-stroke diesel engines,
1600 HP, made by MaK Maschinenbau Kiel AG, Kiel, 12.5 knots
16.3.1953 launched. 26.6.1953
completed by Schiffbau Ges.
‘Unterweser’ AG., Bremerhaven
(No. 359) as IMME OLDENDORFF
for Egon Oldendorff, Lübeck
(DEU). 1957 re-engined with
similar new engine. 14.4.1971
sold to Antonio fu G. Coppola,
Naples (ITA), renamed GIOVANNI
COPPOLA. 1984 broken up by
Acciaiere di Porto Nogaro at San
Giorgio di Nogaro.
34) CHRISTOFFER OLDENDORFF (1) –
1953-1963
DOSG/DKKK/DJXD – cargo
steamship – 4794 GRT/9600 tdw –
made by D. Rowan & Co. Ltd.,
Glasgow, 10 knots
Ordered by Brynmor SS Co. Ltd.-,
Swansea (GBR), Ambrose, Davies
& Matthes Ltd. acted as managers.
February 1937 purchased by
Unterweser Reederei AG. 13.4.1937
launched. 20.5.1937 completed as
GINNHEIM for Unterweser Reederei
AG., Bremen. 9.10.1943 sunk at
Gotenhafen following bomb attack.
13.10.1943 salvaged and repaired.
May 1945 at Brunsbüttelkoog.
14.6.1945 in Kiel Canal allocated to
Great Britain, Ministry of War Transport (effective 1945, Ministry of
Transport), London (GBR), J. & J.
Denholm Ltd. appointed as managers, renamed EMPIRE OUSE. 1946
transferred to Dutch Government,
The Hague (NLD), renamed EINDHOVEN. 1947 sold to NV. Gebr. van
Uden’s Scheepvaart en Agentur Mij.,
Rotterdam (NLD), renamed PARKHAVEN. 28.9.1953 sold to Egon
Oldendorff, Lübeck (DEU), renamed
CHRISTOFFER OLDENDORFF. 30.12.1958
transferred to Hansa Sachwert Anlagen GmbH., Hamburg, port of
registry Lübeck (DEU), Egon Oldendorff appointed manager. 14.12.
1961 sold to Egon Oldendorff,
Lübeck (DEU). 26.1.1963 struck a
landing stage at Calais whilst on a
voyage from Mäntyluoto to Calais.
Repairs considered uneconomical,
ship sold for demolition, arrived
at El Ferrol on 27.2.1963.
68
ss CHRISTOFFER OLDENDORFF (1)
1954 – 1963
DKKW – cargo steamship –
3172 GRT/5335 tdw –
made by North Eastern Engineering Co. Ltd., Sunderland,
9.5 knots
March 1921 completed by
Antwerp Engineering Co.,
Hoboken (No. 74) as WINSUM for
Stoomvaart Mij. ‘Oostzee’ Amsterdam (NLD), Vinke & Co.
appointed as managers. 1940 put
under the control of Ministry of
Shipping (effective May 1941,
Ministry of War Transport),
London (GBR), West Hartlepool
Steam Navigation Co. Ltd.,
appointed as managers. 1945
re-delivered to owners. 1948
managers’ style changed to Vinke
& Zonen. October 1953 sold to
and handed over 17.1.1954.
18.3.1954 renamed DIETRICH
OLDENDORFF. 3.7.1963 left Hamburg for Bremerhaven, to be
demolished by Eisen & Metall
AG., Bremerhaven, which
commenced in August 1963.
(Skyfotos)
69
36) DORA OLDENDORFF (2) –
1954-1970
DKKY – cargo motorship –
open/closed shelterdecker
2330/3807 GRT – 4550/5955 tdw –
270,139 cubicfeet grain –
6 passengers
breadth, 9 m depth
2700 HP, made by MAN AG.,
Augsburg, 13.5 knots
Wearing charterers’ Canadian Pacific livery
16.12.1953 launched. 27.2.1954,
completed by Orenstein & Koppel & Lübecker Maschinenbau
Gesellschaft, Lübeck (No. 467) as
DORA OLDENDORFF for E. L. Oldendorff & Co. GmbH., Lübeck (DEU).
16.12.1970 sold to Interocean
Shipping Co. SA., Piraeus (GRC),
renamed ANNA B. 1979 sold to
Clarion Marine Co. SA., Piraeus
(GRC), renamed CHRISOULA K.
30.8.1981 stranded in position
27.55 N/33.55 E near Ras Banas
when on a voyage from Gallipoli
to Jeddah and abandoned by crew.
The then shipboard soccer team
with Captain Hans Heinrich
70
Egon Oldendorff (right)
onboard DORA OLDENDORFF.
(Photograph: Wolfgang Röhrig)
37) GRETKE OLDENDORFF (1) –
1955-1961
DKAG – cargo steamship –
1317 GRT/2015 tdw – 101,074
cubicfeet grain
made by Penn & Bauduin,
Dordrecht, 9 knots
April 1921 completed by NV.
Scheepsbouw ‘Baanhoek’,
Sliedrecht (No. 307) as ZAAN for
NV Houtvaart, Rotterdam (NLD),
38) HILLE OLDENDORFF (1) –
1956-1971
DLCI – cargo motorship –
1994 GRT/3345 tdw – 154,507
two four-stroke diesel engines,
made by MaK Maschinenbau Kiel
AG., 2300 HP, 13 knots
8.3.1956 launched. 16.5.1956 completed by Schiffbau Gesellschaft
‘Unterweser’, Bremerhaven, (No.
380) as HILLE OLDENDORFF for
Egon Oldendorff, Lübeck, port of
registry Bremen (DEU). 11.2.1959
registered at Lübeck. 25.7.1971 sold
to Soc. Mediterranea Impr. Marit.
‘Medima’ S. p. A., Palermo (ITA),
renamed GABRIELE. 1978 sold to
Vinke & Co. appointed as
managers. 1940 J. Constantine SS
Line Ltd. appointed as managers.
1945 managers again Vinke & Co,
1948 managers’ style changed to
Vinke & Zonen. May 1955 sold to
renamed GRETKE OLDENDORFF.
18.10.1960 went aground near
Jacobstad, refloated in October
with slight damage, but repairs
not economical. 8.11.1960 called
at Hamburg to be demolished by
Alnwick Harmstorf, Hamburg.
Cia. Siciliana Trasporti Mare S. p.
A. Cosimar, Palermo (ITA). 11.7.
1986 demolished by G. Riccardi at
Vado Ligure.
HILLE OLDENDORFF (1) was side-launched at Bremerhaven.
The ship’s sponsor,
Mrs Helga Oldendorff
HILLE OLDENDORFF (1) during sea trials.
71
584,000 cu ft, were taken delivery of
former which had been in force for
from Flensburger Schiffbau Gesell-
more than 100 years, and did away
schaft in 1956/57, followed by CATHA-
with the Gross Registered Ton. All
RINA
OLDENDORFF of 10,785/12,978 tdw
ships worldwide are required to be
as well as HELGA OLDENDORFF of 12,960/
measured according to the new rules
15,265 tdw and her sister JOHANNA
upon expiry of the 12 year transitional
OLDENDORFF, built by Lübecker Flender-
period, i.e. from 19 July 1994.
werke in 1956 and 1958, respectively.
Open/closed shelterdeckers became
The ships were tweendeckers and had
popular in liner trades where the
◆
ample cargo gear. Like all other Olden-
cubic capacity of a ship is more
dorff newbuildings the ships had
important than the deadweight cargo
Moving
into a New
Size Class
very well-appointed cabins accommo-
intake. Measurement in open shelter-
dating up to 12 paying passengers.
deckers ignored the tweendeck
Freighters appealed to travellers not
space. This resulted in a ship having
so much because they disliked luxury
less freeboard, a lower deadweight
cruise liners and the strict dress regu-
capacity, and a lower GRT/NRT
lations associated with them but
measurement. The cargo space
because they preferred to see the
remained identical in the same ship
◆
world in a more relaxed manner. The
before and after conversion into a
ships had ample cargo handling gear
closed shelterdecker but the latter
that mostly included one heavylift
had a higher deadweight capacity, a
Commencing with the purchase from
derrick of 20, 30 or 50 tonnes lifting
deeper draft and a higher GRT/NRT
the Netherlands in 1953 of 9,600 tdw
capacity. The twin measurements and
measurement. Conversion from open
CHRISTOFFER OLDENDORFF the company
deadweight capacities came as a result
to closed shelterdecker was a tedious
entered a new size bracket which
of the ship measurement rules valid
business. Only one tonnage certifi-
was rapidly expanded. Sistervessels
at the time until the new rules came
cate was permitted to be carried on
EIBE OLDENDORFF and HINRICH OLDEN-
into force from the 18th July 1982.
board at any one time, with the other
DORFF,
As of that day the new International
one deposited at the German ship
Convention on Tonnage Measure-
measurement authority in Hamburg
each of 10,780 tdw and
ment of Ships took the place of the
72
LUDOLF OLDENDORFF under timecharter to Norddeutscher Lloyd, at Cabedelo/Brazil, January 1967
(Photograph: Herbert Karting)
which had to authorise the change
„On the next morning we sailed for
Colombian coffee for US and Eastern
of documents. Ships converting in
Callao, the main Peruvian port. The
Canadian ports to go in the tween-
overseas ports had to enlist the
ship completed discharge here and
decks. The boatswain was instructed
assistance of the nearest German
had to be converted from open to
to close the tonnage openings, valves
consulate. As one of Egon Olden-
closed shelterdecker to suit the cargo
and the trimming hatches. The Plimsoll
dorff’s shipmasters recalls:
composition of the next voyage, i.e.
mark had to be freshly painted, a
copper ore and generals in the lower
Lloyd’s surveyor eventually issued the
holds being the lion’s share, and
73
necessary certificate which I took to
coffee meaning that it has to be kept
vessels. He ordered a 2,015 tdw
the German embassy in Lima where I
away from calescent cargoes.
specialized timber carrier from
exchanged the open for the closed
Moisture and even humidity cause
Schiffbau Gesellschaft Unterweser in
shelterdecker tonnage certificate sent
coffee beans to mould. Cargo spaces
1952, the IMME OLDENDORFF. The same
there by the Hamburg authority.“
had to be perfectly clean and dry and
builders delivered the HILLE OLDEN-
would be protected against sweat
DORFF
On a West Indies round voyage in
water by dunnage mats laid out
but having 3,345 tdw, and finally
charter to Dutch KNSM Koninklijke
crosswise. The sides of the holds
completed the trio with the 3,362 tdw
Nederlandsche Stoomboot
would be hung with jute or similar
ANNA OLDENDORFF. The geared
Maatschappij, general cargo vessels
material pervious to air. Coffee
motorships had their engines and
such as the LUDOLF OLDENDORFF and
requires ventilation in transit and
superstructures aft and could take
DORA OLDENDORFF would make up to
accordingly stowage must provide for
considerable deck loads, an
25 port calls, sometimes in and out
longitudinal and athwartships venti-
important feature in the timber trade.
within hours having discharged a
lation ditches, alternatively vertical
few packages, but also spending
trunks of 30 x 30cm all the way to
The Oldendorff fleet kept increasing
several days in port handling cargo.
the top tier of bags. Bagged potatoes
by one, two or three newbuildings
and onions were likewise difficult to
per annum, gradually increasing in
Northbound cargo, be it to Europe or
carry. They have retained their
size, but older steamers would also
to North America, would in the main
natural properties to the present but
be purchased, the last thereof from
consist of products such as cocoa or
ocean carriage is much simplified by
Hamburg-based coal traders and
coffee requiring carefully to be
refrigerated containers with automatic
shipowners, Sauber & Co, built 1951
carried as exemplified by the case of
temperature control.
in Lübeck as the HERMANN SAUBER and
coffee. This delicate commodity is
in 1956, similar in appearance
renamed the ILSABE OLDENDORFF. All
easily contaminated by odours and
Egon Oldendorff did not neglect
further second-hand ships purchased
must never be stowed together with
traditional tramping grounds such as
were diesel-propelled units.
other cargoes giving off odours of
the North and Baltic Seas and the
their own. Excessive heat also affects
Mediterranean. Shippers in the timber,
coal, minerals and grain trades knew
the Lübeck-based shipowner and his
74
39) TETE OLDENDORFF (1) –
1956-1965
DKAL – cargo steamship –
999 GRT/1565 tdw – 101,074
cubicfeet grain
made by Moss Vaerft A/S, Moss,
9 knots
March 1918 completed by Holens
Verksted, Larvik (No. 23) as TIRO
for D/S A/S Gonwik, Sandefjord
(NOR), H. A. Christensen appointed
as manager. 17.2.1928 sold to Rederi
A/B Ferlef, Stockholm (SWE),
Anders Smith appointed as manager, renamed SVANGEN. 24.10.1955
(DEU), renamed TETE OLDENDORFF.
29.10.1965 arrived at Masnedö to be
demolished by T. Bergsoe & Sons.
ss TETE OLDENDORFF
40) EIBE OLDENDORFF (1) –
1956-1974
DKLA – cargo motorship –
6057 GRT/10.780 tdw –
8 passengers
one two-stroke seven-cylinder
diesel engine, 4200 HP, made
by MAN AG., Augsburg,
14 knots
9.5.1956 launched. 5.7.1956
completed by Flensburger Schiffsbau-Gesellschaft, Flensburg,
as EIBE OLDENDORFF for Egon
Oldendorff, Lübeck (DEU).
22.6.1971 transferred to Wursata
Shipping Co., Monrovia (LBR).
11.7.1974 sold to Empire Shipping Co., Famagusta (CYP),
renamed AURELIA. 1975 Dolphin
Maritime Co., Limassol (CYP)
appointed as managers, port of
registry Limassol. 1978 sold to
Olive Sea Shipping Co. SA.
Piraeus (GRC), Dolphin Maritime
remained managers. 27.7.1980
arrived at Basrah and still there
in 4/91. Since deleted from
Lloyd’s Register.
mv EIBE OLDENDORFF in Welland Canal
75
mv CATHARINA OLDENDORFF about to leave the river Trave on her handing-over trip
41) CATHARINA OLDENDORFF (1) –
1956-1971
DJWA – cargo motorship –
6130/8841 GRT – 10,785/12,978
tdw – 620,077 cubic feet grain –
1 heavy lift derrick of 50 t
140.86 m length over all, 18.83 m
beam on frames, 12.05 m depth
to maindeck
76
1 single-acting 2-stroke 8-cylinder
diesel engine, 5340 HP, made by
MAN, 14.5 knots
8.5.1956 launched. 24.7.1956
completed by Lübecker Flender
Werke AG., Lübeck (No. 471) as
CATHARINA OLDENDORFF for E. L.
Oldendorff & Co. GmbH., Lübeck
(DEU). 15.6.1971 transferred to
Westfalia Shipping Corp., Monrovia (LBR). 1974 sold to Vermala
Shipping Enterprises Ltd., Piraeus
(GRC), renamed GAY FIDELITY.
1979 Lea Shipping Co. Ltd.,
Piraeus, appointed as managing
owners. 8.3.1982 in position 26.40
N/34.40 E southeast of Safaga in
Red Sea a fire broke out in engine
room when on a voyage from
Bremen to Damman. Abandoned
by crew, later taken in tow by
Singapore MT SALVIVA. 21.3.1982
arrived at Suez. 13.8.1982 handed
over at Suez to Tartour Bros.
Marine Works for demolition.
mv HINRICH OLDENDORFF on the lower Elbe
42) HINRICH OLDENDORFF (1) –
1956-1974
DJWR – cargo motorship –
shelterdecker
6058 GRT/10,780 tdw – 584,500
to main deck
one single-acting two-stroke
MAN AG, Augsburg, 14 knots
21.7.1956 launched. 12.9.1956
completed by Flensburger Schiffs-
bau Gesellschaft, Flensburg (No.
562) as HINRICH OLDENDORFF for
Egon Oldendorff, Lübeck (DEU).
May 1974 sold to Iota Navigation
Co., Ltd., Famagusta (CYP),
renamed ALIARTOS. 1975 registered
at Limassol (CYP) Dolphin Maritime Co. appointed as managers.
1979 sold to Sea Traders SA &
Eastern Maritime Enterprises SA,
Piraeus (GRC). 1982 renamed
OTIRA and transferred to
Panamanian flag (PAN), Dolphin
Maritime remained managers.
1983 sold to Morzine Shipping
Co. Ltd. Malta (MLT), renamed
MICHAEL. 1984 sold to Harmony
Shipping Co. S A., Valetta (MLT)),
renamed HARMONY, Intertrans
Shipping Ltd. appointed as
managers. 7.8.1984 sailed from
Mokha, arrived 20.8.1984 at
Sachana/India for demolition.
The vessel’s bridge
Handling cargo
77
43) JOBST OLDENDORFF (1) –
1957-1963
DJXT – cargo steamship – 2136
GRT/3500 tdw – 174,064
cubicfeet grain
triple-expansion, 1220 HP engine,
made by Arnhemsche Stoomslephelling Mij., Arnheim, 9.5 knots
May 1928 launched. July 1928
completed by A. Vuijk & Zonen,
Capelle (No. 563) as LINGE for
ss JOBST OLDENDORFF in the
Holtenau lock (Kiel Canal)
NV. Houtvaart, Vinke & Co.,
Rotterdam (NLD), appointed as
managers. 1940 placed under the
control of Ministry of Shipping
(effective May 1941, Ministry of
Lambert Bros. appointed as
managers. 1945 re-delivered to
owners. 1948 Vinke & Zonen
(DEU), renamed JOBST OLDENDORFF.
3.2.1963 beached near Taastrup.
5.2.1963 salvaged and sold to
German breakers. Resold to
Pedersen & Ahlbeck,
Copenhagen, where ship arrived
on 25.2.1963. Demolition
completed in April 1963.
(Collection Gert Uwe Detlefsen)
44) GEBE OLDENDORFF (1) /
MAGNET (1) – 1957-1972
DJXX – cargo steamship –
singledecker
1528 GRT/2463 tdw – 116,120
cubicfeet grain
one compound engine with
exhaust turbine, 700 PS, made by
the shipbuilders, 9.5 knots
December 1940 completed by
Porsgrunds Mek. Verksted,
Porsgrund (No. 106) as DIONE
for C. J. Reim, Porsgrunn (NOR).
In 1945 Reichskommissar für
Seeschiffahrt intended to seize the
ship and to place her under the
management of Aug. Bolten, Wm.
Miller’s Nachf., Hamburg.
11.4.1945 the ship capsized at
Posrgrunn during a bomb raid.
1949 sold to A/S Dione,
Porsgrunn (NOR), C. J. Reim
to Skibs A/S Harstad &
Skibsvedlikehold A/S, Harstad
(NOR), H. A. Olsen appointed as
managers, renamed ANGELINE.
December 1956 sold to Egon
25.2.1957 renamed GEBE
OLDENDORFF. 1971 renamed
MAGNET (2). 14.8.1972 sold
through Eckhardt & Co. at Hamburg to F. S. Christensen, Nakskov
(DNK), renamed EBBA C.
17.8.1972 laid up at Norresundby,
temporarily used as a grain barge.
March 1974 sold for demolition,
5.4.1974 arrived in tow at
Santander.
45) ANNA OLDENDORFF (1) –
1957-1971
DJYI – cargo motorship –
singledecker
1995 GRT/3362 tdw – 154,507
cubicfeet grain
beam on frames, 6.25 m depth to
main deck
one single-acting four-stroke 6cyl. diesel engine, 2300 HP, made
by Henschel AG, Kassel, under
licence of Pielstick, 13 knots
17.1.1957 launched. 29.4.1957
completed by Schiffbauges. ‘Unterweser’, Bremerhaven (No. 389)
as ANNA OLDENDORFF for Egon
7.4.1971 sold to Soc. Mediterranea
Impr. Marittima ‘Medima’ S.p.A.,
Palermo (ITA), renamed CRISTOFORO.
20.4.1973 ran aground on Urgento
Reef off Cape Santa Maria di
Leuca 15 nm off Gallipoli when
on a voyage from Taranto to
Porto Marghera with steel coils.
Broke into two and declared a
total loss.
78
Busy times in Holtenau lock, late 1950s. ss GEBE OLDENDORFF moored starboard-to.
46) HANS OLDENDORFF (1) –
1957-1963
DJFX – cargo steamship –
2147 GRT/3500 tdw
triple expansion engine, 1200 HP,
made by Arnhemsche Stoomslephelling Mij., Arnheim
mv ANNA OLDENDORFF (1) at San Carlos de la
(Photograph: Herbert Karting)
Rapido/Spain loading pyrites for Dordrecht with ship’s gear.
Vuijk & Zonen, Capelle (No. 545)
as GOUWE for NV. Mij. Houtvaart,
Rotterdam (NLD), Vinke & Co.
taken as a prize at Rotterdam by
Hafenüberwachungsstelle, Rotterdam, 5.9.1940 back in trade,
owners agree on 14.9.1940 to
trading in the German orbit,
attended by Messrs. Oscar Ott,
Amsinck & Hell Nachf. Hamburg.
Agreement on 21.9.1944 cancelled.
27.3.1945 released by Prisenhof
Hamburg for further trading
under Dutch flag and supervision
as above. 1945 delivered to
owners. 1948 manager’s style
changed to Vinke & Zonen.
Lübeck (DEU), 6.6.1957 renamed
HANS OLDENDORFF. 5.4.1962
renamed NORDHEIM. 26.2.1963
sailed from Venice for San Giorgio
di Nogara for demolition.
79
ss HANS OLDENDORFF (1)
46) HANS OLDENDORFF (1) – 19571963
DJFX – cargo steamship –
2147 GRT/3500 tdw
made by Arnhemsche Stoomslephelling Mij., Arnheim
80
(Skyfotos)
Vuijk & Zonen, Capelle (No. 545)
as GOUWE for NV. Mij. Houtvaart,
Rotterdam (NLD), Vinke & Co.
taken as a prize at Rotterdam by
Hafenüberwachungsstelle, Rotterdam 5.9.1940 back in trade,
owners agree on 14.9.1940 to
trading in the German orbit,
attended by Messrs. Oscar Ott,
Amsinck & Hell Nachf. Hamburg.
Agreement cancelled on 21.9.1944.
27.3.1945 released by Prisenhof
Hamburg for further trading
under Dutch flag and supervision
as above. 1945 re-delivered to
owners. 1948 managers’ style
changed to Vinke & Zonen.
Lübeck (DEU), 6.6.1957 renamed
HANS OLDENDORFF. 5.4.1962
renamed NORDHEIM. 26.2.1963
sailed from Venice for San Giorgio
di Nogara for demolition.
47) HELGA OLDENDORFF (1) –
1958-1975
DJZX – cargo motorship –
6990/9962 GRT – 12,960/15,265
tdw – 768,400 cubicfeet grain –
1 derrick of 20 t – 8 passengers
to main deck
MAN, 14 knots
1.4.1958 launched. 23.6.1958
Werke AG, Lübeck, as HELGA
OLDENDORFF for Egon Oldendorff,
Lübeck (DEU). 15.6.1971
transferred to Holsatia Shipping
Co., Monrovia (LBR). 1975 sold
to Panteleon Cia. Nav. SA,
Piraeus (GRC), renamed ATHENAIS.
1982 sold to Wanaka Shipping
Inc., Panama (PAN), renamed
WANAKA. 1982 sold to Already
Shipping Co. Ltd., Valetta
48) JOHANNA OLDENDORFF (1) –
1958-1974
DAKD – cargo motorship – open/
closed shelterdecker
6987/9959 GRT- 12,960/15,265
1 derrick of 20 t – 8 passengers
to main deck
diesel engine, made by MAN AG.,
Augsburg, 5340 HP, 14 knots
mv HELGA OLDENDORFF (1)
(MLT). 26.8.1982 arrived at
Bombay for demolition, which
commenced in October by
J. M. Steel Traders, Darukhana/
Bombay.
6.6.1958 launched. 23.8.1958
Werke AG, Lübeck (No. 492)
as JOHANNA OLDENDORFF for
E. L. Oldendorff & Co. GmbH.,
Lübeck (DEU). 5.10.1971
transferred to Westfalia Shipping
Co., Monrovia (LBR). 29.11.1974
sold to Thimi Cia. Nav. SA,
Panama (PAN), renamed ASPIS.
1982 sold to Tekapo Shipping
Co. Inc., Panama (PAN), renamed
TEKAPO. 23.11.1982 arrived at
Busan for demolition by
Se Houng Salvage Co. Ltd.,
which commenced 29.1.1983.
mv JOHANNA OLDENDORFF (1)
81
one of the leading shipbuilders in
the century with the intention of
this field. This new category of mer-
making them more acceptable as
chant vessels had large unobstructed
colliers. The new ships offered two
holds without tweendecks.
decisive advantages by having greater
water ballast capacities. Worldwide
◆
The First
Bulk Carrier
in1958
Typically the ships were given high
flows of bulk cargoes are imbalanced
wing tanks and slanting hopper bilge
and necessitate positioning voyages
tanks connected with the double
in ballast no matter how ships are
bottom tanks. Basically the new bulk
deployed. With large tank capacities
carriers were the modernized
ships in ballast condition can reach
versions of the self- and easy
the minimum draft required to
trimmers designed by British
submerge the propeller, and ballast
shipbuilders just before the turn of
◆
Egon Oldendorff commissioned his
first bulk carrier in 1958. Increased
movements of bulk cargoes of all
descriptions but mainly coal, grain
and phosphates had stimulated the
design of pure bulk carriers. Flensburger Schiffbau Gesellschaft was
Grab discharge.
82
water in high wing tanks improves
many a bulk carrier’s behaviour in a
seaway. Engine room and
superstructure aft made for a clear
and unobstructed weather deck
enabling shore equipment such as
conveyor belts, suction pipes or
shoots to operate freely. Additional
ships followed as the lead vessel
fully lived up to its owner’s
expectations. At 15,400 tdw the
MAGDALENA OLDENDORFF was a large
ship at her time, overtaking the
ubiquitous Liberty size vessel of
which some 1,500 units were trading
in those days. Of unsophisticated
Bulk carrier MAGDALENA OLDENDORFF (1) discharging at Amsterdam
design and economical to run, the
Liberty steamers, originally intended
910 had been sold to private
size for the carriage of bulk commo-
for short term war deployment, had
interests. 810 thereof were trading
dities. Shippers adapted to the 10,000
survived World War II in numbers,
in 1952 and as many as 636 in
tdw ship and accordingly many
and by size and construction came to
1965. Shipping statistics no longer
newbuildings of this size were being
be a class by themselves. Those ships
mentioned these 10,000 tdw steamers
built for cargoes ranging from coal to
not mothballed as the US Reserve
from 1986 onwards. They held their
ores to grain to phosphates but also
Fleet were sold to liner and
own in liner services during the very
including timber and semi finished
trampship operators and left their
early years of post-war reconstruction,
goods of all kinds.
mark on the merchant marine of the
thereafter making way for more
fifties and sixties. Of the total
efficient liner type vessels but
number of 2,711 Liberty ships built,
quickly occupied the tramp trades,
establishing themselves as the ideal
83
49) MAGDALENA OLDENDORFF (1) –
1958-1971
DKAO – cargo motorship –
gearless bulkcarrier
10,661 GRT/15,400 tdw –
10 passengers
seven-cyl. diesel engine, made by
MAN AG, Augsburg, 5340 HP,
13.5 knots
14.8.1958 launched, 21.10.1958
completed by Flensburger Schiffsbau-Gesellschaft, Flensburg (No.
573) as MAGDALENA OLDENDORFF for
23.11.1971 sold in damaged condition (a fire broke out whilst vessel
was drydocking at Bremerhaven)
to O. H. Meling, Stavanger (NOR),
renamed STAVFJORD. 1971 sold to
I/S Stavfjord, Stavanger, O. H.
Meling Rederi appointed as
managers. 1977 sold to I/S Stade,
Tönsberg (NOR), P. Thorvildsen
to Ilmar Tuuli, Helsinki (FIN).
1980 sold to Axios Shipping Co.,
Piraeus (GRC), Golden Union
Shipping Co. SA appointed as
managers, renamed FOUR FLAGS II.
1988 sold to Volos I Shipping Co.,
Piraeus (GRC), Heracles Shipping
SA., appointed as managers,
renamed VOLOS I. 1994: 10.196
GT. 1996 still trading.
mv MAGDALENA OLDENDORFF in a rough sea
84
50) ILSABE OLDENDORFF –
1960-1969
DHPY – cargo steamship –
quarterdecker
2619 GRT/3460 tdw – 180,059
main deck
double-compound engine with
exhaust turbine, 1700 PS, made
by the shipbuilders, 12 knots
Challenger Shipping Co., Monrovia (LBR), renamed CHALLENGER S.
1975 sold to Aris Ltd. Piraeus, T.
Zachariou Shipping Co. SA.,
KORMORANOS. 1978 renamed ARIS.
27.1.1979 arrived at Venice and
laid up. April 1981 sold for
demolition there.
10.10.1951 launched. 1.12.1951
Werke AG, Lübeck (No. 409) as
HERMAN SAUBER for Sauber & Co.,
Hamburg (DEU). 16.2.1960 sold
to Egon Oldendorff, Lübeck
(DEU), 9.3. 1960 renamed ILSABE
OLDENDORFF. 22.7.1969 sold to
ss ILSABE OLDENDORFF loading sawn timber at Archangelsk
1961-1970
DKMR – cargo motorship –
7187/9991 GRT/12,492/14,834
tdw – 785,906 cubic feet grain –
1 derrick of 30 t, 11 passengers
main deck
one single-acting two-stroke diesel
engine, 7800 HP, made by De Schelde under Sulzer Licence, 16 knots
Launched 10.10.1959 by Bijker’s
AB Ysselwerf, Gorinchem (No.
151). Ship was one of a series of
ten identical vessels ordered by J.
C. Carras, Chios (GRC) for the
Shipping Development Co. Six
ships were cancelled in September 1959, two of the remaining
ships had since been launched
named with ARGOS prefixes. This
ship launched nameless as fourth
ship for account of the builders.
Later towed to NV Kon.
Maatschappij ‘De Schelde’,
Flushing, for completion (No.
298). 23.1.1961 sold to Egon
(Photograph: Gert Uwe Detlefsen)
Oldendorff, Lübeck (DEU), and
named DORTHE OLDENDORFF. 3.4.
1970 sold to Muhammadi
Steamship Co. Ltd., Karachi
(PAK), renamed AL KULSUM. 1978
sold to Pakistan National Shipping
Co., Karachi (PAK). 11.8.1983
arrived at Karachi and laid up.
6.12.1984 demolition commenced
by M. Faroog at Gadani Beach.
(Photo: Gert Uwe Detlefsen)
85
Bulk carrier KLAUS OLDENDORFF (3)
52) KLAUS OLDENDORFF (3) –
1961-1974
DAIR – cargo motorship –
9981 GRT/14,675 tdw – 672,103
to main deck
86
(Skyfotos)
MAN AG., Augsburg, 14.25 knots
10.7.1958 launched. 7.10.1958
completed by Rickmers Werft,
Bremerhaven (No. 301) as WALTER
LEONHARDT for Leonhardt &
Blumberg, Hamburg (DEU).
11.10.1960 sold to Egon
Oldendorff, Hamburg (DEU),
24.10.1960 registered at Lübeck.
30.1.1961 renamed KLAUS
OLDENDORFF. 2.6.1971 transferred
to Rhenania Shipping Co., Monrovia (LBR). 17.6.1974 sold to
Newstar Shipping Co., Monrovia
(LBR), renamed OKAY. 1975 sold
to Golden Co., Monrovia (LBR),
renamed LIKE TWO. 1980 transferred
to Panamanian (PAN) registry.
17.8.1981 arrived at Corcubion
and laid up. 28.2.1983 arrived at
San Esteban de Pravia to be
demolished by Desguaces Vige.
mv GRETKE OLDENDORFF (2)
1961-1971
DGFB – cargo motorship –
quarterdecker
1598 GRT/2460 tdw –
87.76 m length over all, 12 m
main deck
two single-acting two-stroke
diesel engines working on one
shaft, 1800 HP, made by the
shipbuilders, 12.5 knots
BIRTE OLDENDORFF (2) in the Kiel Canal.
16.10.1953 launched. 22.7.1953
completed by Ottenser Eisenwerke AG, Abt. Schiffswerft, Hamburg
(No. 457) as MARY ROBERT MÜLLER
for Partenreederei, Robert Müller,
Hamburg (DEU), appointed as
managing owner. 1.12.1961 sold
to Egon Oldendorff, Lübeck (DEU),
but registered at Hamburg, renamed
GRETKE OLDENDORFF. 4.12.1961
registered at Lübeck. 8.11.1971
sold to Landi & Co., Genoa (ITA),
renamed FRANCESCA SECONDA. 1972
sold to Fenicia di Nav. S. p. A.,
Cagliari (ITA). 1977 sold to Soc.
Mare Amico S. p. A., Naples (ITA),
renamed MARE AMICO. 1983 sold to
Vipima S. p. A. di Navigazione
SA, Naples (ITA). 5.7.1990 arrived
at Naples to be broken up by
Marnavi Cantieri Navale, which
commenced 25.7.1990.
54) BIRTE OLDENDORFF (2) –
1962-1975
DGVX – cargo motorship –
8043/10,351 GRT – 12,770/15,450
1 derrick of 30 t, 6 passengers
maindeck
one single-acting 8-cyl. diesel
engine, 6650 HP, made by MAN
AG, Augsburg, 14.7 knots
5.6.1957 launched. 17.8.1957 completed by Blohm & Voss AG, Hamburg (No. 796) as MONTANIA for
PR, Chr. F. Ahrenkiel, Hamburg
(DEU), Chr. F. Ahrenkiel, Hamburg,
sold to Egon Oldendorff, Lübeck,
renamed BIRTE OLDENDORFF but
registered at Hamburg. 28.6.1971
transferred to Rhenania Shipping
Co., Monrovia (LBR). 1975 sold to
Clare Island Shipping Co. Ltd.,
Monrovia (LBR), renamed BOUBOULINA FAITH. 1979 sold to unknown
owners, Piraeus (GRC). 1979 sold
to A. Bacolitsas Cia. Nav. SA.,
Panama (PAN), renamed CONSTANTOULA BACOLITSAS. 1979 transferred
to Constantoula Bacolitsas Shipping Co. 1981 sold to Seohung
Salvage Co., Pusan, for demolition,
which commenced 24.8.1981 at Dae
Dong Shipbuilding Co. Ltd., Pusan.
87
To their surprise the shipbuilders
Panama Canal fitted. All other
discovered one of the many of their
Oldendorff ships to follow were
client’s little recipes for success:
larger and genuine deepsea type
Egon Oldendorff had in the early
vessels.
sixties sold a number of his older
steamers for scrapping which before
The German shipping journal
handover he had stripped of the
Schiff & Hafen published an article
modern navigational aids and radio
in volume 10 of 1963:
stations retrofitted at the time he
„The level of international freight
purchased the ships on the second-
rates forced owners to seek larger and
hand market. That equipment he
more efficient ships. One of the effects
now took to the shipyard and made
of endeavours to rationalize trade,
the builders install it in the new-
industry and transport is automation
buildings. Egon Oldendorff also
as a means of reducing the labour
bought the NORA HUGO STINNES,
force, i.e. monitoring and control of
a singledecker of 4,280 tdw and
equipment by automated devices.
207,000 cuft which ideally matched
Marine engine automation can be
the new series but for its year of
defined as monitoring of equipment
delivery, 1956. The ship was
and its control and regulation at
chartered back to her previous
every operational condition through
owners, Hugo Stinnes Transozean
automated devices which if suitably
Werft Nobiskrug GmbH of Rendsburg
Schiffahrt GmbH and was renamed
connected with the various sections of
delivered the CHRISTIANE OLDENDORFF
the HUGO OLDENDORFF (3) when that
the engine plant automatically
(4,380 tdw) in 1962, the lead ship in
charter expired. JOBST OLDENDORFF,
initiate corrective action. The
a highly efficient series of four
the last of the four ships built by
ultimate goal and the success of
singledeckers earmarked for the
Nobiskrug, was to be the last ‘small’
automation will have to be measured
conventional carriage of timber and
ship for Oldendorff. The ships,
against the economical results
bulk cargoes in European waters.
intended for European shortsea
achieved.
◆
Four
Singledeckers
from
Rendsburg
◆
trading were also Great Lakes and
88
Automation may increase safety
more diverse than described here
hatch cover and mooring winches.
in operation but investments made
with a broad brush but the oppor-
Ballast capacity approximated
have to be reasonably counter-
tunities offered by automation were
21,500 tonnes.
balanced by cost reductions through
wholly applicable to the ocean
cuts in the labour force.“
transportation of bulk commodities,
Egon Oldendorff took delivery of
The impact of wages tended to
the core of Egon Oldendorff’s ship-
CHRISTOFFER OLDENDORFF four months
increase in those years, and that
owning operations from the very
later, that being the fourth of a series
was not confined to transport by
beginning.
of which numbers two and three
were built for other clients. She was
sea, rail or road but extended to
the generation of raw materials and to
Delivered by Lübecker Flender-Werke
the first German merchant ship to be
production processes. Management
on 3 March 1963, having successfully
equipped with remote engine room
in high-wage regions such as the
completed sea trials in the North Sea,
control, very much in line with cost
United States and Central Europe
30,500 tdw bulk carrier HENNING
reduction strategies discussed above.
took a long and hard look at ways
OLDENDORFF of just under 20,000 GRT
Her complement of about 30 was less
and means to reduce staff and,
was at once the yard’s largest new-
than that of 10,000 tdw trampers built
thereby, the wage element in
building so far, the flag ship of the
in the 1950s and about the same as
overall production costs. The answer
Oldendorff fleet and the largest ship
the crew of bulk carrier MAGDALENA
was rationalization, and that could
in the Lübeck register. Her nine holds,
OLDENDORFF, six years her senior and
take many forms. Alternatives
odd numbers short, even numbers
half her size. So revolutionary
available included larger manu-
long, had a total capacity of 1.5 million
appeared this novelty that the
facturing units served by an identical
cu ft. Bulkheads and structural
shipping editor of the Hamburger
labour force or through partially
members were dimensioned to per-
Abendblatt daily captioned:
automating production by wholly
mit carrying full capacity loads of
„Bridge Automation –
or partly replacing manual work
ores and similar low-volume heavy
Will the Bogy Man Take Over?“
or monitoring functions with
cargoes in every second hold,
Walter Döll continued to describe
machines or equipment. Actual
namely in Nos. 1, 3, 5 and 7. The
to his readers the new features of
developments were a great deal
nine hatches were given single-pull
the ship:
type MacGregor steel covers activated by two 12-tonne dual-purpose
89
„Here are the advantages of remote
You can use a robot where its job
subjects as e. g. process engineering.
control:
can be schematized and expressed
Thought is even now being given
in a formula. A ship is exposed to
to the question of whether watch-
winds, weather and currents which
standing personnel should be relieved
escape pre-planning. A ship-borne
every two hours since nobody can
the engineer on watch can devote
robot would constantly have to
expect an assistant engineer to
his undivided attention to engine
correct its own actions, and that
spend several hours sitting in a
monitoring and to maintenance
defines the limits of shipboard
sound-proofed control room
work;
automation. Yet, modern ship-
watching a panel of flashing lamps.
–
no need for the officer on watch to
repeat orders;
–
–
no more faulty manoeuvres;
–
engine gets gentler treatment.
Shipowners, nautical colleges, trade
unions and the ministry of transport
face major tasks where automation is
What is more, the automatic devices
concerned. Shipowners will have to
have a memory and record every
spend more money. Automated ships
order that has been issued.
will exceed current investments by
But automated shipboard operations
many millions and seagoing
have problems of their own.
specialists are perfectly justified in
What may be good for a fully
demanding higher wages. This much
is certain even now: never in auto-
automated steel rolling plant does
not necessarily apply to a ship.
CHRISTIANE OLDENDORFF at anchor,
with a full cargo of pitprops
a master’s licence, nor will the bogy
At sea there are no standardized
and repetitious working cycles,
building technology holds tremen-
pre-planned and automatically
dous promises of relief for the future.
programmed to the last detail,
Tomorrow’s seafarers will more
as found in manufacturing plants.
than ever before be engineers
requiring special courses in addition to nautical training, in such
90
mated shipping will a robot be given
man be the only crew member.“
CHRISTIANE OLDENDORFF
(Skyfotos)
91
55) CHRISTIANE OLDENDORFF –
1962 – 1979
DKMY – cargo motorship –
geared singledecker
2981 GRT/4380 tdw –
to maindeck
two single-acting 4-cylinder diesel
engines,3000 HP, made by MAN
14.2.1962 launched. 26.5.1962
completed by Werft Nobiskrug
GmbH, Lübeck (No. 628) as
CHRISTIANE OLDENDORFF for Egon
Shipping Co, Monrovia (LBR).
1971 transferred to Singapore
register (SGP). 1979 sold to Timber
Coal Shipping Co., Panama (PAN),
Intermar Shipmangement SA
KATERINE. 1982 managers deleted
from Lloyd’s Register. 1986 sold to
Venus Shipping Co. (Pte.) Ltd.
Colombo (Ce), Navi Wood S.a.R.L.
TRANS WOOD. 1989 registered at
Kingston (VCT). 1990 sold to
Feroz Bebakar, Kingston (VCT),
renamed TABUK. 1993 Life International Shipping Establishment
to the Barkaat Shipping Services
Establishment, Kingstown (VCT),
renamed BARKAAT 107. 1995: 2997
GT. 1996 still trading.
1962-1980
DKNA – cargo motorship –
geared singledecker
2983 GRT/4380 tdw – 215,824
main deck
engines, 3000 HP, made by MAN
12.5.1962 launched. 9.8.1962 completed by Werft Nobiskrug GmbH,
Rendsburg (No. 629) as HANS
Lübeck (DEU). 14.6.1971 transferred to Rhenania Shipping Co.,
Monrovia (LBR). 1971 transferred
to Singapore register (SGP). April
1980 sold to Petrokan S. p. A.,
Ravenna (ITA), renamed LAMONE.
17.6.1987 arrived at Porto Nogaro
for demolishing, which
commenced in December 1987 by
Acciairie di Porto Nogaro.
mv HANS OLDENDORFF (2) at Eleusis, Greece
92
57) NORA HUGO STINNES /
HUGO OLDENDORFF (3) – 1962-1969
DLBY – cargo motorship – geared
singledecker
2986 GRT/4280 tdw –
207,450 cubicfeet – 2 passengers
101 m length over all, 14.4 m
quarterdeck
two single-acting four-stroke
6-cylinder diesel engines, 2300
HP, made by MaK, Kiel, 13 knots
17.12.1956 launched. 1.3.1956
completed by Atlaswerke AG,
Bremen (No. 390) as NORA HUGO
STINNES for Hugo Stinnes Trans-
58) ERNA OLDENDORFF (3) –
1962-1980
DKNB – cargo motorship –
geared singledecker –
4 passengers
2983 GRT/4380 tdw –
to main deck
engines, 3000 HP, made by MAN
ozean Schiffahrt GmbH., Bremen
(DEU). 22.6.1962 sold to Egon
19.8.1962 renamed HUGO OLDENDORFF. 9. 10.1964 registered Lübeck.
11.6.1969 sold to Reederei H.
Vith, Flensburg (DEU), renamed
HOLNIS. 1970 transferred to Seereederei ‘Holnis’ H. P. Vith & Co.
KG., Bereederungs Alliance
Flensburg GmbH, appointed as
managers. 1972 transferred to
‘Gisela Vennmann’ Shipping Co.
Ltd., Famagusta (CYP). 1973
transferred to H. P. Vith (Cyprus)
Shipping Co. Ltd., Famagusta
(CYP). 17.5.1974 sold to
1992 Hind Maritime Enterprise
S. A. appointed as managers.
1994: 3060 GT. 1996 still trading.
Candleford Shipping Co. Ltd. Famagusta (CYP), renamed SCALMIKE.
1975 registered at Limassol (CYP).
1976 renamed VALERIANA. 1979
sold to Issa Navigation Co., Tripoli
(LBN), renamed ISSA. In January
1986 reported as broken up.
mv HUGO OLDENDORFF (3) ex-NORA HUGO STINNES
(Photograph: Gerhard Fiebiger)
16.8.1962 launched. 29.10.1962
GmbH, Rendsburg (No. 630) as
ERNA OLDENDORFF for Egon Oldendorff, Lübeck (DEU). 14.6.1972
Co., Monrovia (LBR). 1972 registered in Singapore (SGP). April
1980 sold to Rima Line Shipping
Co. S.a.r.l., Tripoli (LBN), renamed
RIMA G. 1983 transferred to Rima
Shipping Co., Tripoli (LBN),
General United Trading & Shipping
Co. S.a.R.L. appointed as managers.
mv ERNA OLDENDORFF (3), a singledecker with raised quarter deck, in the Ghent Shipping Canal
93
Commissioning trip of bulk carrier HENNING OLDENDORFF (3) took place under most severe winter conditions in 1963.
The Baltic Sea was completely frozen over, and only large ships could sail in the lower Baltic assisted by ice breakers
59) HENNING OLDENDORFF (3) –
1963-1983
DKNE – cargo motorship –
19,935 GRT/30,529 tdw –
1,492,622 cubicfeet grain –
12 passengers
on single-acting two-stroke diesel
engine, 10,500 HP, made by MAN
94
26.10.1962 launched. 3.3.1963
Werke AG., Lübeck (No. 535) as
HENNING OLDENDORFF for Egon
1983 sold to San Bernardino Co.
Inc., Monrovia (LBR), renamed
CREATOR. 1984 renamed ALAMO I.
3.3.1985 sailed from Kagoshima
to Yantai for demolition in the
The People’s Republic of China.
mv JOBST OLDENDORFF (2) with the later grey hull painting
1963-1980
DKNG – cargo motorship –
geared singledecker –
4 passengers
2983 GRT/4380 tdw –
to main deck
engines,3000 HP, made by MAN
5.1.1963 launched. 19.4.1963
GmbH, Rendsburg (No. 631) as
JOBST OLDENDORFF for Egon
6.7.1971 transferred to Holsatia
1971 registered in Singapore
(SGP). 1980 sold to Naviera
Candiano S. p. A., Italy (ITA),
Petrokan S. p. A., appointed as
managers, renamed MONTONE.
1982 managers deleted. 1983 sold
to Petrokan S. p. A., Ravenna.
1990 sold to Alba S. a. S. di
Michele Mazzella E. C., Napoli
(ITA), renamed FIERRO. 1995 sold
to Genova Trade S.r.l., Genova
(ITA). 1996 still trading.
Captain’s dayroom
95
1963-1983
DKNH – cargo motorship –
19,940 GRT/30,530 tdw –
12 passengers
on single-acting two-stroke diesel
engine, 10,500 HP, made by MAN
9.5.1963 launched. 31.8.1963 completed by Lübecker Flender Werke
AG., Lübeck (No. 536) as CHRISTOFFER OLDENDORFF for Egon
1971 transferred to Wursata Shipping Co., Monrovia (LBR). 1983 sold
to Nauplia Maritime Inc., Monrovia
(LBR), renamed DOMINIC. 1984 renamed DENVER. 22.3.1986 arrived
at Gadani Beach for demolition.
Bulk carrier CHRISTOFFER OLDENDORFF (2)
62) HELENA OLDENDORFF (1) –
1965-1985
DKNS – cargo motorship –
21,813 GRT/34,100 tdw –
12 passengers
diesel engine, 10,800 HP, made
by MAN AG, Augsburg, 15.4 knots
5.12.1965 launched. 24.2.1965
HELENA OLDENDORFF for Egon
1971 transferred to Westfalia
1983 renamed TRUE ENDEAVOUR.
1985 sold to Ocean Jupiter Shipping SA., Panama (PAN), renamed
OCEAN JUPITER. 1.8.1985 arrived at
Shanghai for demolition in The
People’s Republic of China.
96
loading lighter sections in
Rotterdam and at her trial
(below).
the somewhat modified sisterships
finally sailed to Rotterdam with
HELENA OLDENDORFF and REGINA OLDEN-
36,000 tonnes of grain, logging
DORFF
of 34,650 tdw each at six-
56,931 nautical miles or 2.6 times the
monthly intervals whilst Flensburger
circumference of the earth in seven
Schiffbau-Gesellschaft simultaneously
months and four days.
completed the DIETRICH OLDENDORFF (4),
TETE OLDENDORFF (2) and RIXTA OLDENDORFF
(1), equal in size but with a
The fleet expanded further still. At
about the same time the Bremer
slightly different silhouette. All bulk
Vulkan shipyard completed two bulk
carriers were given accommodation
carriers, the BERNHARD OLDENDORFF
for twelve passengers. The FSG new-
and the HARMEN OLDENDORFF, each of
buildings even had mobile cranes
52,660 tdw, duly followed in 1969/70
meant to handle cargo residuals,
by two 67,925 tdw sisterships, the
provisions and the motorcars which
EMMA OLDENDORFF and ECKERT OLDEN-
the passengers might wish to take
DORFF.
with them. However, most passengers
the Oldendorff bulker fleet to 13,
left their cars ashore and the new-
ranging from 15,000 tdw to Panamax
buildings that followed reverted to
size, i.e. the largest type of ship that
the customary light cranes for
can pass the Panama Canal in a fully
provisions and stores positioned aft
laden condition. Panamax vessels
of the superstructure. Like all other
found increasing favour, such as with
As one of the pioneers of seaborne
large Oldendorff ships the bulk
grain shippers who resorted to writing
transportation of bulk cargoes in
carriers traded world-wide. As an
grain contracts from the US Gulf to
specialized ships, Egon Oldendorff
example, the HELENA OLDENDORFF left
Far East destinations in Panamax-size
had firmly established his company’s
Emden in April 1967 bound for Japan,
lots, and when the ore and coal
name with shippers and brokers and
then proceeded to Peru, continued to
trades followed suit that added to the
continued to expand his activities.
the east coast of the United States
versatility of these ships.
Lübecker Flender-Werke delivered
through the Panama Canal, returned
◆
Pioneering
Bulk
Shipping
◆
This brought the number of
to Japan, proceeded to the US Gulf,
again via the Panama Canal, and
97
Bulk carrier DIETRICH OLDENDORFF (4)
1965-1985
DKNT – cargo motorship –
22,196 GRT/34,650 tdw –
12 passengers
98
(FotoFlite)
7-cyl. diesel engine, 10,800 HP,
made by MAN A.G., Augsburg,
15.4 knots
29.10.1964 launched. 13.3.1965
600) as DIETRICH OLDENDORFF for
9.7.1971 transferred to Rhenania
1983 renamed WESTERN GLORY.
5.11.1985 arrived at Chittagong
Roads for demolition. 13.11. demolition commenced by Continental
Ship Breakers at Tulatoly.
Bulk shipping continued as a major
became a common sight in ports the
not least to liner operators in
field of activities. The smaller
world over. The majority of them had
search for tonnage with which
Oldendorff ships would in addition
survived the war. A number was
to resume operations. Purchased
cater for such commodities as steel,
allocated to allied and friendly
at a reasonable price, fully geared,
timber, and bagged cargo. Thus, with
nations such as Norway and Greece
with a tweendeck and a rugged
the Oldendorff fleet ranging from
triple-expansion steam engine of
4,400 tdw at the lower end up to
2,500 HP the ships for a period
68,000 tdw the company was in the
became the backbone of deepsea
business of carrying all manner of
shipping, gradually shifting from
dry bulk and semi-bulk commodities
liner to tramp work, sturdy
worldwide.
workhorses of the seven seas.
Meanwhile the first batch of
Their numbers decreased in time
post-war liner vessels had become
due to losses and scrapping, and
a little obsolete. Ships in the
their death knell rang when in
10/15,000 tdw bracket still traded
1967 the insurance world intro-
profitably on most routes as the
duced the 15 year age limit.
Liberties began departing from
Higher insurance premiums made
the scene, for the following reasons:
the ships uneconomical to run.
these steamers, once built to last
Shipyards hit by empty orderbooks
for a short lifespan and completed
in the mid-sixties rose to the
by their builders in remarkably
challenge and offered what
short time – average completion
time stands at 62 days, with the
ss ROBERT E. PEARY holding the record
at four and one half days –
The new office building at No. 1 Fünfhausen in Lübeck, ready for occupation
in August 1967
soon became known as ‘Liberty
Replacements’.
which had suffered ship losses
during the war, another part was
immobilized as the US Reserve Fleet
and the largest number were sold,
99
64) REGINA OLDENDORFF (1) –
1965-1987
DKNX – cargo motorship –
21,807 GRT/34,300 tdw –
12 passengers
4-cylinder diesel engine, 10,800
HP, made by MAN AG., Augsburg.
12.5.1965 launched. 13.8.1965
Bulk carrier REGINA OLDENDORFF
…renamed BOLD CHALLENGER
100
(FotoFlite)
REGINA OLDENDORFF for Egon
intended owners E. L. Oldendorff
& Co GmbH. 20.7.1971 transferred to Holsatia Shipping Co.,
Monrovia (LBR). 1983 renamed
BOLD CHALLENGER. 16.9.1985
arrived at Hamburg, served as
grain barge. 12.6.1987 sailed from
Inchon for demolition in the
People’s Republic of China and
reported 31.7. at a Chinese port.
REGINA OLDENDORFF together with
NAUTIC PIONEER (ex-TETE OLDENDORFF) as floating
grain storages in the port of Hamburg, 1984
Launching of TETE OLDENDORFF at Flensburg, 26.11.1966
65) TETE OLDENDORFF (2) –
1967-1986
DKOV – cargo motorship –
22,430 GRT/38,144 tdw –
12 passengers
one single-acting two-stroke 7-cyl.
diesel engine, 12,250 HP, made
by MAN AG, Augsburg, 15 knots
26.11.1966 launched. 13.3.1967
611) as TETE OLDENDORFF for Egon
1973 transferred to Panamanian
(PAN) flag. 21.1.1975 reflagged to
Germany (DEU). 19.2.1975
flagged-out to Panama (PAN).
23.8. 1979 transferred to Rhenania
23.8.1983 renamed NAUTIC PIONEER.
January 1986 sold to Ocean Jupiter
Shipping Ltd., Kingston (VCT),
Sunline Marine Transport Ltd.
appointed as managing owners,
renamed OCEAN URANUS. 1986 sold
to Ocean Tramping Co. Ltd., Kings-
town (VCT). 1987 sold to Ocean
Uranus Ltd., Kingstown (VCT), Sunline Marine Transport Ltd. appoin-
TETE OLDENDORFF
ted as managers. 12.6. 1986 arrived
at Shanghai for demolition in the
People’s Republic of China.
(Photograph: Rudi Kleijn)
101
66) BERNHARD OLDENDORFF (1) –
1967-1989
DKOX/HPMW – cargo motorship
– gearless bulkcarrier
30,510 GRT/27,456 GT /52,660
tdw – 65,443 cubic metres grain –
12 passengers
diesel engine, 13,800 HP/10,150
kW, made by Bremer Vulkan
under MAN licence, 14.75 knots
25.2.1967 launched. 12.4.1967
completed by Bremer Vulkan
AG., Vegesack (No. 927) as
BERNHARD OLDENDORFF for Egon
12.7.1978-20.6.1989 flagged-out
to Panama (PAN) for Wursata
Shipping Co. 15.6.1989 sold to
Gulfeast Shipmanagement Ltd.
Port Vila (VUT), renamed
SAVOYDEAN III. 1989 sold to
Sunfalcon Marine Transport SA,
Gulfeast Shipmanagement Ltd.
appointed as managers. 1991
management changed to Doris
Maritime Services SA., Geneva.
7.8.1991 until 9.9.1992 laid up at
Inchon when sailed for a breakers
yard in The People’s Republic of
China. November 1992 sold to
Chinese breakers at Ningpo and
arrived there prior 31.12.1992.
BERNHARD OLDENDORFF, then Bremer Vulkan’s largest dry cargo newbuilding. With increased deadweight
capacity resulting from alterations to the load-line convention, additional cargo space was gained,
mainly for grain shipments, through raising the height of the four hindmost hatch coamings by one metre.
The first ship of this size without a raised forecastle.
102
Bulk carrier RIXTA OLDENDORFF (lead ship). She and her sistership TETE OLDENDORFF (2) were the largest newbuildings
delivered by FSG in the years 1967/68. Note the mobile crane on the foreship for handling cargo residuals.
67) RIXTA OLDENDORFF (1) –
1967-1986
DKPF/ELDB9 – cargo motorship –
22,064 GRT/38,075 tdw –
47,252 cubic metres grain –
12 passengers
diesel engine, 12,250 HP/
9010 kW, made by Bremer Vulkan
under licence of MAN AG,
Augsburg, 15 knots
3.6.1967 launched. 21.9.1967
612) as RIXTA OLDENDORFF for Egon
1972 flagged-out to Panama
(PAN). 14.11.1974 reflagged to
Germany (DEU). 6.2.1975
transferred to Arabella Shipping
Co., Panama (PAN). 1977 transferred to Wursata Shipping Co.,
(FotoFlite)
Singapore (SGP). 1983 renamed
NOBLE SUPPORTER. From 21.10.1983
until June 1986 served as a grain
barge in Hamburg. 1986 sold to
Ocean Tramping Co. Ltd., Kingstown (VCT), renamed OCEAN
EARTH. 1986 sold to Ocean Earth
Shipping Ltd., Kingstown (VCT).
9.10.1986 arrived at Shanghai for
demolition in The People’s
Republic of China.
103
68) HARMEN OLDENDORFF (1) –
1967-1983
DKPJ – cargo motorship –
30,509 GRT/52,660 tdw –
12 passengers
HP, made by the builders under
licence of MAN, 14.75 knots
19.8.1967 launched. 26.10.1967
AG., Bremen-Vegesack, as HARMEN
Lübeck (DEU). 12.2.1973
transferred to Somalia registry,
Mogadiscio (SOM). 10.3.1977
reflagged to German (DEU) flag.
23.10.1977 transferred to
Panamanian registry (PAN). 1982
Co.; Panama (PAN). 6.9.1983 sold
to Unifida SA, Panama (PAN),
renamed OLDEN. 1983 sold to Jitali
Shipping Corp., Panama (PAN),
Unifida SA. appointed as
managers. 2.2.1987 ship struck
coral reefs in the northern Red Sea
and sank in position 27.31 N,
34.17 E when on a voyage with
barley from Hamburg for Jeddah.
Bulk carrier HARMEN OLDENDORFF (1). Like her sistership BERNHARD OLDENDORFF
she took a full cargo of iron ore from Tubarao to Rotterdam on her maiden voyage
104
(FotoFlite)
It was in 1963 when 10,000 tonners
fewer ports could accommodate
fetched the lowest freight rates ever
them. Thus, the 15,000 tonners
which in turn negatively affected
gained access to new markets.
their market value and which made
Feeder ships were required ranging
bankers believe that the time was up
from 200 to 20,000 tdw, depending
for that category of ship. Instead, they
on type of cargo and trade. 15,000
favoured and willingly provided
tonners drawing 30 feet of water
loans for the larger types of bulk
or less could safely reach almost
carriers. The years that followed
every major port in the world.
made them realize that even those
There were sceptics who predicted
ships could not generate higher than
that the rapid changeover from
average returns. There is nothing to
conventional to fully containerized
distract from the basic wisdom that
methods in liner shipping would
one of the decisive factors determining
push many former liner ships into
the economic success of a ship
the tramp market. However, a fair
depends on the time in any market
number of these liners were either
cycle at which it is purchased, and,
overaged or would have had to be
though not as important as the
converted to suit their new tasks.
former, at which it is disposed of.
Also, typical liner vessels with up
Quite naturally the unit costs per ton
to three decks, narrow hatches and
of deadweight capacity decrease as
such features as vegetable oil tanks,
Shipping being a capital-intensive
ship size increases but world trade
refrigerated chambers, lockers,
industry not only depends on the
needs all sizes of ships
etc. and expensive propulsion
freight market but also on the
if it is to function properly.
machinery delivering high speeds
◆
New Ship Sizes
for Changing
Markets
◆
had limited chances of catering for
willingness of bankers to finance,
at reasonable conditions, the heavy
The trend toward the larger ship
investments that go into ships.
was much in evidence at the
bulk cargoes.
beginning of what might be termed
the Liberty Replacement era. As bulk
carriers grew larger they found that
105
mv GERDT OLDENDORFF (1), lead ship of the longer version of AG ‘Weser’ Seebeckwerft standard type ‘36’.
Just under 40 units of type ’36L’ made this the most successful German Liberty replacement ship.
(Photograph: J. Krayenbosch)
The shipyards foresaw a total volume
one defines a Liberty Replacement, it
for one single client, the Government
of some 500 units to replace the
is true to say in retrospect that more
of the United States of America,
ageing Liberties. This proved to be a
than 1,000 of these of have in fact
whereas a multitude of owners of
misjudgement since no matter how
been built. But note one important
difference: Liberties had been built
106
many nationalities could be identified
the costs of ship design. Series
15,000 tdw, and finally A.G.’Weser’
as potential buyers for the new
construction of sections contained
with yards at Bremen and Bremer-
generation of freighters. Shipowners
building costs, and batch purchasing
haven sought buyers for their
almost by definition are individualists,
of materials provided an opportunity
‘36’ type, that title being the domestic
used to order tailor made ships.
for bulk discounts. Thus, a 14,000
project number of which the
Series shipbuilding hardly existed
tonner, one of a series of 25 identical
enlarged ’36L’ version eventually
except perhaps for account of one
units, can be obtained at 15 % below
fulfilled its builders’ hopes.
and the same shipowner and was
the price for a one-off construction
in the main confined to coastal
of similar size. Today, this gap
vessels.
is even wider.
Cost consciousness increasingly
Four shipbuilders almost simul-
exercised shipowners’ minds. Gone
taneously came to market with
were the times when, in other than
their new designs in 1966/67.
voyage charters, it did not make a
Ishikawajima Harima Heavy Indu-
material difference whether a round
stries (IHI) of Japan offered their
voyage took 40 or 45 days. Rising
14,000 tdw type called ‘Freedom’,
wages worldwide pushed up
a model designation that may
newbuilding prices as well as cargo
arguably have contributed to the
handling costs. Series construction
great success of this vessel.
reduced building costs whilst modern
cargo handling gear and ‘open’ type
Austin & Pickersgill of Sunderland,
ships with wide hatches minimizing
then owned by London & Overseas
understow cut port turnround times.
Freighters Ltd., had a shelterdecker
Shipbuilders had learnt a lesson from
of some 14,000 tdw that became
motorcar manufacturers and began
known as the SD14. German
offering their basic type vessel ‘X’ at
shipbuilders Bremer Vulkan, Flens-
an equally basic price, charging extra
burger Schiffbau-Gesellschaft and
for special features. This reduced
Rickmers-Werft jointly marketed the
(FotoFlite)
‘German Liberty Replacement’ of
107
two ’36L’ type ships from the
tions. GERDT OLDENDORFF, the company’s
A.G.’Weser’ Seebeck yard at Bremer-
first series-built freighter, is unique
haven, each of 13,530/16,300 tdw,
for one more reason: she was the
787,000 cu ft, 185 TEU container
first-ever Oldendorff ship to alter her
intake (spot loading) and with
name into BENNEKOM (a Dutch town)
accommodation for eight passengers.
at the request of her Dutch
The ships were delivered on 5 June
timecharterers, KNSM. ELISABETH
and 29 September 1969 as the GERDT
OLDENDORFF, CAROLINE OLDENDORFF and
OLDENDORFF and HUGO OLDENDORFF (4).
MARIA OLDENDORFF also chartered by
◆
Bremer Vulkan received an order for
KNSM for periods of approximately
three ‘German Liberty/German Multi-
two years, changed their names into
Standard
Freighters from
Three Shipyards
purpose Freighter’ types, commissio-
BAARN, BREDA and BARNEVELD for the
ned on 5 May, 15 August and 6
duration of the contracts. Renaming
December 1969 as the ELISABETH OLDEN-
ships to accommodate charterers was
DORFF,
yet to come into fashion and German
◆
CAROLINE OLDENDORFF and MARIA
OLDENDORFF. Not long thereafter the
authorities would grant permission
owner, impressed by the description
only for period charters of 12 months
of the British designed SD14, bought
or more.
one of them which was under
construction at the time and took
GERDT OLDENDORFF, fourth unit of the
delivery of her on 22 July 1971 as the
‘36’ type and the first of the longer
Egon Oldendorff felt the need to
DORTHE OLDENDORFF (3), the first of
and larger ’36L’ version, successfully
renew and expand his linertype
altogether nine SD14s contracted by
completed trials in the North Sea and
vessel section and was among the
Egon Oldendorff until 1980. GRETKE
was commissioned on 12 June 1969.
first German owners to invest into
OLDENDORFF, a type ‘36L’ vessel, was
Shipyard manager E. Fritsche of
this category which, incidentally,
commissioned early in 1973 as the
Seebeck Werft, in an article carried
found little favour with his
third EO ship of this class. During
by the HANSA shipping journal,
compatriot colleagues. Within no
that period the basic design of the
praised the ship’s many advantages:
more than a few weeks he ordered
ship remained unchanged but details
were constantly subject to modifica-
108
„The yard is happy to be able to offer
No efforts have been spared to design
between crew accommodation on a
its German and foreign clients an effi-
a true series ship but having carefully
European and an Asian ship. The
cient freighter which can be flexibly
considered all circumstances we
former will have a crew of about 30
adapted to a large selection of re-
realized that there are limits to
on a type ‘36’ ship, possibly including
quirements by adding a wide range of
standardization. Admittedly, this is a
four females, the latter carries 60
optional extra equipment. Apart from
departure from the ideal of benefiting
crew. There are many more examples
meeting national and international
fully from the principle of series
of this nature. However, economies of
regulations the basic design already
building. So incongruent are the
series construction can even be
incorporates the following features:
requirements of owners, authorities
achieved in accommodation. We use
–
Suez and Panama Canal fitted;
and even of classification societies
standardized cabin designs and
–
two 5/10 tonnes derricks per
today (i.e., in 1969) that we find it
standardized furniture, enabling us
hatch;
impossible to offer world-wide, and
to pre-fabricate in our workshop
lateral movements in the horizon-
sell, a truly standardized, series-built
whilst retaining the necessary
tal plane in cargo compartments;
ship. Just consider the differences
flexibility of responding to owners’
–
–
one eight tonnes mooring winch
aft, with two capstan drums;
–
auto pilot;
–
gyro compass for console fitting
with two bearing repeaters in the
wings of the bridge, connected
with auto pilot and wireless
direction-finder;
–
weatherdeck hatchcovers of the
MacGregor ‘single pull’ design;
–
forced-draft ventilation in cargo
spaces with ten air changes per
hour (empty spaces);
–
spacious refrigerated provisions
stores ( abt. 110 m3 cubic capacity);
–
A.G.’Weser’ stern.
mv CAROLINE OLDENDORFF, one of three Oldendorff ships of the ‘German Multi-purpose Freighter/
German Liberty Replacement’ type jointly developed and marketed by three German
shipyards, Bremer Vulkan, Flensburger Schiffbau-Gesellschaft and Rickmers Werft.
Vessel shown here prior to loading coiled wire at Trois Rivières, Canada.
109
special requirements. What remains
handling gear. This also applies to the
re-named the TERESEPOLIS for the
standardized throughout are such
ship design of which there are four
duration of a period timecharter.
items as compartmentation of the hull
varieties: Type ‘36’ of 134m lpp and
A typical feature of this ship as also
and of the double bottom, hatch sizes,
Type ‘36L’ of 139.25m lpp, either with
of the Type ’36L’ and the German
and design and position of cargo
or without a bulbous bow.“
Liberty Replacements was the Flender
System pair of heavy derrick posts
In the early 1970s Oldendorff owned
positioned between the two rear
a good selection of 15,000 tonners:
hatches. The posts joined by a cross
three each German Liberty Replace-
beam characterized the ships’
ments, SD14s and Type ’36L’s in
appearance and permitted the 60-
addition to the older tweendeckers
tonnes derrick to slew through and
CATHARINA OLDENDORFF, JOHANNA
to serve both hatches.
OLDENDORFF, BIRTE OLDENDORFF and
HELGA OLDENDORFF, and bringing up
the rear, two 10,000 tonners. The
latter ships were sold off in the
course of the next few years. Egon
Oldendorff ordered a Trampko type
freighter in 1970 with the object of
showing a presence in the 7/8,000
tdw class. Trampko type ships had
been jointly designed and were
Heavy-duty automated cargo handling
gear also suited for container handling
was an outstanding feature of the
German Multi-purpose Freighter and of
Type 36L
being built by Lübeck shipbuilders
LMG/Orenstein + Koppel and
Schlichting-Werft and had turned out
to be a modest financial success for
owners and shipbuilders alike.
Delivered on 22 February 1971 as
the GEBE OLDENDORFF (2) she was
110
69) GERDT OLDENDORFF (1) –
1969-1991
DKCM – cargo motorship ‘36 L’
type’ – open/closed shelterdecker
6763/9786 GRT – 13,530/16,300
185 TEU – 8 passengers –
1 derrick of 60 t
to maindeck
one single-acting four-stroke
16-cylinder diesel engine, 8690
HP, made by MAN AG, Augsburg,
16.3 knots
18.2.1969 launched. 5.6.1969
completed by AG ‘Weser’ Werk
Seebeck, Bremerhaven (No. 940)
as GERDT OLDENDORFF for Egon
28.11.1972 renamed BENNEKOM for
a period charter with KNSM,
Amsterdam. 16.11.1973 renamed
GERDT OLDENDORFF. 30.4.197430.3.1990 flagged-out to Panama
(PAN) for Wursata Shipping Co.,
managers as before. 29.3.1990
transferred to Egon Oldendorff
(Liberia) Inc., Monrovia (LBR).
May 1991 sold to Stork Shipping
Co. Ltd., Valletta (MLT), managers
Meadway Shipping & Trading
Inc., renamed STORK. 10.2.1993
arrived at Alang/India for
demolition.
70) ELISABETH OLDENDORFF (1) –
1969-1990
DKAG/3FKB – cargo motorship
‘German Liberty’ type –
6551/9328 GRT – 12,972/15,315
1 derrick of 60 t
maindeck
the shipbuilders under licence of
MAN, 15.7 knots
8.11.1973 renamed ELISABETH
OLENDORFF. 25.2.1975 re-flagged
to Germany (DEU). 14.3.197510.3.1990 flagged-out to Panama
(PAN). 1980 transferred to
Wursata Shipping, Monrovia
(LBR). 8.2.1990 transferred to
Egon Oldendorff (Liberia) Inc.,
Monrovia (LBR). 1990 sold to
Carabelas CA, Valletta (MLT),
renamed FLAG MARS. 1990 sold to
Far East Navigation Ltd., Valletta
(MLT), Grand Wave Navigation
Arrived Haikou before 13.7.1993
and handed over to Chinese
buyers, renamed TAI PING YANG.
Still listed in Lloyd’s Register
1994/95, but neither owners nor
flag mentioned.
18.3.1969 launched. 5.5.1969
completed by Bremer Vulkan AG.,
Vegesack (No. 948) as ELISABETH
BAARN for a period charter to
KNSM, Amsterdam. 9.2.1973
Multi-purpose freighter GERDT OLDENDORFF (1)
on charter to Pro-Line / Peter Cremer
ELISABETH OLDENDORFF, renamed BAARN,
on the Nieuwe Waterweg.
(FotoFlite)
111
ELISABETH OLDENDORFF approaching Cape Town
71) CAROLINE OLDENDORFF –
1969-1990
DKCZ/HPCP – cargo motorship
‘German Liberty’ type –
6551/9328 GRT – 12,972/15,315
1 derrick of 60 t
6-cylinder diesel engine, 8400 HP,
made by the shipbuilders under
14.6.1969 launched. 15.8.1969
completed by Bremer Vulkan AG,
Vegesack (No. 949) as CAROLINE
CAROLINE OLDENDORFF on the river Elbe,
wearing the Rhenania Shipping Corporation funnel mark.
112
BREDA for a period charter to
KNSM, Amsterdam. 8.11.1973
renamed CAROLINE OLDENDORFF.
17.5.1974-18.4.1990 flagged-out to
Panama (PAN). 1979 transferred
to Rhenania Shipping Corp.,
Monrovia (LBR), managers as
before. 18.4.1990 transferred to E.
Oldendorff (Liberia) Inc., Monrovia (LBR). 18.4.1990 sold to
August Navigation Co., Monrovia
(LBR), Leonhardt & Blumberg,
Hamburg. appointed as managers,
renamed AUGUST. August 1992
sold to Ocean Crown Development
Ltd., Kingstown (VCT), renamed
YONG NIAN. 1994: 9369 GT.
1996 still trading.
EMMA OLDENDORFF
72) EMMA OLDENDORFF (1) –
1969-1985
DKDF/3EDQ2 – cargo motorship –
37,614 GRT/67,925 tdw –
3,079,366 cubicfeet/87,194 cubic
metres grain – 9 passengers
(FotoFlite)
9-cyl.diesel engine, 15,750 HP/
11,584 kW, made by Bremer
Vulkan under licence of MAN,
14.75 knots
15.7.1969 launched. 9.9.1969
Vegesack (No. 946) as EMMA
OLDENDORFF for E. L. Oldendorff &
Co. GmbH, Lübeck (DEU).
25.10.1982 flagged-out to Panama
(PAN). 28.1.1985 sold to Intermar
Ship Management SA, Panama
(PAN), renamed MARIA B. 1985
sold to Orsoline Bay Carrier SA,
Panama (PAN). 1987 sold to
Carbotrans Shipping Services SA,
Panama (PAN), renamed MERIT.
1990 owners’ style changed to
Carbotrans Ship Service SA. 1991
renamed ORSOLA B. 1991 sold to
Rosepearl Shipping Co. SA,
Panama (PAN), managers Boship
Management SA. 1993 sold
to Carbotrans Shipping Service
SA., Piraeus (GRC). In January
1995 sold to Chinese breakers.
Sailed from Shanghai 15.1.1995
for breakers’ yard.
113
1969-1991
DKCB – cargo motorship ’36 L’
type – open/closed shelterdecker
6763/9786 GRT – 13,530/16,300
1 derrick of 60 t
to maindeck
16-cylinder diesel engine, 8690
HP, made by MAN A.G., Augsburg,
16.3 knots
HUGO OLDENDORFF (4) entering Rotterdam
MARIA OLDENDORFF at Cape Town.
74) MARIA OLDENDORFF (1) –
1969-1986
DKCS – cargo motorship – open/
closed shelterdecker
6556/9333 GRT – 12,972/15,315
270 TEU – 4 passengers – 1
derrick of 60 t
114
11.7.1969 launched. 29.9.1969
completed by AG ‘Weser’ Werk
Seebeck, Bremerhaven (No. 941)
as HUGO OLDENDORFF for Egon
Oldendorff, Lübeck (GER).
24.7. 1974 flagged-out to Panama
(PAN). 28.10.1976 re-flagged
to Germany (DEU) and 11.5.
1978-2.5.1990 flagged-out to
Panama (PAN). 1982 transferred
to Holsatia Shipping Co., Panama
(PAN), managers as before.
2.5.1990 transferred to Egon
Oldendorff (Liberia) Inc.,
Monrovia (LBR). 1991 sold to
San Evans Maritime Co. Ltd.,
Limassol (CYP), renamed
SAN EVANS. 1996 still trading.
one single-acting two-stroke 6cylinder diesel engine, 8400 HP,
made by the shipbuilders under
25.10.1969 launched. 8.12.1969
Vegesack (No. 950) as MARIA
OLDENDORFF for E. L. Oldendorff &
Co. GmbH., Lübeck (DEU).
26.10.1972 renamed BARNEVELD
for a period charter to KNSM,
Amsterdam. 12.1.1973 flagged-out
to Panama (PAN). 16.11.1973
renamed MARIA OLDENDORFF.
Shipping Co., Panama, managers
as before. 12.12.1986 transferred
to E. Oldendorff KG. 15.1.1987
sold to Jinzhou Marine Transport
Co., Dalian/Dairen (CHN),
renamed BI JIA SHAN. 1989 sold to
Jinzhou Marine Shipping Co.,
Dalian/Dairen (CHN). 1996 still
trading.
75) ECKERT OLDENDORFF (1) –
1970-1987
DKDB/3ECT2 – cargo motorship
– gearless bulkcarrier
37,615 GRT/67,915 tdw –
9 passengers
HP/11,584 kW, made by the
shipuilders under licence of
MAN, 15 knots
18.12.1969 launched. 3.2.1970
AG, Vegesack (No. 947) as
ECKERT OLDENDORFF for Egon
20.10.1982-27.3.1987 flaggedout to Panama (PAN).
27.3.1987 sold to Dabinovic
(Monaco) S. A. M., Kingston
(VCT), renamed MUO.
1987 sold to St. Vincent Development Co. Ltd., Kingston
(VCT), Dabinovic (Monaco)
S.A.M. appointed as managers.
1987 sold to RO Dalmatinska
Plovidba, Dubrovnik (Ys),
renamed INGMAN. 1987 sold to
Blue Anchor Shipping Corp.,
Dubrovnik (HRV), RO
Dalmantiska Plovidba appointed
as managers. 1992 sold to La
Paloma Navigation S. A.,
Kingstown (VCT), managers
as before. May 1992 sold to
Chinese breakers at Nantung
for US Dollars 2.15 million.
20.5.1992 sailed Houston for
Shanghai. Arrived at the breakers’
yard before 30.6.1992.
The massive hull of bulk carrier ECKERT OLDENDORFF
on the Bremer Vulkan building ways.
The vessel discharging at Bremerhaven Weserport.
ECKERT OLDENDORFF heading
northbound through English channel
(Skyfotos)
(Photograph: P.A.Kroehnert)
115
◆
Half a Ship
Each for Father
and Son
◆
business as a shipowner in Hamburg.
„He had to build his fleet from
He bought his first ships on the second-
scratch, two times over. The second
hand market but commenced a fleet
time round is remarkable for the fact
modernization programme in 1969
that other than foreign shipowners,
when he ordered four Trampko
German owners received no
freighters from Schlichting-Werft of
compensation for ships lost during
Travemünde. Father and son Olden-
the war or handed over thereafter.
dorff each held 50 % in the second
What assistance there was from the
ship of this series, delivered on 24
German government almost totally
January 1970 as the NORDWOGE and
managed by Reederei ‘NORD’ Klaus
E. Oldendorff of Hamburg. The
vessel was sold in 1981 to Fereniki
Lines SA in Greece as the DIAMOND SUN.
1969 was a record year for Egon
Oldendorff with seven newbuildings
totalling 146,470 tdw joining the
fleet. In a commemorative publication
issued on the occasion of his
company’s 50th anniversary, Egon
Egon Oldendorff took a 50 % share
Oldendorff could look back with
in another Trampko freighter. His son
justified pride: his fleet counted
Klaus Oldendorff had started his
33 units aggregating 726,910 tdw
shipping career in 1951 and at the
and barring few exceptions consisted
age of 21 was appointed head of the
of ships built to his order. Staff
superintendent department in his
numbered 1,100 afloat and 54 ashore.
ignored tramp shipping. Egon
father’s company. At the age of 31,
Georg Redmer, in charge of shortsea
Oldendorff never received any real
Klaus Oldendorff set up his own
chartering, had logged 41 years of
reconstruction loans. Acting on his
service for Egon Oldendorff.
116
Shipowner Egon Oldendorff in the year
of his company’s 50th anniversary
own initiative and firmly believing
in his own strength and endurance
he laid the base for the second
beginning. One should add here
that German shipping was at a
considerable disadvantage vis-a-vis
its European colleagues owing to the
delay in being permitted to
reconstruct. Thus, foreign competitors
could benefit on a much larger scale
GEBE OLDENDORFF (2) with Wursata colours
entering the port of Rotterdam
from the Korean War and the first
Suez crisis booms. The negative effects
give up shortsea and European
paper manufacturing. This went hand
thereof, notably for German
tramping activities where market
in hand with the decline of British
trampship owners, were obvious.
conditions had undergone drastic
coal mining and technical
The high tax load carried by German
changes as from the mid-sixties.
innovations in mining techniques and
shipowners compared with other
Shortsea vessels of up to 3,000 tdw,
brought to an end the movement of
owners making the most of flags of
often owned by the shipmaster
pit props. No longer were the typical
convenience facilities constituted
himself or by companies that grew
small coasters able to compete with
another handicap. German ship-
from such modest beginnings
foreign-flag competitors. Ships such
owners will have to muster all their
dominated the Baltic and North Sea
as the ANNA OLDENDORFF, GRETKE
experience to hold their own in the
trades. The advent of unitisation in
OLDENDORFF and HILLE OLDENDORFF
international market place.“
the form of containers and packaged
had to carry no less than 21 crew
timber as also RoRo ships ushered
compared with 17 on Italian-flag
The immediate post-anniversary
in novel techniques and with them,
vessels. All of this made Egon
years were in fact a period of
new cargo flows. As a direct
Oldendorff decide to depart from the
consolidation. Modern Sunderland
consequence of industrialisation
coastal trades. Trampko-type GEBE
series-built freighters of the SD14
Sweden and Finland increasingly
OLDENDORFF became the smallest ship
type gradually replaced older units
exported processed goods such as
in his fleet at about 7,500 tdw.
which Egon Oldendorff sold to
paper, board and newsprint rather
Instead, he focussed his attention
buyers abroad. He also decided to
than timber as a raw material for
on tank shipping.
117
76) GEBE OLDENDORFF (2) –
1971-1987
DKCK/S6AP – cargo motorship
‘Trampko’ type –
2827/4796 GRT – 5853/7305 tdw
– 10,638 cubic metres grain –
1 derrick of 60 t
to main deck
diesel engine, 2942 kW, made by
MaK Maschinenbau, Kiel, 14.5 knots
mv GEBE OLDENDORFF, seen here in the English Channel on her way to Central America, in charter to
Contilines. Egon Oldendorff owned one of the successful series of multi-purpose freighters of the ‘Trampko’
type jointly developed by two Lübeck shipyards, LMG and Schlichting. Egon Oldendorff also held a 50%
share in sistership NORDWOGE managed by his son Klaus.
118
30.10.1970 launched. 22.2.1971
completed by O & K Orenstein &
Koppel AG., Lübeck (No. 683) as
GEBE OLDENDORFF for Egon Oldendorff, Lübeck (DEU). 28.4.1971
renamed TERESOPOLIS for period
charter to Empresa de Nav. Aliança,
Rio de Janeiro. 22.12.1970 transferred to a Kommanditgesellschaft,
Egon Oldendorff appointed as
manager. 5.12.1972 flagged-out to
Panama(PAN). 17.4.1973 renamed
GEBE OLDENDORFF. 13.1.1975 reflagged to Germany (DEU).
Shipping Corp., Panama (PAN).
1976 transferred to Arabella Shipping Co., Singapore (SGP). 1977
transferred to Wursata Shipping
Co., Singapore flag (SGP). 1984
renamed ALYBELLA. 1987 renamed
GEBE OLDENDORFF. October 1987
sold to China National Machinery
Import & Export Corp., Lianyungang/Lienyukang (CHN),
renamed YUN LONG. 1990 sold
to the Government of The People’s
Republic of China, managers
as before. 1992 transferred
to Lianyungang Shipping Co.,
Lianyungang (CHN). 1996 still
trading.
1971-1988
DKBA/9VBC – cargo motorship
‘SD14’ type – fulldecker
9079 GRT/15,017 tdw –
6 passengers – 1 derrick of 60 t,
1 of 30 t
140.99 m length over all,
20.46 m beam on frames,
8.84 m draught
5516 kW, made by Hawthorn,
Leslie Ltd., Newcastle, under
licence of Sulzer, 15 knots
Ordered 1969 by Half Moon
Shipping Co., Monrovia. Contract
purchased 1969. 21.5.1971
launched. 22.7.1971 completed
by Austin & Pickersgill Ltd.,
Sunderland (No. 872) as DORTHE
Lübeck (DEU). 3.8.1972
transferred to a Kommanditgesellschaft, Egon Oldendorff
Co., Singapore (SGP) as bareboat
charterers. 1988 handed over
to Sinzhong Lines Pte. Ltd.
Singapore flag (SGP), renamed
SINFA, Lian Huat Shipping Co.
(Pte.) Ltd., appointed as
managers. 1993: 8937 GT.
1996 still trading.
DORTHE OLDENDORFF (3), first of nine SD14 type standard freighters completed by Sunderland shipyard
Austin & Pickersgill for Egon Oldendorff. Pictured above at the launching, and below wearing
the funnel mark of Wursata Shipping Corporation. “Wursata” is the Latin version of Wursten,
the home county of the founder of the company.
119
78) IMME OLDENDORFF (2) –
1971-1987
DKEB/9VCJ – cargo motorship
‘SD 14’ type – fulldecker
9077 GRT/15,017 tdw – 21,425
cubic metres grain – 6 passengers
– 1 derrick of 60 t, 1 of 30 t
maindeck
5516 kW, made by G. Clark &
N.E.M. Ltd., Wallsend, under
Ordered by Babitonga Shipping
Co., Monrovia. 1970 contract
purchased by Egon Oldendorff,
Lübeck . 15.3.1972 launched.
4.5.1972 completed by Austin
& Pickersgill Ltd., Sunderland
(No. 877) as IMME OLDENDORFF for
a Kommanditgesellschaft, Egon
Oldendorff, Lübeck (DEU), appointed as managing owner. 13.10.
1972 transferred to a Partenreederei, Egon Oldendorff remained
manager. 7.12.1972 flagged-out
to Singapore (SGP). 1977 transferred to Holsatia Shipping Corp.,
Singapore (SGP), as bareboat
charterers, managers as before up
to 1980. 1987 sold to Skyriver
Maritime Ltd., Hongkong (HKG),
managers McRink Management
(Panama) Ltd. SA., renamed LADY
ARYETTE. 1992 sold to Paloma Enterprise SA., Panama (PAN),
managers Everett Orient Line Inc.,
renamed IVYEVERETT. 1995 sold to
unnamed buyers, renamed
TECHMANT PIONEER. 1996 still trading.
Superstructure positioned between
hatches 4 and 5, the distinguishing
mark of SD14 freighters.
(FotoFlite)
IMME OLDENDORFF (2)
120
SD14-type multi-purpose freighter HILLE OLDENDORFF (2)
121
79) HILLE OLDENDORFF (2) –
1972-1987
DKCC/9VFD – cargo motorship
9076 GRT/15,017 tdw – 21,425
to maindeck
5516 kW, made by Hawthorn
under licence of Sulzer, 15 knots
Ordered by Copacabana Shipping
Co., Monrovia. 1970 contract
purchased by Egon Oldendorff,
Lübeck. 11.8.1972 launched.
(No. 880) as HILLE OLDENDORFF
for E. L. Oldendorff & Co. GmbH.,
Lübeck (DEU). 5.7.1973 transferred to a Partenreederei, Egon
15.8.1973 flagged-out to
Singapore (SGP). 1985 transferred
to Westfalia Shipping Corp.,
charterers. 1987 sold to Linksail
Maritime Ltd., Hongkong (HKG),
McRink Management (Panama)
Ltd SA, appointed as managing
owners, renamed LADY TRUDE.
1988 sold to Chepo Ltd., Hong
Kong (HKG), Gleneagle Ship
Management Co. Inc., appointed
as managers, renamed LAKE
TAHOE. 24.11.1990 arrested at St.
Anna Bay/Curaçao. Spring 1991
sold to Laserway Shipping Ltd.,
Limassol (CYP), managers Ilios
Shipping Co. SA, renamed
PANTOCRATOR CORFU. 1993 sold
to Navalplanet Shipping Ltd.,
Limassol (CYP), Ilios Shipping
Co. SA., appointed as managers,
renamed FEAX. 1996 still trading.
1973 – 1991
DKOZ/3FVF – cargo motorship
‘36 L’ type – open/closed
shelterdecker
6741/9784 GRT – 13,530/16,300
tdw – 787.676 cubicfeet grain –
270 TEU – 8 passengers – 1 derrick
of 60 t
to maindeck
one single-acting four-stroke 16cyl.-diesel engine, 8690 HP, made
by MAN AG., Augsburg
16.3 knots
30.11.1972 launched. 8.2.1973
completed as GRETKE OLDENDORFF
by AG “Weser” Seebeckwerft,
Bremerhaven (No. 965) for a
Kommanditgesellschaft, Egon
6.8.1973-22.8.1985 transferred to
Arabella Shipping Co., Panama
(PAN) as bareboat charterers.
1980 transferred to Rhenania
Shipping Co., Panama (PAN), as
bareboat charterers. 1984
transferred to Arabella Shipping
Co., Panama (PAN). 23.8.198529.6.1989 flagged-out to St.
Vincent (VCT). 29.6.1989
(Liberia) Inc., Monrovia (LBR).
1991 sold to Lark Shipping Co.
Ltd. Malta (MLT), Mgr. Meadway
Shipping & Trading Inc., renamed
LARK. 1994 sold to Solar Glory
Maritime Ltd. , Kingstown (VCT),
renamed SOLAR GLORY. 1995:
9892 GT. 1996 still trading.
GRETKE OLDENDORFF
on her trial trip in heavy
weather
122
Bulk carrier LUDOLF OLDENDORFF (3), lead ship of a series of four, commissioned in 1974
as the first ship ordered from a Yugoslav shipyard for German account
1974-1987
9VGB – cargo motorship –
40,967 GRT/74,024 tdw – 93,454
cubic metres grain, 10 passengers
diesel engine, 12,806 kW, made
by the shipbuilders under licence
of Sulzer, 15.5 knots
31.8.1973 launched. 14.4.1974
completed by Brodogradiliste ‘3.
Maj’, Rijeka (No. 555) as LUDOLF
Lübeck, Singaporian flag (SGP).
1974 transferred to Partenreederei,
appointed as mananging owner.
1987 transferred to Holsatia
Shipping Corp., Singapore (SGP),
as bareboat charterers. 1987 sold
to Bulkitalia S. p. A., Napoli (ITA),
renamed BULKPORTOFINO. 1992
sold to Finaval Sp.A. di Navigazione, Panama (PAN), renamed
ISOLA ROSSA. 1992 sold to Bulkitalia
S. p. A., Napoli (ITA). 1993 sold
to Madeira Shipping Co., Valletta
(MLT), renamed BULKMADEIRA.
1993 sold to Catana Shipping Co.
Ltd., Limassol (CYP), renamed
KYRENIA. 1995: 40,453 GT. 1996
still trading.
123
1974-1991
9VHG (7341879) – cargo
motorship ‘SD 14’ type – fulldecker
9067 GRT/15,000 tdw – 21,313
maindeck
5516 kW, made by G. Clark &
N.E.M. Ltd., Newcastle, under
8.5.1974 launched. 28.6.1974
completed by Austin & Pickersgill
Ltd., Sunderland (No. 892) as
HINRICH OLDENDORFF for Holsatia
Shipping Co. (Liberia), Singapore
(SGP), manager Egon Oldendorff
up to 1980. 1981 renamed HAPPY
CHANCE. December 1991 sold to
Martin Maritime Co. Ltd., Valletta
(MLT), mgr. Meadway Shipping &
Trading Inc., renamed MARTIN.
Sold in March 1995 for US Dollars
1.5 million to Nika Shipping Ltd.,
Valletta (MLT), Unit Maritime Inc.,
NIKA. 1996 still trading.
SD14 freighter HINRICH OLDENDORFF (2), renamed HAPPY CHANCE in 1981
124
(FotoFlite)
Bulk carrier DORA OLDENDORFF (3)
83) DORA OLDENDORFF (3) –
1974 – 9VGI
cargo motorship – gearless
bulkcarrier
40.967 GRT/73,977 tdw – 93,455
(FotoFlite)
diesel engine, 12,806 kW, made
by the shipbuilders under licence
12.2.1974 launched. 13.7.1974
Maj’, Rijeka (No. 556) as DORA
Singapore (SGP). 1974 transferred
to a Partenreederei. 1980 transferred to Rhenania Shipping Corp.,
charterers. 1987 transferred to
Egon Oldendorff (Hong Kong)
Ltd., Hongkong (HKG),
as bareboat charterers. 1994:
40,645 GT. 1996 still trading.
125
84) EIBE OLDENDORFF (2) –
1974-1995
ELCB5 – cargo motorship ‘SD 14’
type – fulldecker
9070 GRT/14,970 tdw – 21,313
cubic meters grain – 6 passengers –
1 derrick of 60 t, 1 of 30 t
maindeck
one diesel engine, 5516 kW, made
by G. Clark & N. E. M. Ltd., Wallsend
21.6.1974 launched. 30.8.1974 completed by Austin & Pickersgill Ltd.,
Sunderland (No. 893) as EIBE OLDENDORFF for Arabella Shipping Co. SA,
Singapore (SGP), managers E. Oldendorff up to 1980. 1981 transferred
to Holsatia Shipping Corp., Monrovia (LBR), renamed FAIR SPIRIT.
1994 sold to Halfmoon Shipping
Co., Monrovia. 1995 sold to
“Coreck” Maritime GmbH, Hamburg. 1996 still trading.
EIBE OLDENDORFF (2)
1974-1991
9VHI – cargo motorship ‘SD 14’
type – fulldecker
9070 GRT/14,971 tdw – 21,313
cubic meters grain – 6 passengers
maindeck on diesel engine, 5516
kW, made by G. Clark & N.E.M.
Ltd., Wallsend, under licence of
Sulzer, 15 knots
20.8.1974 launched. 11.10.1974
completed as CATHARINA OLDENDORFF
for Westfalia Shipping Co., Singapore (SGP), as bareboat charterers,
1981 renamed SPLENDID FORTUNE.
September 1991 sold to Delight
Glory Shipping Ltd., Panama (PAN),
Mgr. Parakou Shipping Ltd., renamed
DELIGHT GLORY. 1996 still trading.
SPLENDID FORTUNE ex-CATHARINA OLDENDORFF (2)
126
BIRTE OLDENDORFF (3) being
launched at Rijeka on 13.7.1974.
BIRTE OLDENDORFF approaching the river Scheldt on 28.6.1979.
OCEAN TRAVELLER ex-BIRTE OLDENDORFF discharging at Antwerp
86) BIRTE OLDENDORFF (3) –
1974-1989
9VHF – cargo motor-ship –
40,967 GRT/74,099 tdw – 93,454
engine, 12,806 kW, made by the
shipbuilders under licence of Sulzer,
15.5 knots
(Photograph: Raymund Oberhenn)
Shipowner Egon Oldendorff and his daughter
Birte who acted as sponsor during the
(Photograph: B. Zorz)
handing-over ceremony.
13.7.1974 launched. 12.12.1974
Maj’, Rijeka (No. 559) as BIRTE OLDENDORFF for Egon Oldendorff, Singapore (SGP). 1974 transferred to
Wursata Shipping Co., Singapore
(SGP), as bareboat charterers. 1981
renamed OCEAN TRAVELLER. 1989 sold
to Cerrahoguallari Umuni Nakliyat
Vapürcuülük ve Ticaret A/S, Istanbul (TUR), renamed M. N. EFES. In
May 1995 sold ‘as is’ to Sourgerka
Maritime Co. Ltd., Piraeus (GRC).
1996 still trading.
127
HELGA OLDENDORFF loading grain at Rosario/Argentina
87) HELGA OLDENDORFF (2) –
1975-1993
S6AA – cargo motorship – gearless
bulkcarrier
40,967 GRT/74,013 tdw – 93,454
engine, 17,400 kW, made by the
shipbuilders under licence of Sulzer,
15.5 knots
UNITED VENTURE ex-HELGA OLDENDORFF (2)
128
27.12.1974 launched. 24.4.1975
Maj’, Rijeka (No. 561) as HELGA
OLDENDORFF for Rhenania Shipping
Co., Singapore (SGP), as bareboat
charterers. 1980 managers Egon
Oldendorff. 1981 renamed UNITED
VENTURE. 1993 sold to Halfmoon
Shipping Co., Monrovia (LBR),
1993 sold to Acumen Shipping
Ltd., Limassol (CYP), mgr. J. P.
Samartzis Maritime Enterprises
Co. SA., renamed UNITED V.
1995: 40,560 GT. 1996 still trading.
that plot was a pool of ‘black water’,
Petroleum-Gesellschaft. The world’s
that is, of crude oil. The first ever
first diesel tanker was commissioned
drilling to strike oil at a depth of 21
in 1901, the EMMANUAL NOBEL of 4,665
metres took place in Pennsylvania on
GRT. By October 1911 the world
27 August 1859. The world’s first
tanker fleet numbered 251 units
deepsea tank steamer, the GLüCKAUF,
totalling 815,996 GRT, and when
built for account of Geestemünde-
World War II broke out in 1939 the
based forwarder Wilhelm Anton Riede-
latter figure had increased to 16.1
mann, left her builders’ yard to do sea
million GRT including the then
trials on 13 July 1886. Tank shipping
largest tanker, US-flag C.O.STILLMAN of
played but a minor role at the turn
24,185 tdw, already built in 1928.
An Affiliate
for
Two Tankers
of the century but was heading for
Post-World War II motorisation led to
a bright future. Crude oil became
a tremendous growth of the tanker
the raw material for gasoline and for
population whilst carrying capacities
a wide assortment of chemical
increased from 20,000 through 30,000
products. A German encyclopedia
to 40,000 tdw. The 1956 Suez crisis
cites the German per-capita con-
set the scene for new dimensions. In
sumption of oil in 1865 as 1.5 kg
those days a laden 50,000 tonner
◆
which increased to 13.9 kg by 1903
could transit the Suez Canal, but
when Germany imported 1.112 million
when the canal was blocked,
tonnes of crude oil from the United
shipowners flooded the shipbuilding
Three historical dates mark the
States of America. The largest tanker
industry with orders for larger
development of tank shipping as we
of that year was the NARRANGANSETT
newbuildings. The actual construction
know it today. The first is not exactly
owned by Standard Oil Company,
of a 100,000 tonner no longer posed
recorded but it was in the year 1854
weighing in at an impressive 9,196
serious problems but adequate
when Messrs Bissel and Eveleth
GRT and 157 metres loa. The 12,500
building berths had to be provided,
purchased a plot owned by
tdw vessel had her engine amidship.
with building docks being preferred
Pennsylvania building material
In 1908 no fewer than 22 tank steamers
to sloping slipways since they
merchants Brewer, Watson & Co. On
flew the German flag, 18 thereof
◆
owned by Deutsch-Amerikanische
129
eliminate the risk of buckling as
which at the same time reduced
around the Arabian Sea now took the
the ship goes down the ways.
bunker consumption. Efficient
lead. Supertankers were given
The UNIVERSE APOLLO, built for
large-bore diesel engines took the
another boost by the Near East crisis
account of the then tanker tycoon
place of the turbine and section
of 1967 and the second closure of the
Daniel K. Ludwig, at 106,190 tdw was
building techniques cut newbuilding
Suez Canal. The keel was laid of the
the first ship to exceed the 100,000
prices and delivery times of large
477,000 tdw tanker GLOBTIK TOKYO in
tdw mark, but her time at the top of
tankers. Freight rates had slumped
1973. A worldwide tanker building
the list was limited. Forty thousand
for a number of years. The world
boom followed years of relative
invited guests witnessed the naming
tanker fleet stood at some 86 million
abstinence, fuelled by strong
ceremony of the 90,187 tdw tanker
tdw as of 1 January 1965, of which
demand. Tankers earning their
ESSO DEUTSCHLAND, sponsored by Mrs
17.5 million tdw flew the flag of
staggering purchase price in a matter
Wilhelmine Lübke, spouse of the
Liberia and 13.1 million that of
of ten voyages were not exactly the
President of the Federal Republic of
Norway. The Federal Republic of
order of the day, but they did exist
Germany, in 1963, one of the first
Germany ranked No. 14 with 1.449
and were not the stuff of modern
tankers to have the engine room and
million tdw. Tankers exceeding
fairy tales. Now that numerous VLCCs
the deckhouse aft. The TEXACO
200,000 tdw came on-stream from
were under construction, some Euro-
CUMBRIA, completed one year later,
1966 onwards, and by August 1967 a
pean shipyards prepared to construct
was the first tanker without the
total of 64 units of over 200,000 tdw
Ultra Large Crude Carriers (ULCCs).
customary catwalk but instead had an
were on order or under construction.
The surge of motorization, fuel-
alleyway below deck. Ship and
The newbuilding boom continued as
guzzling cars, the demise of the
engine construction techniques made
the Suez Canal lost its previous
steam era, the rapid change-over to
great strides forward in the 1960s.
pre-eminent position for tankers. In
diesel propulsion and the expanding
Problems of structural strength had
the Persian Gulf trade small tankers
petro-chemical industry all seemed to
been overcome, as had those
below 50,000 could no longer
herald a glorious future for tanker
associated with water resistance and
compete with larger ships. Not long
shipping.
buoyancy, the latter by the
after the war the Persian Gulf
development of the bulbous bow
replaced the United States as the
world’s most important oil
production region. Oil loading ports
130
Howaldtswerke shipyard of Kiel,
run for large tankers, except the
he ordered from Howaldtswerke
keen to jump on the jumbo ship
German subsidiaries of Esso and
of Kiel for a total price of about
bandwagon, began constructing a
Shell who each operated two 253,000
DM 250 million.
large newbuilding dock of 426
and 317,000 tonners under the
metres length and 88.4 metres width,
German flag. At that stage the fact
The countries forming the OPEC cartel
with the apron ten metres below
dawned upon German business
triggered the 1973 oil crisis, as
mean sea level, sufficient to build
circles that the transportation of
opposed to previous events which
tankers of inconceivable 600,000 tdw.
crude oil, that indispensable
had rather been transport crises. The
Had the shipyard built seven such
commodity, was firmly controlled by
idea was to prop up prices by
giants it would have recovered the
foreign shipowners and industrial
curtailing crude oil production. With
investment for the dock. The yard
concerns. Tankers under the German
oil prices high, other oilfields outside
had booked orders for such ultra-
flag, by virtue of their size and
the Middle East crisis area became
large tankers, but none was finally
capacities, shrank into insignificance
viable propositions, including expen-
to be built.
in this context. The Bonn
sive offshore activities. Great Britain
government decided to grant
and Norway emerged as competitors
From the second half of the sixties
shipbuilding subsidies of 15 % to
of the Arabian sheikhdoms.
onwards, and particularly during the
domestic yards for the construction
No supertankers were required to
last quarter of 1972 tanker owners
of large tankers for German owners.
carry crude oil from North Sea
inundated shipyards with orders for
This encouraged several German
oilfields, and as in the United States,
ever larger ships. Yards booked
shipowners to place orders for large
pipelines replaced sea-borne
orders for 112 supertankers during
tankers, including Hapag-Lloyd AG
transportation, if only partly.
the last three months of 1972;
(a result of the merger of Hamburg-
Users of petroleum fuels became
one quarter thereof went to German
Amerikanische Packetfahrt AG
cost and consumption conscious,
builders. A.G. ‘Weser’ of Bremen
and Norddeutscher Lloyd in 1970),
and exploitation of alternative sources
alone contracted the construction of
John T. Essberger, the VEBA and the
of energy gathered momentum.
six 380,000 tonners. Experts were at
Gelsenberg concerns, and Poseidon-
a loss to explain the sudden rush.
Reederei. In 1973 Egon Oldendorff
German owners had no part in the
decided to have two turbine tankers
of 240,000 tdw each built which
131
Tankers NIEDERSACHSEN (foreground) and SCHLESWIG-HOLSTEIN at the builders’ yard in Kiel
132
Those were the makings of the
Gerhard Stoltenberg, sports a funnel
next spring. When Oldendorff tried to
tanker catastrophe. The trickle of
mark showing a white T in a blue
cancel the order for his first tanker,
crude oil emanating from the Persian
band. The reason is that a new
the HDW shipyard had a capacity
Gulf gave employment to only a
owning company, Trave-Schiffahrts-
utilization problem. ‘The yard would
fraction of the existing tanker fleet.
gesellschaft mbH & Co. KG of Lübeck,
have had a production gap’ said
Freight rates dropped to abysmal
had been founded for the two largest
Oldendorff. Arbitration proceedings
depths, and tanker newbuildings
ships yet in Lübeck shipping history.
were suspended and an agreement
frequently performed just one
Egon Oldendorff is the managing
finally reached. According to Egon
voyage, from the builders’ yard into
owner and has shares in the
Oldendorff: ‘In agreements of that
lay up, to await better days. Even
company. The tanker will never be
kind neither party escapes
though better days did in fact come
within eyesight of its home port.
unscathed...’.“
and more, and cheaper, oil was being
Drawing 20.6m of water and at
shipped as OPEC members violated
325.5 m loa and 49 m width the
According to the shipyard it was too
self-imposed restrictions, the
vessel is not even the largest tanker of
late to convert the order from tankers
fervently wished-for tanker boom
them all. She could transit the Suez
to bulk carriers since all preparatory
never repeated itself. Egon
Canal in ballast condition.
work had been completed, material
and engines had been ordered, and
Oldendorff vainly tried to put on
emergency brakes through either
When in 1972, long before the oil
actual construction work had
cancelling the newbuilding orders or
shock, the Federal Government and
commenced. Prior to the oil crisis the
switching to other types of vessels.
numerous banks demanded stronger
yard had ten oil tankers and two gas
In a lengthy article in the Lübecker
German participation in the carriage
tankers in its order book. Also, the
Nachrichten daily, Konrad Böttcher
of imported crude oil, this country
quoted prices for the bulk carriers
wrote:
did not have adequate building
were less than attractive. The Bonn
facilities for ships of that size. They
government assisted Oldendorff by
„Tanker newbuilding SCHLESWIG-
are in place now. ‘We got it wrong,
adding a 7.5 % investment grant to
HOLSTEIN, christened at Kiel on
all of us’, says Egon Oldendorff today.
the shipbuilding subsidy. To comply
12 December 1975 by Mrs Margot
Hapag-Lloyd managed to convert the
with the conditions attached thereto
Stoltenberg, wife of the then
order for one of their tankers into six
Egon Oldendorff transferred both
Schleswig-Holstein prime minister
multipurpose freighters. The other
380,000 tdw tanker will be delivered
133
owner of the tankers now only
considers it fit that government
should do something to find
employment for the ships it had
wanted in the first place and
subsidized the building of, even
though the market is in the doldrums.
German tanker owners are currently
negotiating with the federal ministry
of transport.
Oldendorff reckons that to put the
tankers into lay-up in the Geltinger
Bucht (near Flensburg, where up to
nine large German tankers idled),
which the Lübeck newbuildings can
hardly escape considering the glut of
tankers, will cost him 4,336 Deutschmark per ship per day, perhaps
Turbine tanker NIEDERSACHSEN
slightly less if the Trave tankers were
tankers to the newly founded ‘Trave’
„Germany’s most important private
Schiffahrtsgesellschaft. Thus the
shipowner had long had the idea of
funnel for the first tanker, the
having tankers, and when the
Pure tanker owners like the
SCHLESWIG-HOLSTEIN, which for months
German tanker building programme
Norwegians have been much harder
sat on the shipyard premises wearing
came, he took action. As Egon
hit than Egon Oldendorff who has
the traditional EO livery constitutes a
Oldendorff says, ‘Government at that
many dry cargo ships trading
bit of shipping history. The tanker
time had reserved its right to deploy
worldwide. Oldendorff is convinced
was commissioned with a funnel
those ships at its discretion in times
that no German tanker owner will go
showing a different mark, a white T
of emergencies’. Consequently the
bankrupt.“ (He was right.)
in a blue band.
134
to lie in a trot.
„However, the Trave giants will soon
colleagues, is known for not normally
the basis of no more than 50 % of the
be under way, if only not to let the
asking for state aid.
ex-yard price. Therefore, very few
owners sold their tonnage, most of
builders’ guaranty become time
them harbouring hopes for the better.
barred. But on the other hand, the
Oldendorff says that the Arabs have
Kiel shipyard might be persuaded to
bought numerous tanker
add to the guaranty period the time
newbuildings, and are still buying.
No employment was found for the
the ships spend in lay-up. Oldendorff
He thinks that Bonn should sanction
SCHLESWIG-HOLSTEIN that would have
draws attention to the WILHELMINE
the sale of his 240,000 tonners
cost the owner less than lay-up, and
ESSBERGER, another of the troubled
financed with long-term government
thus the grey-and-red giant made for
Bonn-inspired tankers which
loans. But of course, that would be
near-by Geltinger Bucht on 3 February
delivered into a one-year time-
tantamount to government admitting
1976 where she was laid up. The
charter with Mobil Oil of New York.
to the world that its tanker building
ship proceeded to Bahrain at the end
He further thinks that consumers
programme had been a complete
of August. Oldendorff obtained
would not be any worse off if the new
failure.“
permission in 1978 to flag-out the
vessel to Panama in a bid to reduce
German tankers were to operate.
Geltinger Bucht could be cleared of
Government did not oblige. Tanker
running costs. In between two
laid-up ships if only ten percent of
buyers in those days would look at
voyages the ship was frequently
German crude imports were to be
nothing but extraordinary bargains,
forced to idle for prolonged periods,
carried by the tankers built under the
not exactly a fitting description
and on 9 September 1981 she was
government-initiated building
of tankers ordered during the
again laid up, at this time in Dubai,
programme. Onehundred percent
newbuilding boom. Even if Bonn
so as to minimize the positioning
of Spanish crude imports have to be
had lifted the commitment to fly
voyage.
carried by Spanish-flag tankers.
the German flag for a certain period
A full fifty percent of all French
which was part of the terms of
Sistership NIEDERSACHSEN met with a
imports of crude oil have been
the government loans, and if on top
similar fate. Both ships were sold to
reserved for that EC neighbour’s flag.
the owner would have sacrificed his
foreign buyers after seven years of
‘In shipping a great deal depends on
own investment, the then market
which they had spent more than half
politics’, says Egon Oldendorff who,
price would still have been consi-
idling in lay-up.
in contrast to many of his shipowning
derably lower. Actual sales concluded
during that time were made on
135
its membership fees to changed
circumstances. Fees had traditionally
been calculated on the basis of each
member’s total GRT which resulted
in owners of large bulk carriers
and supertankers paying many times
over the fees due from owners of
smaller tramp vessels. Yet, the latter
had equal voting rights even though
their problems differred materially
from those of the owners of larger
units. With no alteration in sight,
Egon Oldendorff left the association,
simultaneously with Emden shipowner Hans Heinrich Schulte who
also owned large bulk carriers. As
customary at that time whenever
shipping matters were concerned the
press misinterpreted the move and
tt NIEDERSACHSEN on her trial trip. Note incomplete painting of weatherdeck
suspected quarrels over collective
The tanker adventure had cost the
his shipping know-how. He never
bargaining agreements as the reason.
owner a fortune but he survived
considered again to look at govern-
The German Shipowners’ Association
without outside assistance.
mental shipping programmes of
and the trade unions negotiated such
All loans had been redeemed by
whatever nature, nor would he be
agreements which were binding on
1981, five years after commissioning
lured by subsidies. This was the time
all members of the association and
of the ships, thanks to revenues of
he left the German Shipowners’
which even the majority of non-
the rest of the fleet. From that time
Association, having been a member
members would normally abide by.
onwards Egon Oldendorff solely
of many years and having taken
relied on his common sense and
active part in several of its committees.
The association had failed to adjust
136
tt SCHLESWIG-HOLSTEIN during trials.
88) SCHLESWIG-HOLSTEIN –
1976-1983
DJZN – turbine tankship
121,542 GRT/239,800 tdw –
287,037 cubic metres
two steamturbines, 32,000 HP/
23,538 kW, made by Kraftwerks
Union AG, 15.5 knots
19.9.1975 launched. 2.2.1976
completed by HowaldtswerkeDeutsche Werft AG, Kiel (No. 77)
as SCHLESWIG-HOLSTEIN for Trave
Schiffahrts GmbH & Co KG.,
Lübeck (DEU), Egon Oldendorff
Co., as bareboat charterers,
Panamanian (PAN) flag. 5.9.1981
laid up off Dubai. March 1983 left
Fujairah Roads. 8.2.1983 re-flagged
to Germany (DEU). 17.2.1983 sold
to C. Y. Tung Interocean Petroleum
Carriers Inc., Monrovia (LBR),
Island Navigation Corporation
(Ship Management) Ltd. appointed
as managing owners, renamed
ENERGY RENOWN. 26.5.1983 arrived
at Semangka Bay for service as a
storage tanker up to March 1990.
1987 managers Island Navigation
Co. International Ltd.. 1989 sold
to Great Dolphin Shipping Inc.,
Monrovia (LBR), managers as
before. 1991 renamed NEW
RENOWN. 11.2.1993 arrived
at Semangka Bay, for service
as storage vessel. End of 1995
still there.
137
89) NIEDERSACHSEN – 1976-1983
DKNM – turbine tankship
121,452 GRT/239,800 tdw –
287,035 cubic metres
two steam turbines, 32,000 HP/
23,872 kW, made by Kraftwerks
Union AG, 15.75 knots
tt NIEDERSACHSEN
Loaded to her marks at Rotterdam
138
12.12.1975 launched. 31.3.1976
completed by HowaldtswerkeDeutsche Werft AG, Kiel (No. 78)
as NIEDERSACHSEN for Trave Schifffahrts GmbH. & Co. KG., Lübeck
(DEU), Egon Oldendorff, Lübeck,
appointed as manager. May 1977
until October 1978 laid up at
Geltinger Bucht. 27. 10.1978
sailed Rotterdam. 2.1.1979
1979 transferred to Holsatia
Shipping Co., Panama (PAN) as
bareboat charterers until 1981.
9.2.1983 laid up off Dubai and reflagged to Germany. 25.3.1983 off
Bahrain. 9.2.1983 sold to E. G. E.
Embiricos / Ninemia Maritime Co.
SA., Piraeus (GRC), renamed
NINEMIA. 15.12.1984 when on
a voyage to Kharg Island in
ballast hit by an Iraqui rocket in
position 27.50 N / 50.54 E about
80 miles west of Kangan, causing
a fire on board, water inrush,
crew abandoned the ship.
20.12.1984 arrived at Dubai in
tow. Repairs found not to be
economical. Sold to Smit Tak
International Ocean Towage
& Salvage Co., Rotterdam (DU),
renamed MIA. Left Dubai
11.2.1985 in tow for Kaohsiung,
where arrived 22.3.1985 in tow
of SMIT NEW YORK. 11.5.1985
demolition commenced Shyeh
Sheng Huat Steel & Iron Works
Co. Ltd., Kaohsiung.
shipyard Austin & Pickersgill
United Kingdom. The shipyards of
performed very satisfactorily in
S.P.Austin & Sons Ltd., founded in
worldwide tramping. Bremer Vulkan-
1826, and of William Pickersgill &
built multi-purpose freighters and
Sons Ltd. merged in 1954 to become
Seebeck Type 36L vessels were better
Austin & Pickersgill Ltd. and in 1968
suited for liner trading, being some-
amalgamated with Bartram & Sons
what too sophisticated for pure tramp
Ltd., a shipyard founded in 1838. An
operations.
extensive renovation programme
commenced in 1954 enabled the yard
Solid business relations developed
to construct ships of up to 40,000
between Oldendorff and the British
tdw. The yard was taken over in 1957
shipbuilders who by completing
by a consortium under the leadership
altogether nine standardized
of Greek-British tanker owners, Lon-
freighters for Egon Oldendorff had
don & Overseas Freighters Ltd.
delivered the largest British-built
(LOFs) which in 1970 became sole
series to any one German owner
proprietors. Thanks to the initiative
since the end of World War I, a
of Greek shipowners Basil Mavroleon
statistical item worth recording in the
and George Papalios, ASP designed
book of shipping history. The British
the SD14 type of Liberty replacement
shipbuilding industry, world leaders
freighter officially named ‘Shelter
in pre-WW I times, had then built
Deck 14,000 tons deadweight’ and
For the first time in his company’s
rather many ships for German
made it a tremendous success. The
post-war history Egon Oldendorff,
account but from the 1920s onwards
lead ship of the series cost £ Stg
for a period of three years, did not
the majority of German orders went
900,000, considerably less than tramp
commission a newbuilding because
to domestic yards.
ships of comparable size offered by
◆
Sunderland-Built
15,000 tdw
Tweendeckers
◆
competing shipyards. Spartan equip-
funds were tied up in the large
tankers. The six SD14 type highly
Sunderland at the mouth of River
versatile multi purpose ships
Wear has a long shipbuilding history
delivered in the early 70s by British
and in 1819 saw the highest
ment was the secret. The standard
concentration of shipyards in the
139
SD14 freighter GLOBE TRADER at Bridgetown/Barbados on 6.4.1993
140
(Photograph: Eilhart Buttkus)
type had neither mast houses nor
cargo battens nor shifting boards.
One would search in vain for
teakwood doors or hand rails in
companionways. The SD14 became
the only Liberty replacement to
emulate its forerunner’s austerity to
the hilt and assumed its role as a
successful workhorse of the seas.
The orderbook filled rapidly.
Initially trampship owners had to
accept delivery times of up to three
years despite an output of one ship
per month. Austin & Pickersgill
exclusively produced SD14s for more
mv GLOBE TRADER
(FotoFlite)
than a decade for a total number of
130 units, a record unbroken to this
The majority opted for the 10-ton
modifications took place. For
day. More than an additional 70 ships
version plus additional heavy-lift
example, the bridge of the later units
of the same type were built under
derricks. Egon Oldendorff had the
was given a facelift, but by and large
licence in Greece, the Argentine and
lead ship fitted with one each 60-ton
the outward appearance remained as
in Brazil.
and 30-ton derrick, and the next
originally designed with
three to follow received one 100-ton
superstructure and engineroom
Austin & Pickersgill, just like the
derrick in lieu of the 60-tonner.
between holds Nos. 4 and 5, and a
builders of other replacement type
Most owners accepted the builders’
slanting bow without a bulb. Only
ships, offered optional equipment at
suggestion and installed the ‘5RND68’
Brazil-built SD14s had a tweendeck
extra cost, and many owners made
type slow-running Sulzer diesel
in No. 5 hold. Modified freeboard
use of that facility, preferably by
engine, licence-manufactured by
regulations increased deadweight
ordering heavier cargo handling gear
many suppliers including Hawthorn,
capacity to about 15,000 tonnes
exceeding the basic 5-ton derricks.
Leslie & Co. Ltd. and G.Clark N.E.M. Ltd.
without affecting the basic design.
of Wallsend. As time went on certain
141
SD14 type GOOD FAITH with a deck cargo of construction material, wearing the Rhenania Shipping Corporation funnel mark
90) GOOD FAITH – 1979 – D5SM –
cargo motorship ‘SD 14’ type –
fulldecker
9187 GRT/15,060 tdw –
1 derrick of 100 t, 1 derrick of 30 t
142
to main deck
4-cyl. diesel engine, 5588 kW,
made by G. Clark & N. E. M. Ltd.,
Sunderland, under licence of
Sulzer, 15 knots
26.6.1979 launched for Westfalia
Shipping Corp., Singapore.
(No. 1394), as GOOD FAITH for
Rhenania Shipping Corp.
(Liberia), Monrovia (LBR), Egon
(FotoFlite)
Oldendorff, Lübeck, appointed
as managers. 1994 transferred
to Halfmoon Shipping Corp.,
Monrovia (LBR). 1996 still
trading.
SD14 type FUTURE HOPE on the Nieuwe Waterweg. Funnel mark: Holsatia Shipping Corporation
91) FUTURE HOPE – 1979-1993
D5SN – cargo motorship
9187 GRT/15,060 tdw – 21,324
cubic metres grain – 170 TEU –
1 derrick of 30 t
to main deck
G. Clark & N. E. M. Ltd. under
21.6.1979 launched for Westfalia
Shipping Corp., Singapore. 20.11.
1979 completed by Austin &
Pickersgill Ltd., Sunderland (No.
1395) as FUTURE HOPE for Rhenania
1982 transferred to Holsatia Shipping Co., Monrovia. January 1993
transferred to Crossdale Investment
Inc., Limassol (CYP), mgr. Reederei ‘NORD’ Klaus E. Oldendorff
Ltd., Limassol, to be renamed (but
never was). 26.1.1993 whilst on
voyage from Dalian to Tomakomai
in ballast one mile off Tomakomai/
West Breakwater Light beached and
declared a total constructive loss.
Leaking water in Nos. 2 and 4 holds.
15.3.1993 sold to Fukada Kaji
K. K., Monrovia (LBR), ‘as is’, to
be (but never was) renamed
NORD HOPE. 24.5. refloated by
her owner. Left Tomakomai
4.7.1993 in tow for Shanghai
to be broken up.
143
92) GLOBE TRADER – 1980 –
D5SO – cargo motorship
9187 GRT/15,060 tdw – 21,324
cubic metres grain – 170 TEU –
1 derrick of 30 t
to main deck
Clark Hawthorn Ltd., Wallsend,
18.9.1979 launched. 19.1.1980
completed by Austin & Pickersgill
Ltd., Sunderland (No. 1396)
as GLOBE TRADER for Holsatia
Shipping Corp., Monrovia (LBR).
Shipping Co., Monrovia. 1996
still trading.
mv GLOBE TRADER living up to the reputation of SD14s as workhorses of the seven seas
144
(FotoFlite)
Boat drill on board the same ship
newbuildings not to be registered at
was not the salient point since no
Lübeck and not to fly the German
employer would get away with an
flag. Other Oldendorff ships already
‘age discount’ applied to wages.
had foreign flags, such as the
What really counted was the
CATHARINA OLDENDORFF (8,841 GRT/
manning scale. Ships built in the 50s
1956), flagged out to Liberia on 15
when costs played a less important
June 1971 as the first German ship
role and when seafarers queued for
after the second world war. To a
jobs would be comparatively
limited extent flagging out took place
generously manned. As wages and
during the world economic crisis,
employee benefit costs increased
mainly to countries such as Panama,
from about 1965 onwards, for a 5,000
Honduras, Liberia and Finland. When
tdw freighter to have a crew of 32, or
flagging out still was a new pheno-
25 or even less did make all the
menon shipowners would be unfairly
difference. Even when manning
criticised by the media, with comments
scales were marginally relaxed
occasionally bordering on slander
permitting a reduction by, say, one
and at times they saw themselves
messboy or unskilled engineroom
attacked as traitors. Only specialist
worker the annual savings did not
publications presented an objective
amount to very much. As the
picture. The general public remained
Hamburger Abendblatt daily wrote
largely unaware of the real reasons.
on 23 April 1971: „A German
The two ‘Trave’ Schiffahrtsgesell-
Those were twofold: rigid statutory
shipping company has demonstrated
schaft tankers were not given family
manning scales and the level of sea-
the relative importance of wages in
names. The three new SD14
farers’ wages, meanwhile among the
profitability calculations against the
freighters registered for Liberia-based
highest in the world. As from the late
background of foreign competition,
Oldendorff subsidiary Westfalia
60s, vintage German-flag ships found
based on the actuals of a German
Shipping Corporation were named
it increasingly difficult to compete
11,000 tdw freighter. That German
the GOOD FAITH, FUTURE HOPE and
with ships under flags of convenience.
flag ship with a crew of 40 has a
GLOBE TRADER and were the first
The age of a vessel had no bearing
daily wage bill of DM 3,300,
on the wage level, but perhaps this
compared with daily wages of DM
◆
New Names,
New Flags
◆
145
1,850 for the same ship registered
engineers would as a rule be kept on
benefiting from improved proficiency
in Greece or in Liberia.“
board but ratings would be recruited
levels. When Travemünde
from abroad, with Oldendorff
discontinued the courses after 1989
Some relief came in the form of
attaching great importance to high
an alternative was found at Bremen
automation built into newbuildings.
standards of training.
where the local nautical college
maintained the training sailship
Automatically monitored and
maintained propelling machinery
Egon Oldendorff began gradually
DEUTSCHLAND since 1952. From No-
could do with one certificated
to flag out older ships with a
vember 1992 EO seafarers were put
engineer less and considerably fewer
preference for Liberia, Singapore
through special courses laid on three
greasers and motormen. Fully
and Panama. Irrespective of flag
times per annum for Oldendorff staff.
automated cargo handling gear and
Oldendorff ships, which had
The company absorbed travelling
mechanical or automatic hatch covers
meanwhile changed their hull
expenses, board and lodging and
helped to reduce deck crew, but
painting into grey, maintained their
paid basic wages for the duration of
such savings were restricted to
traditional standards of safety and
the course. Subjects tought in week
newbuildings so equipped. Older
service. With this overriding principle
one included metal working
ships with conventional gear and
in mind, crews would be reduced
techniques such as sawing, filing,
wooden hatch covers simply could
wherever possible. Well-trained
boring, turning and welding, weeks
not economically be retrofitted with
officers, engineers and ratings could
two and three would be devoted to
labour-saving equipment.
be found in many seafaring nations.
boat and fire drills.
Not only did the crewing department
Reflagged ships would show a new
meticulously stick to quality,
Certain ships were transferred to a
home port and fly a different flag. It
a great deal of attention was also
number of Monrovia-based companies,
became fairly standard practice for
devoted to training. Therefore,
as follows: HELGA OLDENDORFF, REGINA
such ships to be bareboat-chartered
Egon Oldendorff from 1985 onwards
OLDENDORFF and Singapore-flag single-
to subsidiaries in countries like Pana-
actively supported metal-working
deckers ERNA OLDENDORFF as well as
ma for periods not exceeding two
courses at the Travemünde school
BIRTE OLDENDORFF went to Holsatia
years whilst the owners would retain
of navigation, attended by some 100
Shipping Corporation. Westfalia
the right to fly the German flag.
EO ratings and petty officers. The
Shipping Corporation now owned the
German masters, senior officers and
measure had proved to be a full
CATHARINA OLDENDORFF. BIRTE OLDEN-
success with students and owners
146
DORFF,
KLAUS OLDENDORFF, DIETRICH
the Singapore flag). The Lübeck
shipbuilding subsidies. No longer
OLDENDORFF and HANS OLDENDORFF
company now acted as agents for the
did he use the national shipowners’
(Singapore flag) came under Rhenania
above companies.
association as a forum. All EO new-
Shipping Corporation. Finally, Wursata
buildings that followed were delivered
Shipping Corporation became owners
Egon Oldendorff responded to inter-
from foreign shipyards and flew
of the HINRICH OLDENDORFF, EIBE
national competition with internatio-
other flags than that of Germany.
OLDENDORFF, HENNING OLDENDORFF,
nal flags, ordering ships where prices
For an interim period ships of the
CHRISTOFFER OLDENDORFF and CHRISTIANE
looked attractive and did not participate
Wursata and Holsatia fleets had
OLDENDORFF (the latter, like all other
in the newbuilding boom on German
funnel marks of their own modelled
Nobiskrug-built singledeckers, flying
shipyards fanned by government
on those of the parent company.
mv CHRISTIANE OLDENDORFF in Savona/Italy in June 1978.
Having sold all four 4,400 tdw ships in 1979/80 Egon Oldendorff withdrew from shortsea shipping
(Photograph: Raymund Oberhem)
147
Bulk carrier BALTIC MERMAID at Copenhagen. Note her famous namesake in the foreground.
148
◆
Change
of GenerationsAshore
and Afloat
◆
ordered a sistership for account of
The founder of the company did not
Rhenania Shipping Corporation,
live to witness the commissioning of
commissioned in October 1984 as the
the Panamax bulk carriers. He died
MARINE RANGER. At the same time,
on 9 May 1984, at the age of 84
Oldendorff took over the new-
years. Starting young he had
building contract for a third sistership
converted a small shipping company
originally ordered by troubled
to a medium-sized tramp shipping
Wheelock Marden company, delivered
operation. He had lost most of his
on 30 June 1984 as the BALTIC MERMAID.
fleet and rebuilt it after the second
As the only vessel of this trio she is
world war, and had renewed it
container fitted with an intake of
entirely from the mid-sixties.
1,000 TEU subject to the necessary
His eldest son Klaus had decided
lashing etc. equipment being on
to start his own shipping business.
board. The ships’ lines made possible
A qualified successor was there,
the extraordinary low bunker
the founder’s son Henning who had
consumption of about 37 tonnes of
undergone comprehensive training
heavy fuel per day at a speed of
and had also adopted a considerable
nearly 15 knots laden and 16 knots
deal of his father’s philosophy.
in ballast which gave the three
Danish-built ships an economical
The next couple of newbuildings
edge over identically-sized rivals.
were already under construction and
Wursata Shipping Corporation in
On her maiden voyage the MARINE
had in fact been launched at Dalian
1982 acquired a Panamax bulk carrier
RANGER sailed to Damman in Saudi
Shipyard in China by the time the
completed little earlier by Burmeister
Arabia and then continued to
building contracts for the geared
& Wain of Copenhagen for Liberian
Mormugao in India to load a cargo of
28,000 tdw bulk carriers were signed.
Interests and named her SEA SCOUT.
ore for Barcelona. Having disposed
Originally ordered by Hong Kong
One year later Egon Oldendorff
of its two supertankers in 1983, the
shipowner Y.K.Pao and somewhat
Oldendorff fleet again expanded by
annually adding new ships.
149
later transferred to Wheelock Marden
lowest ever paid for newbuildings of
and flexibility) in close cooperation
of Hong Kong, the ships were
a similar description before or after
with Austin & Pickersgill. Oldendorff
commissioned as the RIXTA OLDEN-
this deal. In the same year a third
had discovered a gap in the market
sistership built two years before was
created not only by a preponderance
registered in Hong Kong for newly-
acquired and re-named HELENA
of fast containership newbuildings in
founded Egon Oldendorff (Hong
OLDENDORFF (2).
preference to large tweendeckers but
DORFF
(2) and REGINA OLDENDORFF (2),
Kong) Ltd. Hit by deteriorating
also by scrapping of ageing vessels.
freight rates, Wheelock Marden found
The following newbuilding orders
The EcoFlex type replaced traditional
it impossible to honour the contracts
went to Sunderland. Egon Oldendorff
liner vessels required in many trades
which forced the builders to sell the
had developed this new type of
to carry conventional generals as also
ships at a rock-bottom price, the
vessel called EcoFlex (for economy
semi-bulk cargoes, hazardous goods,
steel products, pipes and tubes,
construction material, machinery,
forest products, as well as bagged
and palletised goods. Many of those
commodities are not suitable for
containerization. Henning Oldendorff
sensed the trend towards ships of
about 23,000 tdw with a good
container intake, fully fitted to carry
conventional generals and bulk
cargoes and adequately geared.
Success proved him right. One
decisive element was a very attractive
price reduced further by contractual
penalties paid by the shipyard for
late deliveries. Actual building costs
amounted to two times the contract
The graceful lines of the foreship of BALTIC MERMAID, photographed in January 1990 by
Second Engineer Damir Maric on board meeting company ship, MARINE RANGER
150
price. Gerd-Dietrich Schneider
devoted the lead article of his
shipping page in the Nordsee-Zeitung
type 4L70MCE licence-manufactured
14,131 NRT. Total displacement
daily to the EcoFlex type:
by Clark Kincaid of Greenock, rated
is about 30,800 tonnes. At 7.92 m
„Egon Oldendorff (Hong Kong) Ltd.
at 9,700 HP/95 rpm or 8,784 HP/92
St. Lawrence draft the ship has
have recently commissioned the first
rpm for a service speed of 17/16.5
a deadweight capacity of 16,806
of two multi-purpose freighters, the
knots consuming about 25.5 tonnes
tonnes, and 6,700 tonnes on a
DIETRICH OLDENDORFF (5), registered at
of heavy fuel or no more than
ballast draft of 4.8 m.
Gibraltar and flying the British flag.
11 tonnes at a speed of 11 knots.
The vessel had been ordered, together
A 750 kW Siemens generator is
The 24 crew are accommodated
with sistership JOHANNA OLDENDORFF (3)
coupled to the forward end of the
in single cabins. There are double
due for delivery in mid-1987, from
main engine. The ship also has four
cabins for the owners, for pilots and
state-owned British Shipbuilders’
auxiliary diesel engines. Bunker
for the supercargo, plus accommo-
Sunderland-based North East
capacity of 1,200 tonnes gives
dation for six Suez Canal crew. An
Shipbuilders Ltd. and had been
cruising ranges of 18,500 or 28,000
open-air swimming pool has been
constructed by the Southwick
nautical miles at 16 or 11 knots,
fitted. All GRP lifeboats have been
shipyard (Austin & Pickersgill). When
respectively. Ballast water capacity
supplied by Robert Hatecke GmbH
Blohm + Voss had completed finishing
is 6,100 tonnes.
& Co.KG of Stade. Extensive naviga-
work for account of the original
tional equipment includes, i.a., a
builders the ship delivered into a
Main dimensions are 187.4/178m
satellite navigator and ditto commu-
five-months timecharter with Shipping
length, 23m width, 13.5m moulded
nication, two radar sets, one gyro
Corporation of India Ltd. of Bombay
depth to weatherdeck, resp. 8.7m to
compass with auto pilot, Loran and
for two round voyages from the
tweendeck and 16.2m to poop deck.
weather chart recorder. A universal
Continent/UK to India and v.v. Both
DIETRICH OLDENDORFF has been
computer and a trim indicator serve
newbuildings have been named and
measured at 15,987.9 GRT /
to monitor cargo operations.“
were launched on 3 November 1986.
11,410.9 NRT. Her carrying capacity
They have a bulbous bow, and their
is 23,186 tdwat at 9.5m draft and
main engine consists of a MAN / B&W
about 15,600 tonnes at 7.4 m container
two-stroke supercharged diesel engine
draft. Panama Canal measurement
amounts to 17,591 GRT / 14,351 NRT,
Suez Canal figures are 17,436.6 GRT /
151
ECOFLEX freighter DIETRICH OLDENDORFF at the Felixstowe container terminal
152
(FotoFlite)
Bulk carrier SEA SCOUT
93) SEA SCOUT – 1982-1993 –
ELBN8 – cargo motorship –
33,343 GRT/1990: 35,694 GT/
63,990 tdw – 78,730 cubic metres
grain – 8 passengers
beam on frames, 18 m depth
(Skyfotos)
the builders, 14.8 knots
October 1981 launched. November
1981 completed by Burmeister &
Wain Skibsvaerft A/S, Copenhagen
(No. 885) as KAREN T for Phillip
Bros. / Karen T Shipping Co.,
Monrovia (LBR), Wallem Shipmanagement Ltd. appointed as
managers. 1982 sold to Wursata
Shipping Corporation, Monrovia
(LBR), renamed SEA SCOUT. 1990
new measurement: 35,694 GT.
End 1992 transferred to Crossdale
Investment Inc., Limassol (CYP),
mgr. Reederei ‘NORD’ Klaus E.
Oldendorff Ltd., Limassol, renamed NORDSCOUT. 1993 sold
to Nordscout Shipping Co.,
Limassol (CYP), managers as
before. 1996 still trading.
153
94) BALTIC MERMAID – 1984 –
3FXX2 – cargo motorship –
35,319 GT/64,145 tdw –
1000 TEU – 10 passengers
beam on frames, 18 m depth to
maindeck
one diesel engine, 9268 kW,
made by the builders, 14.8 knots
May 1984 launched for Cape
Blanco Shipping Co., Panama.
30.6.1984 completed by Burmeister
& Wain Skibsvaerft A/S. Copenhagen (No. 912) as BALTIC MERMAID
for Partenreederei MS ‘Baltic
Mermaid’, Panama (PAN), Egon
Oldendorff appointed as manager.
1991 transferred to Egon Oldendorff (Liberia), Monrovia (LBR).
1996 still trading.
Bulk carrier BALTIC MERMAID
154
Captain Peter Fengler and
Chief Engineer Siegfried
Hanselmann at the handingover ceremony, visibly pleased
with their new ship
BALTIC MERMAID. Note the elegant hull form and container fittings on hatch covers.
155
95) MARINE RANGER – 1984 –
ELDT6 – cargo motorship –
35,886 GT/63,940 tdw – 78,790
maindeck
the builders, 14.8 knots
10.4.1984 launched. 8.10.1984
completed by Burmeister & Wain
Skibsvaerft A/S, Copenhagen
(No. 913) as MARINE RANGER
for Halfmoon Shipping Corporation, Monrovia (LBR).
1996 still trading.
96) + 97) see pages 158/159.
Bulk carrier MARINE RANGER, fresh from the builders’ yard with Rhenania’s funnelmark
Approaching the port of Rotterdam.
156
mv HELENA OLDENDORFF loading steel products at Antwerp
98) HELENA OLDENDORFF (2) – 19843FLS2 (8118815) – cargo
motorship – geared bulkcarrier
18,469 GT/28,354 tdw –
39,245 cubic metres grain
maindeck
Hudong Shipyard, Shanghai,
under licence of B&W, 14.5 knots
(Photograph: Guido Coolens)
10.9. 1983 launched. February
1984 completed by Jiangnan
Shipyard, Shanghai (No. 2140) as
NOBLE RIVER for Bardolf Shipping
Inc., Panama (PAN), Hongkong
Shipping Agencies appointed as
managers. 1986 sold to Parten-
reederei MS ‘Helena Oldendorff’,
Panama (PAN), Egon Oldendorff
(Hong Kong) Ltd., appointed as
managers, renamed HELENA
OLDENDORFF. 1996 still trading.
157
Multi-purpose freighter RIXTA OLDENDORFF (2)
96) RIXTA OLDENDORFF (2) – 1986VGPA – cargo motorship –
geared bulkcarrier
18,121 GT/28,031 tdw –
195 m length over all, 23 m
to maindeck
the builders under licence of B &
W, 14.5 knots
(photograph: J. Krayenbosch)
27.7.1983 launched as MANILA
SPIRIT for World Wide Shipping
Agency Ltd. in Hongkong,
Monrovia (LBR), thereafter
transferred to Wheelock Marine
Services Ltd., Ltd. Hongkong.
14.5.1986 completed by Dalian
Shipyard, Dalian (No. B270/7) as
RIXTA OLDENDORFF for Egon
Oldendorff (Hong Kong) Ltd.,
Hong Kong (GBR). 1991 (HGK).
1996 still trading.
RIXTA OLDENDORFF (2) and sistership REGINA OLDENDORFF (2) delivered by
Dalian Shipyard China inside ten days in May 1986.
158
REGINA OLDENDORFF
97) REGINA OLDENDORFF (2) – 1986VPGB – cargo motorship –
geared bulkcarrier
18,121 GT/28,031 tdw – 39,400
cubic metres grain
195 m length over all, 23 m beam
on frames, 14.3 m depth to
maindeck
diesel engine, 7870 kW, made
by the builders under licence
of B & W, 14.5 knots
7.11.1983 launched as ST. CROIX
for World Wide Shipping Agency
Ltd., Hongkong, Monrovia. Later
transferred to Wheelock Marine
Services Ltd., Monrovia (LBR).
24.5.1986 completed by Dalian
Shipyard, Dalian (No. B270/8) as
REGINA OLDENDORFF for Egon
Hong Kong (GBR). 1991 (HGK).
1996 still trading.
The sisterships at the building yard.
159
ECOFLEX-freighter DIETRICH OLDENDORFF (5)
(Photograph Rudi Kleijn)
Entering the port of Busan as the T. A. EXPLORER
99) DIETRICH OLDENDORFF (5) – 1987ZDAZ6 (8503034) – cargo motorship – multi-purpose carrier
17,101 GT/22,800 tdw – 31,447
cubicmetres grain – 1000 TEU
160
maindeck
Clark Kincaid Ltd., Greenock, under
licence of MAN/B&W, 17 knots
(Photograph: Raymund Oberhem)
26.3.1986 launched. February
1987 completed by North East
Shipbuilders Ltd., Sunderland,
(No. 1431) as DIETRICH OLDENDORFF
for Egon Oldendorff KG., Gibraltar
(GBR). 1989 transferred to Egon
Hong Kong (GBR), renamed
T. A. EXPLORER. 1991 (HKG). 1994
transferred to Rosewater Maritime
Inc., Monrovia (LBR). 1996 still
trading.
Egon Oldendorff’s last newbuilding from Great Britain, the JOHANNA
OLDENDORFF (2), completed on 8.7.1987 by North East Shipbuilders Ltd.
The company was created through the merger of shipyards on rivers
Tyne and Wear but could not save Northern English shipbuilding
from eventual demise.
The main engine of JOHANNA OLDENDORFF (2) was constructed at
Greenock and taken to the Sunderland shipyard by a heavy-lift freighter
161
100) JOHANNA OLDENDORFF (2) –
1987ZDBE9 – cargo motorship –
multi-purpose carrier
15,988 GT/1991: 17,101 GT/
grain – 764 TEU
maindeck
made by MAN/B&W, 15 knots
JOHANNA OLDENDORFF being fitted out at Bremerhaven
Launching of JOHANNA OLDENDORFF.
162
(Photograph: Peter Voss)
3.11.1986 launched. 8.7.1987
completed by North East
Shipbuilders Ltd., Sunderland
(No. 1432) as JOHANNA OLDENDORFF
for Egon Oldendorff KG, Gibraltar
(GBR). 1987 renamed BEGONA.
1989 renamed JOHANNA OLDENDORFF,
1989 renamed T. A. VOYAGER. 1994
transferred to Rosewater Maritime
Inc., Monrovia (LBR). 1996 still
trading.
shipyard but under pressure from
also obtained purchase options most
Brussels the UK Government, sole
of which were later exercised.
owners of British Shipbuilders, was
(Under a bareboat charter the
forced to shut down all shipbuilding
charterer hires from the owner the
activities. Having sold some older
‘bare’ ship and is liable for crewing,
units, Henning Oldendorff continued
insurance and maintenance and
expanding his fleet. Overall
repairs of ship and machinery.)
circumstances favoured this policy.
◆
Favourable
Times for
New Ships
◆
Despite massive yard closures
The next two ships to wear the EO
shipyards still had substantial but
livery joined the fleet in 1987, on the
under-utilized building capacities
basis described above, the 23,818
which depressed newbuilding prices.
tdw multi-purpose freighters THEEKAR
Financially troubled shipowners were
and AL MUHARRAQ, owned by United
forced to sell surplus tonnage at low
Arab Shipping Co. of Kuwait, built in
prices. Now it paid for Oldendorff to
Great Britain and in South Korea.
have had a long-term presence in
They were re-named the CHRISTOFFER
many sectors of the market and to
OLDENDORFF (3) and MAGDALENA
have acquired a solid reputation of
OLDENDORFF (2). Egon Oldendorff
reliable execution of voyages and
exercised the contractual purchase
thoroughly professional fulfilment of
options and re-sold the ships in 1988
contracts. Egon Oldendorff also made
and 1993.
Those were the last newbuildings for
use of the opportunity of taking ships
Oldendorff from British yards and
on bareboat charter at attractive
After a long interlude a German-built
indeed the last deepsea freighters
rates. This type of charter is based on
vessel again became part of the
completed by state-owned British
trust and reputation since as in the
Oldendorff fleet in 1988, albeit from
Shipbuilders. Henning Oldendorff
case of motor car leasing the
the then people’s own Warnowwerft
had vainly tried to acquire the South-
bareboat charterer assumes full
of Eastern Germany. Prior to being
wick shipyard (formerly Austin &
responsibility for maintenance and
delivered to Egon Oldendorff
Pickersgill) and the modern Pallion
repairs. Oldendorff, known to treat
(Liberia) Inc. of Monrovia on
bareboat tonnage as if it were owned
163
Deck cranes being fitted at the Lübeck suppliers’ plant to Warnemünde ‘Passat XL’ type multi-purpose freighter MARIA OLDENDORFF.
Egon Oldendorff took over the building contract originally signed by Yugoslav owners.
21 January 1988, MARIA OLDENDORFF (2)
bigger operation a little later. The
at Singapore. It was found that a
paid a short visit to Lübeck, the
semi-containership only performed
20,000 tonner with a container intake
headquarters of her owners, to have
one trip out to the Far East in her
of 1,100 TEU had a much better
cargo cranes installed at the out-
original configuration as the
market acceptance than the 18,000 tdw
fitting pier of Orenstein & Koppel/
lengthening by a midship section
and 930 TEU version supplied by
LMG. She was to undergo a much
of 16m had already been firmly
the builders. The latter, part of the
contracted with Jurong Shipyard Ltd.
164
GDR shipbuilding industry was not
Senator Linie, the brainchild of
including the engine rooms had
sufficiently flexible to alter the basic
former Hapag-Lloyd executive deputy
formerly been parts of very stylish
parameters of the ship during the
chairman Karl-Heinz Sager,
1968/69 Danish-built liner vessels.
construction phase, and another
commenced a fully containerized
When handed over to their new
shipyard had to be found for the
round-the-world service with
owners the ships delivered into
lengthening job. The same procedure
chartered tonnage in 1987, offering
timecharters with Tasman Asia
was repeated two years later in the
fortnightly sailings on one east-bound
Shipping Company and were
case of the BEATE OLDENDORFF. The
and one west-bound route linking
accordingly named T. A. NAVIGATOR
name, that of shipowner Henning
the world’s major trading areas.
and T. A. MARINER instead of HILLE
Oldendorff’s spouse, was a first in
Founding members of the new
OLDENDORFF (3) and IMME OLDENDORFF
the Oldendorff fleet.
venture included Bugsier-, Reederei-
(3) as per EO nomenclature. TA is
und Bergungs-GmbH., Bremer Vulkan,
the acronym prefix found on all
As part of a deal involving six
Unterweser Reederei GmbH, and
Tasman Asia Shipping Company
containerships, Egon Oldendorff
several other parties. Egon Olden-
(TASC) ships. This New Zealand
purchased, in 1988, two fully cellular
dorff bought Senator Linie shares
shipping company has since become
sisterships, built in 1985 by Hyundai
worth DM 2 million in 1988, when
one of Oldendorff’s most valued
in South Korea, each of 33,864 tdw
also Hamburg-Südamerikanische
clients. One of the largest New
and with a container intake of 1,800
Dampfschifffahrts-Gesellschaft Eggert
Zealand companies in the forestry
TEU. Originally scheduled to be
& Amsinck became shareholders in
industry, Tasman Pulp and Paper
named BIRTE OLDENDORFF (4) and TETE
Senator Linie.
Company Ltd., merged in 1981 with
OLDENDORFF (3), the vessels when
Fletcher Holdings and Challenge
delivered into a period timecharter
Kingston Maritime Co. of Monrovia in
Corporation to form Fletcher
with Senator Linie of Bremen were
1988/89 acquired two multi-purpose
Challenge Limited, the country’s
christened LONDON SENATOR and
freighters, the JYTTE SKOU and BENNY
largest public company. The style of
TOKYO SENATOR. The remaining four
SKOU which under timecharter to
the affiliated shipping company
ships went to operating companies of
Hapag-Lloyd AG had been trading as
became Tasman Asia Shipping Com-
the Bremer Vulkan conglomerate and
HAMMONIA and HOLSATIA. The major
pany in December 1988. Since then
to Dutch shipowners, Vroon N.V.
parts of the ships’ hulls had been
TASC has chartered several
with Egon Oldendorff acting as
built in 1982 by Nippon Kokan
Oldendorff ships, mostly on period
broker against a commission for
shipyard but the after bodies
165
Containership LONDON SENATOR
contracts. TASC rapidly developed
goods and dairy products, granu-
sailings per month in 1992. Egon
into an important independent liner
lated nickel from New Caledonia
Oldendorff multi-purpose freighters
operator with representatives and
and break bulk cargoes such as
are ideally suited for this particular
agents throughout the area covered.
steel, paper and timber. Southbound,
cargo mix.
The bulk of northbound cargo is
the line carries consumer goods,
generated by the line’s parent
chemicals and textiles in containers
In 1989/90 Egon Oldendorff
company and consists of
and conventional cargo such as
bareboat-chartered, for a period of
containerised newsprint and
motorcar parts, steel, machinery,
five years, two 23,476 tdw geared
cardboard. Other containerised
built-up motor vehicles and
commodities include refrigerated
construction material. Tasman Asia
had a service frequency of three
166
multi purpose freighters owned by
eventually resulted in Egon
Newcastle as the DUNEDIN for British
Hyundai Merchant Marine Co. and
Oldendorff ordering in early 1989 a
account. The ship was lengthened
renamed them HARMEN OLDENDORFF (2)
series of four attractively priced
by inserting a 26 metres section at
and CATHARINA OLDENDORFF (3).
31,000 tdw, 2,100 TEU container-
Lübecker Flenderwerke increasing her
Similar contracts were concluded
ships, in response to Senator Linie’s
deadweight capacity to 23,990 tdw and
between October 1990 and January
requirements for additional tonnage
her container capacity to 1,400 TEU.
1991 for three more Hyundai
at favourable conditions. Acting as a
The ship continued her time charter
Merchant Marine vessels, at just
broker Egon Oldendorff undertook to
with Hamburg-Süd and, therefore,
under 30,000 tdw among the largest
find buyers for three units, and the
did not change her name. When the
tweendeckers in the world merchant
building contracts were taken over by
charterers switched her to their
fleet with a satisfactory container
Bernhard Schulte (AMERICAN SENATOR),
Columbus service linking Australia,
intake of 1,100 TEU. The ships have
Peter Döhle Schiffahrts KG (EUROPEAN
New Zealand and North America
an excellent cubic capacity of some
SENATOR) and Kommanditgesellschaft
the ship was renamed COLUMBUS
1,332,900 cu ft each and their fuel
Projex (ASIAN SENATOR). Delivered
OLIVOS.
consumption of 23 tonnes makes
on 25 September 1991 the GERMAN
them economical to run. All five
SENATOR was to have been an
Egon Oldendorff (Asia) Ltd. was
Korean vessels had to be adapted
Oldendorff ship, but whilst the ship
established in Hong Kong in 1989,
to Oldendorff standard at consider-
was being fitted out at the builders’
in recognition of the importance
able expense, including such
yard Oldendorff could not resist the
of Far East and South East Asian
modifications to crew accommo-
attractive proposition to sell the ship
shipping and shipbuilding. Ever
dation as showers and changing
to clients of Norddeutsche Vermögens-
since Hong Kong joined the United
rooms. The ships were given the EO
anlage GmbH of Hamburg which
Kingdom in 1814 as a Crown Colony
livery and had their names painted
appointed Reederei Karl Schlüter of
the city kept expanding in terms
in Korean characters and Latin letters
Rendsburg as managing owners.
of population (in excess of six million,
since they initially remained in the
Korean register.
thereof 250,000 foreigners) and of
One year earlier Egon Oldendorff
importance as a port and a trading
had bought the containership MONTE
centre. Hong Kong is one of the
Newbuilding negotiations with
PASCOAL, completed in 1980 by Swan
most important shipping hubs and
Hyundai, aided by amicable relations
Hunter-owned Walker Shipyard of
between the two companies,
167
the domicile of a number of well-
selected as the site of Oldendorff’s
company moved to Singapore at the
known shipping companies. Some
first overseas branch, managed initially
end of 1995 and changed its name to
22,000 deepsea ships call at Hong
by Richard J. Churchman and later by
Oldendorff Asia (Pte.) Ltd. Currently,
Kong per annum, plus 56,000 river
Raoul Noël. A part of the Oldendorff
around 20 vessel are controlled com-
and shortsea freighters. Container
fleet is being managed from Hong
mercially, of which some 50 percent
throughput in 1996 will exceed the
Kong in a bid to be geographically
is tonnage owned by Egon Oldendorff.
ten million TEU mark, rivalled only
closer to Asian markets. After more
The focus of the competitive side is
by Singapore. Thus, Hong Kong was
than five years in Hong Kong, the
on Sale & Purchase and projects.
Multi-purpose freighter ECKERT OLDENDORFF in typical Hong Kong midstream barge container handling operation
168
(Photograph Dunelm Public Relations)
1987-1988
9KGU – cargo motorship –
multi-purpose vessel
10,693/15,122 GRT/15,000/23,618
tdw – 30.293 cubic meter grain –
434 TEU
one two-stroke 6-cyl. diesel engine,
12,500 HP/9,191 kW, made by John
Kincaid & Co Ltd., Greenock, under
licence of B&W, 16 knots
102) MAGDALENA OLDENDORFF (2) –
1987-1993
9KHF/ELNH5 – cargo motorship –
geared bulkcarrier
15,387 GRT/23,740 tdw – 31,418
cubic metres grain
maindeck
made by John Kincaid & Co.,
Greenock under licence of B&W,
16 knots
31.10.1977 launched. February
1978 completed by Hyundai Shipbuilding & Heavy Industries, Ulsan
(No. 2369) as THEEKAR for United
Arab Shipping Co. (S.A.G.), Kuwait
(KWT). 1980 owner changed style
to United Arab Shipping Co. SAG
25.4.1978 launched. June 1978
completed by Scotstoun Marine
Ltd., Scotstoun (No. 234) as
AL MUHARRAQ for United Arab
(UASC). 1981 transferred to Iraqi
(IRQ) registry, 1984 transferred to
Kuwait (KWT) registry. 1987 transferred to Egon Oldendorff as bareboat charterers, renamed CHRISTOFFER OLDENDORFF. 1988 bought after
exercising purchase option and
immediately sold to LCI Shipholdings Inc., Monrovia (Central
Gulf Lines) (LBR), BV Netherlands
Freight Agencies appointed as
managers, renamed HICKORY. 1989
sold to Trade Ever Shipping Inc.,
Kingston (VCT), Worlder Shipping
Ltd., appointed as managers,
renamed TRADE EVER. 1991
1995 sold to Unithai Line Public
Co., (THA), renamed KORAT NAVEE.
1996 still trading.
Shipping Co.(S.A.G.), Kuwait
(KWT). 1980 owner changed style
to United Arab Shipping Co. SAG
(UASC). 1987 taken on period
bareboat charter by Egon
Oldendorff, renamed MAGDALENA
OLDENDORFF. 1990 purchase option
exercised and registered for Egon
Oldendorff (Liberia) Inc., Monrovia (LBR). 1993 sold to Bright
River Shipping Ltd., Monrovia
(LBR), renamed BRIGHT RIVER.
1993 sold to Siberla Marine Ltd.,
Limassol (CYP), managers
Transmed Shipping Ltd., renamed
HARIS. 1996 still trading.
169
Multi-purpose freighter MARIA OLDENDORFF with a full cargo of steel tubes
103) MARIA OLDENDORFF (2) – 1988ELHR9 – cargo motorship –
13,886 GRT/18,235 tdw – 24,634
cubic metres grain – 932 TEU
to maindeck
170
made by VEB Dieselmotorenwerk
Rostock, under licence of Sulzer
16 knots
21.8.1967 launched. 21.1.1988
completed by VEB Warnowwerft,
Warnemünde (No. 285) as
(FotoFlite)
MARIA OLDENDORFF for Egon
Oldendorff (Liberia) Inc.,
Monrovia (LBR). 18.4.1988
arrived at Singapore. July 1988
lengthened at Jurong Shipyard
Ltd., Singapore, by 16.01 m.
Now 15,504 GT/20,380 tdw,
13.40 m depth, 28.386 cubic
metres grain, 1100 TEU.
1991 renamed T. A. ADVENTURER.
1996 still trading.
104) BIRTE OLDENDORFF (4) – 19883EI03 – cargo motorship –
gearless containership
22,677 GRT/33,863 tdw – 42,955
to maindeck
one two-stroke, 6-cyl. diesel
engine, 16,980 HP/12,490 kW,
made by the builders under
10.8.1984 launched. 1985
completed by Hyundai Heavy
Industries Co. Ltd., Ulsan (No.
362) as WORLD CHAMPION for
Gresham Shipping Ltd., Panama
(PAN), Hyundai Merchant Marine
1985 renamed ASTORIA. 1986
renamed COMMANDER. 1987
renamed SCANDUTCH HISPANIA. 1989
sold to Egon Oldendorff (Liberia)
Ltd. , Monrovia (LBR), renamed
LONDON SENATOR for a long-term
charter with Senator Linie, Bremen.
1991 renamed DSR OAKLAND.
1992 renamed VILLE DE CASTOR.
1992 renamed BIRTE OLDENDORFF.
1993 renamed MIXTECO. 1993
(Liberia) Inc., bareboat charterers
Rosewater Maritime Inc.,
MSC ANTONIA. 1995 still trading.
Unusual for a containership on charter, BIRTE OLDENDORFF (4) has in 1992
kept her owner’s livery and original name.
BIRTE OLDENDORFF as DSR OAKLAND
(FotoFlite)
171
Containership TETE OLDENDORFF (3) thus far never traded under her original name.
Shown here as the TOKYO SENATOR against the backdrop of the Dover chalk cliffs.
105) TETE OLDENDORFF (3) – 19883WER3 – cargo motorship –
gearless containership
22,677 GRT/33,823 tdw – 42,955
to maindeck
172
one two-stroke, 6-cyl. diesel
engine, 16,980 HP/12,490 kW,
1.10.1984 launched. 1985
291) as PACIFIC PRIDE for Longevity
Maritime SA., Panama (Pa). 1986
renamed AZUMA. 1987 renamed
SCANDUTCH MASSILIA. 1988 sold to
Egon Oldendorff (Liberia) Inc.,
Monrovia (LBR), renamed TOKYO
SENATOR for a long-term charter
with Senator Linie, Bremen. 1991
renamed DSR YOKOHAMA. 1993
renamed MAYA. 1993 delivered
into a bareboat charter with
Rosewater Maritime Inc., Monrovia (LBR). 1995 renamed MSC
GIORGIA. 1996 still trading.
Multi-purpose vessel HILLE OLDENDORFF also never traded under her original name. Pictured as the NZOL CHALLENGER.
106) HILLE OLDENDORFF (3) – 1988ELIL 9 – cargo motorship –
geared shelterdecker
9230/12,932 GT – 17,337/21,061
to main deck
one two-stroke 9-cyl. diesel
engine, 10.800 HP/7,944 kW,
made by Helsingör Skibsvaerft og
Maskinbyggeri, under licence of
B&W, 16.5 knots
2.10.1968 launched. January 1969
completed by Helsingör Skibsvaerft
og Maskinbyggeri A/S, Helsingör
(No. 386) as DITTE SKOU with 6582
GRT/10,610 tdw for Ove Skou,
Copenhagen (DNK). 1980
transferred to Ove Skou Rederi
AS, Copenhagen, manager Benny
Skou. December 1981 renamed
BENNY SKOU. 18.12.1981 at Yokohama. 1982 aft ship attached to a
completely new forward and
cargo section by Nippon Kokan
KK, Asano Dockyard, Yokohama,
details since then as stated.
7.3.1982 sailed Kobe. 1986
renamed NEDLLOYD CARIBBEAN and
management contract terminated.
1987 renamed BENNY SKOU. 1987
transferred to Ove Skou Shipping
Pte. Ltd., Singapore (SGP), Ove
Skou Rederi A/S appointed as
managers. 1987 renamed
HAMMONIA. 1988 sold to Kingston
Maritime Co., Monrovia (LBR),
Egon Oldendorff, appointed as
As the T. A. NAVIGATOR.
managers, renamed T. A. NAVIGATOR.
1993 renamed NZOL CHALLENGER.
1996 still trading.
173
The same applies to the IMME OLDENDORFF (3): shown as the NZOL CRUSADER.
107) IMME OLDENDORFF (3) – 1989ELIS8 – cargo motorship –
geared shelterdecker
9230/12,930 GT – 17,337/21,061
to main deck
engine, 10,800 HP/7,944 kW,
made by Helsingör Skibsvaerft og
Maskinbyggeri., under licence of
B&W, 16.5 knots
…and as the T. A. MARINER
174
13.6.1968 launched. October 1968
completed by Helsingör Skibsvaerft og Maskinbyggeri, Helsingör
(No. 385) as DORTE SKOU for Ove
Skou, Copenhagen (DNK). 1980
transferred to Ove Skou Rederi
AS, Copenhagen, manager Benny
Skou. 30.1.1982 at Yokosuka.
1982 aft ship attached to a
completely new forward and
cargo section by Nippon Kokan
KK, Asano Dockyard, Yokohama,
details since then as stated. 27.5.
1982 sailed Yokohama. 1982
renamed JYTTE SKOU. 1986 renamed
NEDLLOYD CURACAO. 1987 renamed
SINBAD VOYAGER and management
contract terminated. 1987 transferred to ‘Jytte Skou’ O. Skou
Shipping Pte. Ltd., Singapore
(SGP), Ove Skou Rederi A/S
JYTTE SKOU. 1987 renamed HOLSATIA.
1989 managers Skou International
SA. 1989 sold to Kingston Marine
Corp., Monrovia (LBR), Egon
Oldendorff appointed as manager,
renamed T. A. MARINER.
1994 renamed NZOL CRUSADER.
1996 still trading.
mv HANS OLDENDORFF (3) at Sydney
1989-1996
9VCF – cargo motorship –
geared singledecker
13,051 GRT/1991: 13,519 GT/
grain
(Marine Photography)
to maindeck
engine, 9800 HP/6841 kW, made
by Akasaka Tekkosho KK, Yaizu,
14 knots
11.6.1979 launched and in August
1979 completed by Shin Kurushima
at Kochi Jukogyo K.K., Kochi (No.
2098) as FLORA ISLAND for Pacific
Maritime Co., Tokyo (JPN). 1984
owners’ style changed to Pacific
Maritime Co. Ltd.. 1987 transferred
to Queen Island Navigation SA.,
Panama (PAN). 1989 taken on a
five-year bareboat period charter
by Egon Oldendorff (Hong Kong)
Ltd, registered for First Marine
Shipping Pte. Ltd., Singapore
(SGP), renamed HANS OLDENDORFF.
1996 still trading, after the
bareboat charter was extended.
175
mv HARMEN OLDENDORFF at Norfolk/Virginia
109) HARMEN OLDENDORFF (2) –
1989ELOL6 – cargo motorship –
geared singledecker
15,158 GRT/23,476 tdw – 33,542
to maindeck
176
engine, 10,900 HP/8018 kW,
Licence of B&W, 16 knots
9.8.1982 launched. October 1982
206) as HYUNDAI CON SIX for Asia
Merchant Marine Co. Ltd., Ulsan
(KOR). 1984 transferred to
Hyundai Merchant Marine Co.
Ltd., Ulsan. 1989 renamed CAPTAIN
KERMADEC. 1989 taken on a fiveyear bareboat period charter by
Egon Oldendorff. Renamed
HARMEN OLDENDORFF. 1992
delivered into a bareboat charter
to Rosewater Maritime Inc.,
Monrovia (LBR). Ownership
transferred to charterers on
30.6.1994, after purchase
option exercised. 1996 still
trading.
110) BEATE OLDENDORFF – 1990DMGF/ELGD 4 – cargo motorship – multi-purpose carrier
13,889 GRT/18,235 tdw –
932 TEU
to maindeck
one diesel engine, 7000 kW, made
by Dieselmotorenwerk Rostock,
under licence of Sulzer, 16.5 knots
14.7.1989 launched. 14.1.1990
completed by VEB Warnowwerft,
Warnemünde (No. 283) as BEATE
OLDENDORFF for Egon Oldendorff
(Liberia) Inc., Monrovia (LBR), as
bareboat charterers and 2.1.1990
registered. 19.3.1990 arrived at
Singapore, lengthened at Jurong
Shipyard Ltd., Singapore, by 16.00
m. Now 15,506 GT/20,430 tdw,
28,386 cubic metres grain, 1100 TEU.
to maindeck (registered 2.4.1990).
22.7.1991 renamed T. A. DISCOVERER.
1996 still trading.
Deck cranes being fitted
to BEATE OLDENDORFF at Lübeck.
1990ELOI5 – cargo motorship –
geared singledecker
15,158 GRT/23,503 tdw – 33.542
maindeck
engine, 10,900 HP/8018 kW,
CATHARINA OLDENDORFF. 1991
renamed LUANGWA BRIDGE. 1992
renamed CATHARINA OLDENDORFF.
Ownership transferred 30.6.1994
to Egon Oldendorff, after
purchase option was exercised,
delivered into a bareboat charter
with Rosewater Marititme Inc.,
Monrovia (LBR). 1996 still trading.
15.12.1982 launched. January
1983 completed by Hyundai
Heavy Industries Co. Ltd., Ulsan
(No. 217) as HYUNDAI CON SEVEN
for Asia Merchant Marine Co. Ltd.,
Ulsan (KOR). 1984 transferred to
Ltd., Ulsan. 1989 renamed CAPTAIN
COOK. 1990 taken on a five-year
period bareboat charter by Egon
Hong Kong (HKG), renamed
CATHARINA OLDENDORFF (3) entering the port of Rotterdam.
177
At Busan: laying the keel for
GERMAN SENATOR, the ship under
construction, and being named.
(Photographs: Gert Hanselmann)
GERMAN SENATOR at sea
(FotoFlite)
112) GERMAN SENATOR – 1990
DGHS – cargo motorship – gearless
containership
24,495 GT/31,000 tdw – 2100 TEU
beam on frames, 10.30 m draft
one diesel engine, 13,129 kW,
made by the builders under licence
of B&W, 18.5 knots
Vessel’s propeller
178
Early 1989 ordered from Hyundai
Heavy Industries Co., Busan,
(No. 673), building contract sold
to Norddeutsche Vermögensanlage
GmbH., Hamburg. 29.7.1990
launched and 25.9.1990
completed as GERMAN SENATOR
for a subsidiary of Egon Olden-
dorff, Lübeck (DEU). Early 1991
transferred to Kommanditgesellschaft RGR Reederei Gesellschaft
Rendsburg mbH & Co.
MS “German Senator“, Hamburg
(DEU), Reederei Karl Schlüter,
Rendsburg, appointed as
managers. 1996 still trading.
Containership MONTE PASCOAL / COLUMBUS OLIVOS. During her five years as a part of the EO fleet
she was timechartered by Hamburg-Süd. Shown here as the MONTE PASCOAL off Cuxhaven.
113) MONTE PASCOAL – 1990-1994
ELMW9 – cargo motorship –
geared containervessel
23,291 GRT/23,930 tdw – 1400 TEU
beam, 15.70 m depth to maindeck
one diesel engine, 15,307 kW,
made by Harland & Wolff under
15.2.1980 launched. 11.7.1980 completed by Swan Hunter Shipbuilders
Ltd., Walker Shipyard, Newcastle
(No. 107 – last ship from this yard),
as DUNEDIN for Shaw, Savill & Albion
Co. Ltd., Furness Withy Co. Ltd., London (GBR) appointed as managers.
1983 owners restyled to Furness
Withy Shipping Ltd., London (GBR).
January 1986 sold to Hamburg-Südamerikanische Dampfschifffahrtsges.
Eggert & Amsinck, Hamburg
(DEU), managers R. A. Oetker and
lengthened by 26 m and widened
by 2,37 m at Flender Werft, Lübeck.
Arrived at Lübeck 24.1.1986 and
10.4.1986 entered service as MONTE
PASCOAL. 1990 sold to Egon Olden-
(FotoFlite)
dorff (Liberia) Inc., Monrovia (LBR).
1990 renamed COLUMBUS OLIVOS.
End 1994 sold to MC Shipping Inc.,
Hamilton (GBR), with a timecharter
back to Egon Oldendorff who sublet
vessel to Hamburg-Südamerikanische Dampfschifffahrtsges. Eggert
& Amsinck, Hamburg, renamed
MONTE PASCOAL. 1996 still trading.
179
114) EMMA OLDENDORFF (2) – 1991D9HR/ELOG7 – cargo motorship –
18,220 GRT/29,331 tdw –
1100 TEU
26 m beam, 16.10 m depth
5-cyl. diesel engine made
by the builders under licence
of B&W, 5634 kW, 14 knots
4.11.1983 launched and January
(No.272) as HYUNDAI NO. 21 for
Ltd. Ulsan (KOR). 1989 renamed
CAPTAIN MAGELLAN. 1991 taken on
Oldendorff (Hong Kong) Inc.,
Hong Kong (HKG). Renamed
EMMA OLDENDORFF. 1992 transferred to Lucky Dragon Maritime
Co. Ltd., Monrovia (LBR), managers
Ltd.. Purchase option declared
by Egon Oldendorff in 1993
for takeover in December 1995.
1996 still trading.
For a certain period the three ‘E’-class multipurpose-ships flew the South Korean flag and had their names
written in Korean characters. EMMA OLDENDORFF (2) drydocking in Rotterdam
180
The “E”-class vessels are container fitted, ECKERT OLDENDORFF (2) leaving Durban.
115) ECKERT OLDENDORFF (2) – 1991D9HS / ELOF7 – cargo motorship –
18,220 GRT/29,364 tdw – 29,331
beam, 16.11 m depth
diesel engine made by the builders
under licence of B&W, 5634 kW,
14 knots
116) EIBE OLDENDORFF (3) – 1991D9HT / ELOG8 – cargo motorship – multi-purpose carrier
18,220 GRT/29,331 tdw – 39,733
beam, 16.11 m depth
diesel engine made by the builders
under licence of B&W, 5634 kW,
14 knots
(No. 273) as HYUNDAI NO. 22 for
Ltd., Ulsan (Ko) 1989 renamed
CAPTAIN PADON. 1991 taken on
Oldendorff. Renamed ECKERT
OLDENDORFF. 1992 transferred to
Lucky Dragon Maritime Ltd,
Monrovia (LBR), managers
1996 still trading.
(No. 283) as HYUNDAI NO. 23 for
Ltd., Ulsan (KOR) 1989 renamed
CAPTAIN BOUGAINVILLE. 1991 taken
on period bareboat charter by
Egon Oldendorff. Renamed EIBE
OLDENDORFF. 1992 transferred to
Lucky Dragon Maritime Ltd.,
Monrovia (LBR), managers
1996 still trading.
181
◆
A Shipping
Company with
a Shipyard
significantly to the development of
thereby enhancing productivity and
so called self and easy trimmers at
now sees its future guaranteed.
around the turn of the century. FSG
To date the shipyard has booked
broke new ground from the mid-50s
major orders adding up to
onwards by constructing modern
DM 1 billion since 1990. The
bulk carriers and continued its
history of the shipyard will be told
pioneering role by designing modern
in a commemorative chronicle due
standard freighters and container
to be published in September 1997
vessels. The company had to
on the occasion of that company’s
declare bankruptcy in 1986.
125th anniversary.
Completion of an order for the
German navy and several conversion
Extending its field of operations in
jobs at sharply reduced staff levels
1991, Egon Oldendorff added a new
provided an extended lease of life
flagship to the fleet. Specialized bulk
over four years. Henning Oldendorff
carriers YEOMAN BROOK (77,548 tdw)
took over the yard from the
and her sistership, YEOMAN BURN, had
liquidator in March 1990. He
been completed in 1990/91 by
restored the shipyard’s historical
Daewoo Shipbuilding & Heavy
name, its traditional house flag and
Machinery Ltd. of Okpo, South Ko-
reverted to the previous system of
rea, for account of Fearnley & Eger,
hull numbering. Acting on his initia-
and when that company went out of
Flensburger Schiffbau-Gesellschaft,
tive the shipyard developed the
business the ships were taken over.
established in 1872 by farsighted
ECOBOX series type of ships for which
The ships had been built against
Flensburg shipowners in Germany’s
ten orders have since been booked
a twenty-year charter to British
northernmost town, quickly
and which has met with positive
minerals traders and quarry owners,
advanced to the ranks of shipbuilders
response from the industry, not least
Foster Yeoman Ltd. for world-
for blue-chip owners, foreign and
due to the multiple variations offered
wide carriage of bulk cargoes
domestic. Specializing in dry cargo
by its design. Simultaneously the
with a specific mass of up to two
ships the yard contributed
yard has streamlined and thoroughly
tonnes per cubic meter, including
◆
modernized its internal structure,
182
conveyor of 76 metres length capable
of swivelling through 180 degrees
and of working at a max. hoist
of 18 degrees. In 1992 Egon Oldendorff also acquired on a bareboat
basis the ex-Fearnley & Eger bulker
YEOMAN BANK (38,977 tdw), built in
1982. She is expected to continue
trading for Foster Yeoman for another
nine years from date of takeover,
mainly carrying aggregates from Glensanda in Scotland to the Continent.
Oldendorff transferred the ships
from the Norwegian International
Self-unloader YEOMAN BURN whilst discharging.
(Photographs: Siegfried Hanselmann)
Ship Register to Liberia. YEOMAN BURN
ores, coal, gypsum, salt, coke and
became the new Oldendorff flag
grain. The distinguishing feature of
ship. She was initially sublet to
both vessels is their shipboard self-
Canada Steamship Lines Ltd., one of
discharging equipment supplied by
the pioneers of selfunloading ships.
Consilium Materials Handling Marine
Selfunloaders are a very special
AB. The cargo holds have W-shaped
breed. There are only about ten
bottoms with Nordströms basket
modern Panamax size selfunloaders.
gates. The hydraulically operated
Egon Oldendorff agreed to cooperate
gates feed the material onto two
closely concerning the commercial
parallel hold conveyors running
deployment of these innovative
aft to two cross conveyors.
vessels with market leaders and
The cross conveyors transport the
highly experienced CSL International
material to an inner conveyor which
Inc. USA, an affiliate of Canada
elevates it onto the deck-mounted,
Steamship Lines Inc. of Montreal.
hoistable and slewable boom
183
Areal view of Flensburger Schiffbau-Gesellschaft and first “ECOBOX” type newbuilding, TRADE SOL,
delivered to Sinotrans/China in 1994.
184
(Photograph: Gerd Remmer)
YEOMAN BURN
117) YEOMAN BURN /
BERNHARD OLDENDORFF – 1991ELNZ7 – self-unloading motor
bulk carrier – 43,332 GT/77,499
tdw – 72,103 cubic metres grain
breadth on frames, 20.10 m depth,
14 m draft
one two-stroke 6-cylinder diesel
engine, 11,254 kW,
made by Korea Heavy Industries
& Construction Co., Changwon,
under licence of B & W,
15 knots
(FotoFlite)
1991 completed by Daewoo
Shipbuilding & Heavy Machinery
Ltd., Okpo (No. 1053) as
YEOMAN BURN for K/S A/S Fernship, Oslo (NIS), Fearnley & Eger
AS appointed as managers.
1991 sold to Rhenania Shipping
Corp., Monrovia (LBR), mgr.
29.12.1992 transferred to
Halfmoon Shipping Corp.,
BERNHARD OLDENDORFF.
1996 still trading.
185
118) ANNA OLDENDORFF (2) –
1991-1991
DMHL – motor container ship –
30,536 GRT / 31,634 tdw –
1939 TEU
to maindeck
one two-stroke 6-cylinder-diesel
engine, 16,260 kW, made by H.
Ciegielski, Poznan, under licence
16.6.1987 launched as A. ABRAHAM
and July 1989 completed by
Stocznia Gdanska im Lenina,
Gdansk (No. B355/02) as T.
WENDA with 26.,132 tdw/1515 TEU
for Polish Ocean Lines (Polskie
Linie Oceaniczne), Gdynia (POL).
Lübeck, (DEU) (6.9.1991 owners
had ship registered in Lübeck as
ANNA OLDENDORFF, now 31,634
tdw, and deleted from register
11.9.1991.) 1991 sold to Lloyd
Triestino di Navigazione S. p. A.,
Trieste (ITA), renamed TRIESTE.
1996 still trading.
119) ERNA OLDENDORFF (4) –
1991-1991
DMHN – motor container ship –
30,488 GRT/31,634 tdw – 1939 TEU
one two-stroke 6-cylinder-diesel
engine, 15,900 kW, made by
H. Ciegielski, Poznan, under
licence of Sulzer, 19.25 knots
28.5.1987 launched and in August
1988 completed by Stocznia
Gdanska im Lenina, Gdansk
(No. B355/01) as H. CEGIELSKI
with 25.684 tdw/1515 TEU for
Polish Ocean Lines (Polskie Linie
Oceaniczne), Gdynia (POL).
22.8.1991 sold to Egon Oldendorff, Lübeck, (DEU) (17.9.1991
owners had ship registered in
Lübeck as ERNA OLDENDORFF, now
31,634 tdw, and deleted from
register 24.9.1991) 1991 sold
to Lloyd Triestino di Navigazione S. p. A., Trieste (ITA),
renamed GENOVA. 1996 still
trading
Containerships T. WENDA and H. CEGIELSKI, purchased from Poland and registered
in the Lübeck register for two days only as the ANNA OLDENDORFF (2) and ERNA OLDENDORFF (4)
186
(FotoFlite)
POL EUROPE
120) POL EUROPE /
HELGA OLDENDORFF (3) – 1992SNIK – motor container ship –
15,901 GT/21,679 tdw –
1308 TEU
165.00 m length, 26.00 m beam,
9.83 m draft – 3 cranes 36 tons each
1 two-stroke five-cyl. engine,
made by Dalian Marine Diesel
Engine Works, under licence of
Sulzer, 7100 kW, 17 knots
21.9.1991 launched. 2.1.1992
completed by Flensburger Schiffbau-Gesellschaft mbH, Flensburg
(No. 677) as POL EUROPE for Egon
Oldendorff, Lübeck. Same day
delivered into long-term bare
boat charter with Polish Ocean
Lines (Polskie Linie Oceaniczne),
Gdynia (POL). Bareboat charter
cancelled 1995 and vessel
renamed HELGA OLDENDORFF,
Liberian flag (LBR). 1996 still
trading.
Containership POL EUROPE downbound
on the river Elbe
187
Self-unloader YEOMAN BANK at Yeoman’s aggregate berth in the river Medway, UK
121) YEOMAN BANK – 1992ELOG5 – self-unloading motor
bulkcarrier – 24,575 GT/38,977 tdw
– 32,368 cubic metres grain
11.78 m draft
1 two-stroke six-cyl. engine,
9,415 kW, made by Sumitomo
Heavy Ind. Ltd., Tamashima,
under licence of Sulzer, 15.5 knots
188
18.6.1981 launched and May
1982 completed by Eleusis Shipyards SA., Eleusis (No. 10011) as
SALMONPOOL for Ropner Shipping
Co. Ltd., Hartlepool (GBR),
managers Ropner Management
Ltd.. 1988 homeport Nassau
(BHS), managers Ropner Shipping
Services Ltd. 1990 sold to K/S
Fernbank, managers: Fearnley
& Eger, Mgr. 1990 renamed
YEOMAN BANK with port of
registry Oslo (NIS). 1991 converted
to a self-unloader in Norway
5.2.1992 delivered into a bareboat
charter to Egon Oldendorff
(Liberia) Inc., Monrovia (LBR)
until 2001/2002 via Foster
Yeoman UK. Original Owners
K/S Glensanda, Oslo, c/o Det
Sondenfjelske-Norske D/S
appointed as managers.
1996 still trading. Vessels
performs a nine-year timecharter
account Foster Yeoman/World
Selfunloaders until November
2000.
122) LUCY OLDENDORFF – 1992ELPA2 – motor bulkcarrier –
13,696 GT/22,160 tdw –
29,301 cubic metres
beam, 9.1 m draft
1 two-stroke six-cyl. engine,
made by Akasaka Tekkosho
under licence of Mitsubishi,
5296 kW, 14.2 knots
10.3.1992 launched and 22.5.
1992 delivered by Onomichi
Dockyard Saiki Jukogyo K. K.,
Saiki (No. 1018) as LUCY OLDENDORFF to Wursata Shipping Corp.,
Monrovia (LBR), mgr. Egon
Oldendorff. 1992 transferred to
Halfmoon Shipping Co.,
managing owners unchanged.
1996 still trading.
LUCY OLDENDORFF
at sea trials.
YEOMAN BROOK having completed repairs of fire damage at a Bremerhaven repair yard.
123) YEOMAN BROOK – 1992ELOW4 – self-unloading bulkcarrier – 43,332 GRT/77,548 tdw
245.00 m length over all, 32,20 m
beam, 14.02 m draft
1 two-stroke 6-cyl. engine, 11.254
kW, made by Korea Heavy
Industries & Construction Co.
Ltd., Changwon, under licence of
Burmeister & Wain, 14 knots
27.10.1990 launched and in January
1991 completed by Daewoo Shipbuilding & Heavy Machinery Ltd.,
Okpo (No. 1052) as YEOMAN BROOK
for K/S A/S Fernteam, Oslo (NIS),
Fearnley & Eger A/S appointed
as managers. 1992 transferred to
Finroc AB, Oslo, managers Master
Management A/S. 13.3.1992 transferred to Kingston Marine Corp,
Monrovia (LBR) Mgr. Egon Oldendorff, not renamed. 6.5.1994 super-
structure heavily damaged when a
fire broke out during welding work
in her self-unloading gear in front
of the bridge, whilst she was lying
at the ore berth at Bremerhaven.
25.8.1994 repairs completed and
back in service. 1996 still trading.
189
information, locating vessels in
officers are required to hold a valid
distress, search and rescue operations,
unrestricted general radiotelephony
etc.). The system rests on several
certificate.
pillars, including but not limited to
the (re)allocation of radio frequencies,
LUCY OLDENDORFF and ELISABETH
sophisticated equipment on board
OLDENDORFF (2), two newbuildings
and ashore, manning of ships and
which followed a little later duly
training and certification of seafarers.
received GMDSS equipment, and
International regulations require deck
long before the 1995 deadline by
officers including masters to obtain
which time all newbuildings had to
certificates of proficiency at operating
be GMDSS fitted, the complete EO
Modern
Techniques for
Modern Ships
GMDSS equipment. The various
fleet had been so equipped. Vessels
national shipping administrations
completed before 1995 have to meet
have meanwhile published their own
GMDSS standards by 1999.
◆
◆
regulations dealing with the subject.
To cite one example, Liberia, as
Special circumstances necessitated,
stipulated in the ‘Minimum Safe
in 1991, the registration of two
Manning Certificate’, requires no
containerships for the period of
fewer than two deck officers on
two day. Close relations had been
board Liberian ships to hold a
established with Polish Ocean Lines,
Liberian certificate called ‘General
not least through newbuilding
YEOMAN BURN and YEOMAN BROOK
Operator GMDSS’. The said
activities of FSG. POL restructuring
were the first EO ships to be
licences are being issued separately
measures included the sale of 1988/89
equipped with the GMDSS Global
and cannot be obtained by having,
Stocznia Gdanska in Lenina-built
Maritime Distress and Safety System.
e.g., the Licence of Competence
22,000 tdw/1,400 TEU freighters
Its purpose is further to improve
endorsed. Filipino nationals must
T. WENDA and H. CEGIELSKI, but their
maritime safety with safety at sea
obtain their national ‘General
specifications did not appeal to
being the main object (e.g., broad-
Operator’s Certificate GMDSS’ prior
potential buyers. The Oldendorff
casting and receiving topical
to applying for the Liberian version.
German, Indian and Russian deck
190
technical department scrutinized the
tonnes per sq m. In addition the
The lead vessel was given a ‘new’
ships’ plans and found that thanks to
upper wing tanks were epoxy coated
name, LUCY OLDENDORFF, when
their sturdy construction the ships’
twice as a preventative measure
delivered on 23 May 1992, after the
capacities could be increased to
against later-year corrosion.
name of the owner’s first daughter.
30,000 tdw/just under 2,000 TEU
The second ship was named the
without any modifications. Lloyd
As customary with Egon Oldendorff a
ELISABETH OLDENDORFF (2), and the
Triestino di Navigazione SpA of
market research preceded the
remainder of the series trade as the
Trieste had meanwhile been
newbuilding orders. It had revealed a
CAROLINE OLDENDORFF (2), DOROTHEA
identified as potential buyers. Both
substantial increase of the average
OLDENDORFF (2), GRETKE OLDENDORFF
ships were taken over, registered as
age of ships in this size bracket.
(4) and DORTHE OLDENDORFF (4). The
the ANNA OLDENDORFF (2) and ERNA
Flexible bulk carriers in the 10,000/
freighters of 157.8m length have a
OLDENDORFF (4), were completely
25,000 tdw class grew older and their
deadweight capacity of 22,160 tonnes
remeasured and subsequently
number reduced whilst almost all
at 9.11m draft. In the timber trade
delivered to the Italians.
other size classes had expanded in
deadweight capacity at 9.38 m
terms of units. Many loggers and
amounts to 23,028 tonnes. Grain
Egon Oldendorff placed its first
bulk carriers, built in the 70s at low
capacity is 29,300 cubic metres,
newbuilding orders with a Japanese
cost and of very basic design now
and timber intake including deck
shipyard in early summer of 1991.
showed signs of poor maintenance.
cargo amounts to 43,482 cubic
The initial order was for two 22,000
Their time was up .
metres. The ships of this series
have a container capacity of
tdw shallow draft geared bulk
carriers with large hatches.
The Onomichi type was suitable for
511 TEU each but the vessels have
The owner’s newbuilding depart-
lengthening by a 30 metres section
no container equipment. Cargo
ment modified one of Onomichi
increasing deadweight capacity to
handling gear consists of four
Dockyard Company’s standard
27,000 tonnes. Flensburger Schiffbau-
electrically driven Mitsubishi deck
designs by boosting to 7,200 HP
Gesellschaft qualified for that kind of
cranes of 30 tonnes lifting capacity.
the output of the Mitsubishi
work having previously lengthened
Stanchions have been provided at the
6UEC45LA main engine and by
more than 20 ships. As market
bulwarks for the carriage of timber
increasing the maximum permissible
acceptance increased the Onomichi
on deck.
tank top deck load from 10 to 17
orders were increased to four and
subsequently to a total of six units.
191
Various stages of
construction of
DOROTHEA OLDENDORFF
(4), built 1993 at
Saiki subcontracted
by Onomichi
Dockyard.
(Photographs: Siegfried
Hanselmann)
192
Shikoku Dockyard supplied two
ordered from Western German
ligung GmbH, a company backed by
smaller singledeckers of 18,000 tdw
shipyards by the Baltic Shipping
the City of Bremen. Senator Linie
each in 1994. The ships, named
Company, then still part of the Soviet
redelivered the LONDON SENATOR to
the ERNA OLDENDORFF (5) and ANNA
Russian shipping combine. The
her owners in the spring of 1992
OLDENDORFF (3) were each fitted with
Tricon partners offered weekly
after four years of RTW service. The
four 30 tonnes deck cranes.
sailings from early 1991. Cho Yang
ship had completed her final round
commissioned a series of 2,700 TEU
voyages as the DSR OAKLAND.
Early in 1991 Senator Linie,
newbuildings at short intervals, and
Thereafter the BIRTE OLDENDORFF
Cho Yang Line and Deutsche See-
DSR had managed to increase the
(1,800 TEU), now renamed VILLE DE
reederei GmbH launched their
size of the six containerships they
CASTOR, traded for account of CMA
‘Tricon’ Round-the-World joint
had ordered also from Western
Compagnie Maritime d’Affrètement of
service. Bremen was chosen as
German yards from 2,000 to 2,700
Marseille in that line’s service
the operational headquarters for
TEU. This created a severe imbalance
between Europe and the Far East and
the 30 ships involved. In addition
within the partnership, and
in November 1992 delivered into a
thereto Senator Linie and DSR
Karl-Heinz Sager was highly pleased
period timecharter with Sea-Land
commenced a joint end-to-end
at the opportunity of upwards-
Service, again on the Europe/Far East
service from the Continent to South
adjusting the capacities of the
route. Both sisters are now performing
East Asia and v.v. which i.a. enabled
Senator Linie contingent in the
under a five-year charter to Medi-
the RTW ships to bypass Khor
RTW fleet. Whilst Senator Linie had
terranean Shipping Co., Geneva.
Fakkan. The RTW fleet consisted of
meanwhile established itself as a
24 ships ranging from 1,800 to 2,200
market factor it had so far failed to
Egon Oldendorff acquired two
TEU chartered for periods of up to
achieve a balanced result, let alone
combined container/RoRo freighters
seven years, whereas six smaller
to write black figures. On the
in November 1992, built in France as
vessels served the South East Asian
contrary, losses accumulated, and
part of a French-Polish joint venture,
trade. It transpired in mid-1991 that
Egon Oldendorff decided to sell its
the KAZIMIERZ PULASKI and the TADEUSZ
Senator Linie had landed a major
Senator Linie shares early in 1992.
KOSCIUSZKO. These versatile ships
coup by period chartering, at
Hamburg-Süd similarly withdrew
with a cargo capacity of 22,709
favourable rates, ten containerships
from Senator on 1 December of that
year. The shares were taken over by
HIBEG Hanseatische Industrie Betei193
tonnes, 544 lane metres on the
HINRICH OLDENDORFF delivered into a
to carry five tiers of containers on
RoRo deck, and lower hold capa-
four-year timecharter with Bridge
deck. Deadweight capacity increased
cities for 1,417 TEU plus 675 motor
Line/Blue Star Line after previously
by 2,000 tonnes to 30,000, and the
vehicles had a Sulzer main engine
completing one round voyage for
draft grew from 10.5 to 11 metres.
licence-built by Poznan-based
Mediterranean Shipping Company of
H. Cegielski of 21,350 kW output for
Geneva (MSC). Renamed PYRMONT
These freighters are a class to
a service speed exceeding 20 knots.
BRIDGE the vessel operates on the
themselves having the following
The ships became redundant when
Australia/Far East and v.v. route.
outstanding features: high average
Polish Ocean Lines suspended their
Sistership GEBE OLDENDORFF
container weights, good reefer
North Atlantic liner service.
completed two North Atlantic round
container capacity, bow and stern
Tailor-made to compete with similar
voyages for account of Canada Mari-
thrusters, modern navigational
freighters of Atlantic Container Line
time and thereafter one voyage for
equipment and very generously-
(ACL) the ships’ chances of finding
Polish Ocean Lines. Eventually she
appointed passenger accommodation
buyers appeared slim. Oldendorff
berthed at Jurong Shipyard in
including a swimming pool, a sauna
superintendents found out that the
Singapore on 15 April 1993. That
bath and a passenger lift.
vessels could be modified into 27,000
shipyard had been put to test before
tonnes/1,700 TEU units, or even into
when Egon Oldendorff had its two
GEBE OLDENDORFF, her conversion
pure containerships, at justifiable
multi-purpose freighters BEATE
completed, re-entered service on
cost. Conversion costs could
OLDENDORFF and MARIA OLDENDORFF
2nd/3rd June 1993 and delivered into
reasonably be expected to be on the
lengthened in Singapore. Now, the
a four to five-year period timecharter
low side considering the worldwide
yard converted the vessel into a full
with Neptune Orient Lines Ltd. of
slump in newbuilding and conversion
containership of approximately 2,000
Singapore for its service between the
activities. Having been taken over the
TEU intake in a period of seven
Far East and the east coast of North
ships were given the Oldendorff
weeks by removing the stern ramp
America.
livery, and renamed HINRICH OLDEN-
and the rear RoRo decks. The yard
(3) and GEBE OLDENDORFF (3)
fitted container cells and lift-away
Egon Oldendorff rounded off the
at Lloyd-Werft in Bremerhaven
hatch covers. One more deck came
deal by taking over and placing
and Blohm + Voss in Hamburg,
on top of the former bridge deck and
under its house flag the remaining
respectively.
now accommodated nautical, etc.
two ‘Polish French’ ships of the series
DORFF
equipment, thereby enabling the ship
194
Close-up views and the ANNA OLDENDORFF (4) completed.
She and her sistership ERNA OLDENDORFF were constructed at Shikoku/Japan in 1993/94.
(Photographs: Siegfried Hanselmann)
195
“Con-Ro” ship HUGO OLDENDORFF in charter to Polish Ocean Lines.
early in 1993, the WLADYSLAW SIKORSKI
Including the four newbuildings on
from 1988 for periods until 1997/98
renamed HUGO OLDENDORFF and the
order, at the end of 1992 the Egon
took advantage of the firm market for
STEFAN STARZYNSKI, now GERDT OLDEN-
Oldendorff fleet stood at 40 ships
that category of ships. Dry bulk
DORFF.
aggregating 1.3 million tdw and
carrier rate improvements were yet
by Chantiers Nav. de la Ciotat (GEBE
20,000 TEU capacity, including the
to make themselves felt. At that time
OLDENDORFF and HUGO OLDENDORFF),
four newbuildings contracted. During
the EO payroll listed a staff of 2,000,
and by Chantiers de l’Atlantique
the ten-year period 1981/91 the company
thereof 1,300 afloat, 600 at FSG
of St. Nazaire.
acquired 36 ships thereby renewing
Two each thereof had been built
its entire fleet. Container vessel fixtures
196
shipyard, 60 in the Lübeck
MPC Capital, Hamburg, with a
OLDENDORFF (4) and TETE OLDENDORF (3)
headquarters and 10 in Hong Kong.
three-year timecharter attached for
on five-year period charters with the
account CCNI.
intention to purchase the ships on
expiry of their charters. Hyundai
In a deal involving two newbuildings
ordered from FSG, Egon Oldendorff
Surveys have convinced the Lübeck
newbuilding GERMAN SENATOR had
in 1993/94 purchased three freighters
owners that the charter market
been sold at a very early stage, and
from Compania Chilena de
for virtually all sizes of cellular
second-hand vessels T. WENDA and
Navegacion Interoceanica SA of
container vessels is rapidly reaching
H. CEGIELSKI may in this context be
Valparaiso: in summer 1993 delivery
the point of saturation. Increasingly
termed mayflies. The two CCNI
was taken of Naikai/Japan-built 1,300
this sector is being occupied by ships
newbuildings yet to be delivered
TEU multi-purpose freighter CCNI
financed through highly popular tax
have been sold to clients of MPC
AUSTRAL, chartered back until 1998 by
schemes leading to supply exceeding
Capital, Hamburg, and GEBE OLDEN-
the Chileans. One year later
demand even in the medium term.
DORFF
Oldendorff took over the two 1984/
With no apparent potential for further
have also been chartered out on
83 Rendsburg-built sisterships CCNI
growth in sight Egon Oldendorff,
long-term contracts.
VALPARAISO and CCNI MAGALLANES.
from 1993 onwards, began a steady
The former has meanwhile delivered
retreat from the cellular containership
Egon Oldendorff strengthened its
into a nine-year bareboat charter with
market. All 14 units were either sold
cooperation with CSL by acquiring
Mint Holdings, while the latter has
or chartered out on period contracts.
their 62,732 tdw self-unloader CSL
commenced a three-year bareboat
Large containerships GERDT OLDEN-
INNOVATOR which currently trades in
charter to CTE, Spain. The Chilean
DORFF
company ordered two Ecobox vessels
were sold to their Saudi Arabian
OLDENDORFF. The vessel was built in
of the 34,000 tdw/2,000 TEU type
timecharterers. MONTE PASCOAL, with
1982 at Govan in Scotland and was
from Flensburger Schiffbau-Gesellschaft
a charter-back attached, found
converted at the Brazilian Verolme
for completion during 1996. However,
interested buyers in Monto Carlo.
yard in 1988. She is expected to last
meanwhile the ships were placed in
CCNI VALPARAISO and MAGALLANES
another ten to fifteen years, not least
the German “KG” market by fundraisers
delivered into nine-year and three-
because of her high lightweight of
year bareboat charters, respectively.
16,000 tonnes.
(2) and HUGO OLDENDORFF (5)
(3) and HINRICH OLDENDORFF (3)
the joint pool as the CHRISTOFFER
Geneva-based MSC took BIRTE
197
124) ELISABETH OLDENDORFF (2) –
1992ELPF9 – motor bulkcarrier –
13,696 GT/22,154 tdw –
29,301 cubic metres
beam, 9.1 m draft
two-stroke six-cyl. engine,
4,766 kW, made by Akasaka
Diesels Co, Yaizu, under
licence of Mitsubishi,
14.2 knots
mv ELISABETH OLDENDORFF (2)
18.5.1992 launched and 27.7.
1992 delivered by Onomichi
Dockard / Saiki Jukogyo
K. K., Saiki (No. 1020)
as ELISABETH OLDENDORFF
for Kingston Maritime Corp.,
Monrovia (LBR), mgr.
Egon Oldendorff. 1996
still trading.
125) POL ASIA /
HENRIETTE OLDENDORFF – 1992 –
SPES – motor container ship –
16,007 GT/21,723 tdw – 1308 TEU
165.00 m length, 26.00 m length,
9.83 m draft – 3 cranes 36 tons each
1 two-stroke five-cyl. engine,
7100 kW, made by Dalian Marine
Diesel Engine Works under
21.3.1992 launched. 19.6.1992
completed by Flensburger Schiffbau-Gesellschaft mbH, Flensburg
(No. 678) as POL ASIA for Egon
Oldendorff, Lübeck. Same day
delivered into long-term bare
boat charter with Polish Ocean
Lines, Gdynia (POL). Bareboat
charter cancelled 1995 and vessel
renamed HENRIETTE OLDENDORFF,
Liberian flag (LBR). 1996 still
trading.
Containership POL ASIA
198
HINRICH OLDENDORFF as PYRMONT BRIDGE
1992ELPN2 – cellular containership/
Roll on-Roll off-cargo ship –
30,080 GRT/27,930 tdw
40,711 cubic metres grain,
544 lane metres plus 675 cars,
1704 TEU
31.70 m beam, 18.50 m depth,
9.50 m draft
1 two-stroke, ten-cyl. engine,
21,331 kW, made by H. Cegielski,
Poznan, under licence of Sulzer,
20 knots
24.4.1981 launched and in July
1981 completed by Chantiers
de l’Atlantique, St. Nazaire
(No. M27) as KAZIMIERZ PULASKI
for Polish Ocean Lines-Polskie
Linie Oceaniczne, Gdynia (POL).
1983 transferred to French-Polish
Shipping Co.-Francusko Polskie
Towarzstwo Zeglugowe, Gdynia.
1984 mgr. Polish Ocean LinesPolskie Linie Oceaniczne.
6.11.1992 sold to Kingston
Maritime Corp., Monrovia (LBR),
mgr. Egon Oldendorff, Monrovia
(LBR), renamed HINRICH
OLDENDORFF. February 1993
renamed PYRMONT BRIDGE.
1996 still trading.
ConRo vessel HINRICH OLDENDORFF
(FotoFlite)
199
127) GEBE OLDENDORFF (3) – 1992ELPM9 – cellular containership/
Roll on-Roll off-cargo ship –
30,085 GRT/22,709 tdw
40,713 cubic metres grain, 544
lane metres plus 675 cars, 1704 TEU
beam, 9.52 m draft
20 knots
Containership GEBE OLDENDORFF as the NEPTUNE LAZULI. The extra bridge
deck was inserted when she ship was converted into a full container vessel.
30.9.1981 launched and 1982 completed by Chantiers Navale de la
Ciotat, La Ciotat (No. 324) as
TADEUSZ KOSCIUSZKO for Polish Ocean
Lines-Polskie Linie Oceaniczne,
Gdynia (POL). 1983 transferred to
French-Polish Shipping Co.-Francusko Polskie Towarzstwo Zeglugowe,Gdynia. 1984 mgr. Polish
Ocean Lines-Polskie Linie Oceaniczne. 14.11. 1992 sold to Kingsston Maritime Corp., Monrovia (LBR),
mgr. Egon Oldendorff, and renamed
GEBE OLDENDORFF. 1993 converted at
Singapore to a full containership of
31,207 GT/30,684 tdw/2014 TEU
on 11 m draft at Singapore, 15.3.
1993 arrived. 1993 renamed NEPTUNE
LAZULI. October 1994 renamed
SINGAPORE EXPRESS. 1996 still trading.
128) GERDT OLDENDORFF (2) –
1993-1994
ELIU5 – cellular containership/
Roll on-roll off-cargo ship –
30,076 GRT/27,788 tdw
40,713 cubic metres grain, 544 lane
metres plus 675 cars, 1704 TEU
10.56 m draft
20 knots
29.8.1981 launched and 1982 completed by Chantiers Navale d l’Atlantique, St. Nazaire (No. N27) as
STEFAN STARZYNSKI for Polish Ocean
Lines-Polskie Linie Oceaniczne,
Gdynia (POL). 1983 transferred to
French-Polish Shipping Co.-Francusko Polskie Towarzstwo Zeglugowe, Gdynia. 1984 mgr. Polish
Ocean Lines-Polskie Linie Oceaniczne. 1993 sold to Rosebank Maritime Inc., Monrovia (LBR), renamed
GERDT OLDENDORFF. 1994 sold to
National Shipping Company of
Saudi Arabia (NSCSA) Dammam,
(SAU), renamed SAUDI RIYADH.
1996 still trading.
Sistership GERDT OLDENDORFF was not converted
200
CHRISTOFFER OLDENDORFF
129) CHRISTOFFER OLDENDORFF (4)
– 1993ELQH5 – self-unloading motor
bulk carrier – 37,959 GT / 68,844
tdw – 227.74 m length over all,
32.31 m breadth on frames,
19.21 m depth, 13.48 m draft
one two-stroke five-cyl. engine
with 11,328 kW, built by J. G.
Kincaid & Co. Ltd., Greenock,
under licence of Burmeister & Wain
Launched 15.10.1981 for Movex
Ltd., Great Britain. In March 1983
completed by Govan Shipbuilders
Ltd, Govan-Glasgow (No. 253)
als gearless bulkcarrier PACIFIC
BREEZE for Lombard Discount
Ltd., London (GBR), mgrs.
Furness Withy (Shipping Ltd.
1986 sold to Ocean Lines Ltd.,
Nassau (BHS), Mgr. Canada
Steamship Lines Inc., renamed
ATLANTIC HURON. Converted to
a self-unloading bulk carrier in
1988 at Verolme/Brasil with
a new deadweight of 62,732 tdw
and renamed CSL INNOVATOR.
22.8.1990 put into Falmouth Bay
following a fire in her accommodation block 20.8. when in a
position 48.37 N 12.12 W during
a voyage from Hamburg to
Halifax/N. She later returned to
Hamburg, arriving here 25.8.1990
for repairs. 1991 sold to The CSL
Group Inc., Monrovia (LBR).
1992 mgr. Constellation Ship
Management Ltd. 8.11.1993
sold to Aruba Maritime Inc.,
Monrovia (LBR), renamed
CHRISTOFFER OLDENDORFF Mgr.
Egon Oldendorff. 1996 still
trading.
201
Container/Ro Ro vessel H UGO OLDENDORFF with a deckload of UN vehicles in the English Channel
1993-1995
ELIU6 – cellular containership/
Roll on-roll off-cargo ship –
30,081 GRT/22,639 tdw
40,713 cubic metres grain, 544
lane metres plus 675 cars, 1417 TEU
10.55 m draft
202
21 knots
14.4.1981 launched and 1981
completed by Chantiers Navale de
la Ciotat, La Ciotat (No. 325) as
WLADYSLAW SIKORSKI for Polish
Ocean Lines-Polskie Linie
Oceaniczne, Gdynia (POL). 1983
transferred to French-Polish
Shipping Co.-Francusko Polskie
Towarzstwo Zeglugowe, Gdynia.
1984 mgr. Polish Ocan LinesPolskie Linie Oceaniczne. 1993
transferred to W. Sikorski, Gdynia,
managers as before. 1993 sold to
(FotoFlite)
Rosebank Maritime Inc., Monrovia
(LBR). Renamed HUGO OLDENDORFF. 1993 remeasured to 27,788
tdw / 1,704 TEU. 1995 sold to
National Shipping Company of
Saudi Arabia (NSCSA), Dammam
(SAU), renamed SAUDI MAKKAH.
1996 still trading.
131) CAROLINE OLDENDORFF (2) –
1994ELPS2 – geared bulkcarrier
13,696 GT / 22,150 tdw – 29,300
cubic metres
beam, 12.70 m depth
one two-stroke six-cyl. engine,
Diesels Co., Yaizu, under licence
of Mitsubishi, 14.2 knots
14.2.1993 launched by Saiki
Jukogyo K. K., Saiki (No. 1025)
for Roscoe Maritime Co.,
Monrovia and 22.4.1993
completed by Onomichi Zosen
K. K., Onomichi (No. 368) as
CAROLINE OLDENDORFF for
Rosebank Maritime Inc.,
trading.
mv CAROLINE OLDENDORFF on her trial trip
203
132) DOROTHEA OLDENDORFF – 1994ELPX9 – geared bulkcarrier
13,696 GT / 22,145 tdw –
29,300 cubicmetres
beam, 12.70 m depth
DOROTHEA OLDENDORFF leaving builder’s yard
April 1993 launched by Saiki Jukogyo K. K., Saiki (No. 1026) for
Egon Oldendorff, Monrovia and
23.6.1993 completed by Onomichi
Zosen K. K., Onimichi (No. 369)
as DOROTHEA OLDENDORFF for
(LBR). 1996 still trading.
133) CCNI AUSTRAL – 1994 –
ELPC2 – semi-container
motor ship, part cellular,
part tweendeck
17,726 GRT / 22,200 tdw –
1127 TEU
27.05 m beam, 14.6 m depth,
9.85 m draft
one two-stroke seven-cylinder
engine, 9421 kW, made by
Hitachi Zosen, Sakurajima
Works, Osaka, under licence
of Burmeister & Wain, 19 knots
5.3.1992 launched and
27.5.1992 completed by Naikai
Shipbuilding & Engineering
Co. Ltd., Setoda (No. 568)
as CCNI AUSTRAL for Austral
Shipping Co. Ltd., Monrovia
(LBR). 1994 taken over
by Egon Oldendorff for
Rosewater Maritime Inc.,
Monrovia (LBR). 1995
remeasured to 24,190 tdw.
1996 still trading.
Semi-container motorship CCNI AUSTRAL.
204
1994ELQJ6 – geared bulkcarrier
13,696 GT / 22,059 tdw –
157.5 m length over all, 25 m beam,
12.70 m depth, 9.1 m draft
4.11.1993 launched and 23.1.1994
completed by Onomichi Zosen K.
K., Onomichi (No. 375) and Saiki
Jukogyo K. K., Saiki (No. 1030) as
DORTHE OLDENDORFF for Kingston
Maritime Corp., Monrovia (LBR).
1996 still trading.
DORTHE OLDENDORFF (4), and
1994ELQJ7 – geared bulkcarrier –
13,712 GT / 22,050 tdw –
beam, 12.70 m depth
5296 kW, made by MitsubishiAkasaka, 14.2 knots
10.1.1994 launched by Saiki
Jukogyo KK, Saiki (No. 376).
4.4.1994 completed by
Onomichi Dockyard /
Saiki Heavy Industries (No. 1031)
as GRETKE OLDENDORFF for
Kingston Maritime Corp.,
trading.
GRETKE OLDENDORFF (4) belong to a series of six ships from Onomichi Zosen
205
136) ERNA OLDENDORFF (5) – 1994
ELQT8 – geared singledecker –
11,267 GT/18,355 tdw –
23,312 cubic metres
beam, 12.20 m depth, 9.17 m draft
1 two-stroke six-cyl. engine with
5075 kW, made by Mitsubishi
Engineering under licence of
Sulzer, 14.5 knots
8.4.1994 launched. 15.7. 1994
completed as ERNA OLDENDORFF
by Shikoku Dockyard Ltd.,
Takamatsu (No. 870 ) for Rosebank Maritime Inc., Monrovia
A photograph of the launching party in front of the newbuilding,
(Collection Siegfried Hanselmann)
and decorating the newbuilding with streamers and balloons are Japanese traditions.
206
137) CCNI VALPARAISO – 1994 –
ELPK7 – geared motor containership – 10,625 GT / 14,160 tdw /
1033 TEU
beam, 11 m depth, 8.35 m draft
one four-stroke eight-cyl. engine,
6690 kw, made by Krupp MaK
Maschinenbau, Kiel, 16.5 knots
31.3.1984 launched as KARIN S.
14.6.1984 completed by Werft
Nobiskrug GmbH, Rendsburg
(No. 719) as JEBSEN SOUTHLAND for
Schepers & Co. KG MS ‘Karin S’,
Elsfleth (DEU). 1988 renamed
KARIN S. 1989 renamed EMCOL
CARRIER. 1991 renamed ATLANTA.
1992 sold to Compania Chilena
de Navegacion Interoceanica SA.,
Valparaiso (CHL), renamed CCNI
VALPARAISO. 15.8.1994 sold to Egon
Oldendorff (Liberia) Inc., Monrovia
(LBR). In March 1995 delivered into
a nine-year bareboat charter with
Mint Holdings (UK) Ltd, renamed
FRANCOLI. 1996 still trading.
138) MAGALLANES – 1994ELPG5 – geared motor containership – 10,544 GT / 14,000 tdw /
1033 TEU
beam, 11 m depth, 8.33 m draft
one four-stroke eight-cyl. engine,
6700 kW, made by Krupp
MaK Maschinenbau, Kiel,
16.5 knots
Im March 1983 launched as
WESTERMARSCH. 16.6.1983 completed
by Werft Nobiskrug GmbH,
Rendsburg (Bau-Nr. 714) as ZIM
MELBOURNE for Gebr. Peterson
Schiffahrtsgesellschaft ‘Wester-
marsch’ GmbH & Co. KG,
Hörsten, Homeport Rendsburg
(DEU). 1986 renamed WESTERMARSCH. 1986 renamed WOERMANN
ULANGA. 1990 renamed WESTERMARSCH. 1990 renamed DORIA. 1991
renamed ZIM URUGUAY. 1992 sold
to Compania Chilena de Navegacion Interoceanica SA., Valparaiso
(CHL) and renamed CCNI
MAGALLANES. 6.9.1994 sold to Egon
Oldendorff (Liberia) Inc., Monrovia (LBR), renamed MAGALLANES.
In March 1995 delivered into a
three-year bareboat charter with
CTE, Madrid, renamed CTE
MAGALLANES. 1996 still trading.
Containership CCNI VALPARAISO, built at Rendsburg in 1983/84 as part of a series. Sistership M AGALLANES (on page 208).
(FotoFlite)
207
MAGALLANES on the river Scheldt
208
Sisterships ANNA OLDENDORFF (photo) and ERNA OLDENDORFF, built at Takamatsu on the Japanese island of Shikoku.
139) ANNA OLDENDORFF (3) – 1994ELQT7 – geared singledecker –
11,263GT/18,297 tdw –
136.00 m length pp, 22.80 m
beam, 12.8 m depth, 9.15 m draft
1 two-stroke six-cyl. engine with
5642 HP, built by Mitsubishi
Engineering, under licence of
Burmeister & Wain, 14 knots.
13.10.1994 completed as ANNA
OLDENDORFF by Shikoku Dockyard
Ltd., Takamatsu (No. 871 ) for
209
LINDA OLDENDORFF behind Copenhagen’s Little Mermaid
140) LINDA OLDENDORFF
motor bulk carrier
39,422 GT / 75,100 tdw /
85,158 cubic metres –
225 x 32.34 x 14.33 m –
1 Sulzer engine, 10,812 kW
Close-up view
of the unusual
bow design
210
19.5.1995 floating out
of building dock. 7.7.1995
christening. 28.7.1995 completed
by Burmeister & Wain (No. 953)
as LINDA OLDENDORFF for
K/S Bulk A/S, Copenhagen,
leased to Egon Oldendorff.
1996 still trading.
Ten years after having taken delivery
vessel with 30 tonnes Liebherr twin
construction and be built of mild
of the ‘Mark III’ type panamaxes
cranes. Egon Oldendorff bought the
steel. As a consequence of the severe
from Burmeister & Wain of
ship from Alianca and renamed her
shipping crisis from 1982 onwards
Copenhagen, Egon Oldendorff
JOBST OLDENDORFF.
many shipyards were forced to
contracted one ‘Mark V’ type
panamax from the same yard, on a
leasing basis. The ship was delivered
in July 1995 and was christened by
18 months-old Linda Oldendorff,
the second daughter of Henning
Oldendorff and probably one of the
youngest sponsors ever to name
a ship. The 75,100 tdw bulker boasts
economize on steel and took to using
a strong steel structure and 11,750
a high percentage (from 60 to 80 %)
tonnes lightweight.
of thin, high-tensile steel (HTS)
which is less corrosion-resistant
FAIR SPIRIT, built in 1974, was sold in
and has a tendency to buckle and
1995, but at the same time Olden-
to develop cracks when fatigued.
dorff Asia acquired a younger SD 14
This feature applies to many ships
type tweendecker, built in 1980 at
CCN Maua in Brasil. The FROTA DURBAN
built from the mid-1980s onwards
Linda Oldendorff
is on a one-year timecharter to the
sellers, Frota Oceanica, and will
change her name thereafter.
and is likely to contribute to addi-
Virtually the complete currently
tional fleet renewal requirements
owned EO fleet is made up of ships
in the next decade.
with a high lightweight. To qualify
The same yard had built the mv
NOBILITY in 1983 which in 1989 was
converted to a 12,800 tdw/500 TEU
for acquisition by Egon Oldendorff,
candidates on the second-hand
tonnage market must be of strong
multipurpose tweendeck/container
211
To illustrate the importance of this
point, the following list of EO ship
Vessel Type (EO fleet)
tdw
Approx. lightweight
EO ships
‘standard’ ships
11,750
16,000
12,000
12,000
10,000
8,500
8,000
8,000
8,000
8,600
7,400
7,000
8,000
6,000
5,000
9,500
12,000
9,000
9,000
6,250
7,000
5,500
5,500
5,000
6,000
5,500
5,000
5,000
4,800
3,900
% more
types includes their respective
lightweights, as compared with
‘standard’ ships.
In this context the term ‘standard’
is used to describe typical
comparable standard ship types
on offer from shipyards for the
last ten years. It can be seen from
the list that the light weight of ships
in the Egon Oldendorff fleet exceeds
that of ‘standard’ vessels by 20 to
LINDA OLDENDORFF
Jiangnan S/U Newbuildings
BALTIC MERMAID / MARINE R.
Gdansk Newbuildings
Guangzhou Newbuildings
BIRTE / TETE OLDENDORFF
Dalian Newbuildings
EIBE / EMMA / ECKERT O.
RIXTA / REGINA OLDENDORFF
DIETRICH / JOHANNA OLDENDORFF
HELGA / HENRIETTE OLDENDORFF
HILLE / IMME OLDENDORFF
MARIA / BEATE OLDENDORFF
Wuhu Newbuildings
JOBST OLDENDORFF
60 percent. They are stronger and
have a higher life expectancy.
Some Korean panamax designs
have 8,500 lightweight tonnes, and
a Japanese handymax 45,000 tonnes
bulker design may offer only some
6,000 lightweight tonnes. Both
figures are about 40 percent down
on what a shipowner could expect
to get for his money up to the
early 1980s.
mv ELISABETH OLDENDORFF (2)
212
75,000
71,000
64,000
49,000
44,000
34,000
29,000
29,000
28,000
23,000
22,000
21,000
20,000
20,000
13,000
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
24
33
33
33
60
21
45
45
60
43
35
40
60
25
28
%
%
%
%
%
%
%
%
%
%
%
%
%
%
%
141) TBN
motor open-hatch box-shaped
bulk carrier (OHBS) – 49,000 tdw /
2100 TEU / 60,000 cubic metres
grain – 199.98 x 30.80 x 12.00 m
1 two-stroke five-cylinder engine
with 11,800 HPe, made by
H. Cegielski, Poznan, under
Ordered with Gdansk Shipyard
(No. B 683/3) for delivery in
August 1996.
144) TBN
open-hatch box-shaped motor
ship (OHBS) – 29,000 tdw /
1,200 TEU – 181 x 26 x 9.98 m
with 8700 HPe, made by Dalian
Marine Diesel Works, under
licence of MAN/B&W, 14 knots
146) TBN
open-hatch box-shaped motor ship
(OHBS) – 20,000 tdw / 900 TEU /
24,000 cbm – 151 x 23.0 x 9,75
1 two-stroke six-cylinder engine
with 10,500 HPe, made by Hudong
Shipyard, under licence of MAN /
B&W
148) TBN
(OHBS) – 20,000 tdw / 900 TEU /
24,000 cbm – 151 x 23,0 x9,75 m
B&W
Ordered with Dalian Shipyard (No.
280/4) for delivery in June 1997
Ordered with Wuhu Shipyard (No.
9516) for delivery in October 1997
9518) for delivery in August 1998
1995ELQS4 – 8975 GT / 12,803 tdw /
grain – 140.98 m length over all,
11.74 m depth
one two-stroke 6-cylinder diesel
engine, 6179 kW, made by
Mecanica Pesada SA, Taubate,
under licence of MAN,
15 knots
142) TBN
motor open-hatch box-shaped
bulk carrier (OHBS) – 49,000 tdw /
grain – 199.98 x 30.80 x 12.00 m
with 11,800 HPe, made by
H. Cegielski, Poznan, under
Ordered with Gdansk Shipyard
(No. B 683/4) for delivery in
October 1996
JOBST OLDENDORFF (3) as NOBILITY
143) TBN
open-hatch box-shaped motor
ship (OHBS) – 29,000 tdw /
1,200 TEU – 181 x 26 x 9.98 m –
with 8700 HPe, made by Dalian
Marine Diesel Works, under
licence of MAN/B & W, 14 knots
Ordered with Dalian Shipyard
(No. 280/3) for delivery in
November 1996
(FotoFlite)
145) TBN
(OHBS) – 20,000 tdw / 900 TEU /
24,000 cbm – 151 x 23,0 x 9,75 m
B&W
147) TBN
(OHBS) – 20,000 tdw / 900 TEU /
24,000 cbm – 151 x 23,0 x 9,75 m
B&W
9515) for delivery in May 1997
9517) for delivery in April 1998
8.9.1982 launched. 1983 completed by Cia. Comercio e
Navegacao CCN Maua Shipyard,
Niteroi (No. 157) as ALESSANDRA
for Empresa de Navegacao
Alianca SA, Rio de Janeiro (BRA).
1994 sold to Van Dyk Shipping
Corp., Monrovia (LBR), Maritime
Services Aleuropa GmbH,
Hamburg, appointed as
managing owners, renamed
NOBILITY. In September 1995
sold to Egon Oldendorff,
Lübeck (LBR), and renamed
JOBST OLDENDORFF.
1996 still trading.
213
Semi containership FROTADURBAN
(FotoFlite)
150) FROTADURBAN – 1995
3BJG – 8585 / 11,372 GRT /
12,100 / 14,650 tdw –
12.58 m depth
1 two-stroke 6-cylinder diesel
engine with 8385 kW, made by
Mecanica Pesada SA, Taubate
under licence of MAN, 17 knots
152) HUGO OLDENDORFF (6)
craned bulkcarrier – 44,000 tdw /
56,000 cubic metres
199.00 x 30.00 x 10.98 m –
1 five-stroke engine with 10,600
HP, made under Sulzer-licence,
14,5 knots
214
26.10.1979 launched. August 1980
completed by Ca. Comercio e
Navegacao CCN Maua Shipyard,
Ordered with Guanghzou
Shipyard (No. 513/3) for delivery
in November 1997.
Niteroi (No. 134) as FROTADURBAN
for Frota Oceanica Brasileira SA,
Rio de Janeiro (BRA). 1987 homeport Macau (BRA). August 1995
sold to Egon Oldendorff (Hong
Kong) Ltd., Hong Kong (LBR).
1996 still trading.
151) TBN
conveyor belt self-unloader
71.000 tdw – 225 x 32.2 x 14.2 m –
2-stroke 6-cylinder engine with
14,666 HPe, built by Dalian, under
licence of Burmeister & Wain
Ordered with Jiangnan Shipyard
(No. 2228) for delivery in July 1998.
153) GERDT OLDENDORFF (3)
craned bulkcarrier – 44,000 tdw /
56,000 cubic metres
199.00 x 30.00 x 10.98 m –
1 five-stroke engine with 10,600
HP, made under Sulzer-licence,
14,5 knots
Ordered with Guanghzou
Shipyard (No. 513/4) for delivery
in March 1998.
Furthermore, it contains a brief
parcels, full cargoes or under
update on how Flensburger Schiff-
contracts of affreightment.
bau-Gesellschaft will have fared in its
In its successful first ten months of
first seven years under EO control
operation, Concept Carriers typically
and it also lists the ships operated
had around seven or eight vessels of
commercially by Egon Oldendorff
between 28,000 and 45,000 tdw on
on a period timecharter basis during
long period timecharter, while more
the past six years.
than 100 fixtures for timecharter trips
ranging from 40 to 60 days have
◆
Building
The
Future
A new subsidiary company came
been concluded for similar tonnage.
into being in March 1995. Operating
For Egon Oldendorff, Concept
from the Egon Oldendorff
Carriers is a valuable learning
headquarters at Lübeck, Concept
experience ultimately aimed at
Carriers GmbH & Co. KG is a ship
obtaining better access to cargoes.
and cargo operator which will
complement the activities of its
Flensburger Schiffbau-Gesellschaft
parent company and which offers
mbH & Co. KG (FSG) will continue
additional and new business
to face challenges as it moves into
opportunities. Concept Carriers is a
the second half of the 1990s under its
member of the growing ‘family’ of
managing director, Fred Garbe.
EO companies and benefits from the
The shipyard had been rescued, in
Up to the time of publishing this
financial backing and resources of its
March 1990, by Egon Oldendorff,
book, the current decade has been
parent. However, it carries out its
after a four-year bankruptcy period
quite eventful for Egon Oldendorff.
activities as an independent and
with not a single order in its books.
But development does not stop here,
separate business unit led by Frank
Since then, the shipyard has achieved
and this last chapter attempts to
Eger.
a remarkable turn-around. Its
forecast future events by describing
Thus far it has primarily relied on
orderbook is filled into the year 1997,
the newbuildings which will join the
timechartered tonnage for world-
seven years after the company was
fleet in the next few years.
wide carriage of bulk and unitized
acquired.
◆
commodities booked variously as
215
More than 20 contracts worth in
excess of DM 1 billion represent a
successful come-back for FSG which
has a reputation for quality
workmanship, solid steel construction
methods and for keeping delivery
dates. The hardest part was
changing the production planning
methods and improving efficiency.
In the event, productivity has been
vastly improved, and the yard now
turns out three large vessel per
annum, as compared with the
previous two p. a., with an
unchanged workforce of 600
TRADE SOL, the first Ecobox built by FSG
(FotoFlite)
dedicated employees. The ECOBOX
type of vessel of which a total of ten
The first seven years: Orders for delivery 1990-1996 from FSG
units have been ordered so far, has
proved a very successful product
line.
As FSG is about to enter its 125th
year, market conditions are still
fiercly competitive. A strong national
currency, extremely high wages and
social expenses add to the burdens.
FSG will have to continue to improve
its productivity and to make use
of ‘financial engineering’ tools
to be able to offer attractive packages
to its customers.
216
Hull Nº Vessel
Size
Buyer
676
677
678
679
680
–
683
684
681
682
685
686
688
689
696
691
687
692
12,000 tdw
21,000 tdw / 1,300 TEU
21,000 tdw / 1,300 TEU
14,500 tdw
14,500 tdw
26/52 m elongations
14,500 tdw
14,500 tdw
Navy support vessel
Navy support vessel
42,000 tdw / 2,480 TEU
42,000 tdw / 2,480 TEU
42,000 tdw / 2,480 TEU
42,000 tdw / 2,480 TEU
42,000 tdw / 2,480 TEU
42,000 tdw / 2,480 TEU
34,000 tdw / 2,000 TEU
34,000 tdw / 2,000 TEU
Incanal, Venezuela
6/1990
Egon Oldendorff
1/1992
Egon Oldendorff
6/1992
Svitzer (A. P. Møller)
2/1991
4/1991
DFDS/Stena AB
8+10/1990
8/1992
Svitzer (A. P. Møller) 10/1992
German Navy
10/1993
German Navy
12/1993
Sinotrans, China
4/1994
Sinotrans, China
10/1994
ALTS/Lykes Lines
3/1995
ALTS/Lykes Lines
8/1995
ALTS/Lykes Lines
12/1995
ALTS/Lykes Lines
4/1996
MPC/CCNI, Chile
8/1996
MPC/CCNI, Chile
12/1996
Hopper-Dredger GUAYANA
MP Tween / Cont. vsl POL EUROPE
MP Tween / Cont. vsl POL ASIA
Doubleskin Pushbarge ODIN
Doubleskin Pushbarge THOR
Ferry Conversation contracts
Doubleskin Pushbarge BRAGE
Doubleskin Pushbarge BALDUR
Tender ‘Type 404’ RHEIN
Tender ‘Type 404’ WERRA
ECOBOX CC 42 TRADE SOL
ECOBOX CC 42 TRADE COSMOS
ECOBOX CC 42 JAMES LYKES
ECOBOX CC 42 JOSEPH LYKES
ECOBOX CC 42 JOHN LYKES
ECOBOX CC 42
ECOBOX CC 34 CCNI CHILOE
ECOBOX CC 34 CCNI AYSEN
Delivery
Since 1990 Egon Oldendorff and its
subsidiaries, Oldendorff Asia and
Concept Carriers have taken an
increasing number of ships on
timecharter for varying periods.
The intention is to supplement the
owned fleet with additional tonnage
chartered-in, thereby broadening
the exposure and gaining more
experience in certain sectors, but
also to cater for contract cargoes or
parcels, and to reach critical mass for
better market support and enhanced
earnings.
The table on page 219 lists 30 ships,
half of which have been fixed
for periods of two years or more,
some for up to eight years.
The following ships deserve special
mention: Panamax newbuilding LUISE
OLDENDORFF owned by Teh Hu,
panamax IRENE OLDENDORFF owned
by Sinochem, the two semi-open
box-shaped Taiheiyo newbuildings,
the box-shaped Wismar OBC type
SOLIN, and the conveyor-belt
self-unloader newbuilding
HAI WANG XING.
Bulk carriers LUISE OLDENDORFF (above) and IRENE OLDENDORFF (page 219),
the only ships in long-term timecharters to Oldendorff to be given Oldendorff names.
(FotoFlite)
217
The owned fleet which remains the
All newbuildings will be built
company does not have to justify
very core of Egon Oldendorff
primarily from thick mild steel for
increasing operating expenses in any
activities, has been constantly
better vessel durability and also to
one year which may be inevitably
renewed during the last decades.
avoid costly major steel renewals in
necessary to keep costs down in
On average, three to four new-
later years. The lightweight is typically
subsequent years, or may extend a
buildings per annum are required
some 40 % higher than e. g. for Korean-
ship’s useful life. Barring few
just to maintain the average age of a
built standard designs. This affords
notable exceptions it is felt in Egon
fleet of 50 to 60 vessels. Fleet renewal
the option of trading the ships over
Oldendorff that shipmanagers
can also be achieved through second-
a life cycle of 25 to 30 years and is
depending on fees do not as a rule
hand acquisitions and Egon Olden-
an important part of the Egon Olden-
apply the same dedication and
dorff will continue to purchase
dorff corporate policy, as opposed to
commitment to maintaing an asset in
attractively-priced used vessels.
the philosophy of asset traders.
excellent shape that they would if
For precisely the same reasons Egon
they were to own the asset
At the time of going to press, eleven
Oldendorff is not interested in
themselves.
newbuildings have been firmly
undertaking third-party shipmana-
ordered by Egon Oldendorff, for
gement against a service fee. By
The newbuildings will incorporate
delivery in 1996, 1997 and 1998:
managing only its own assets the
the following features:
218
Hull No.
Shipyard
tdw
TEU
Type
Delivery
683/3
Gdansk/Poland
49,000
2,100
OHBS
8/1996
683/4
Gdansk/Poland
49,000
2,100
OHBS
10/1996
280/3
Dalian/China
29,000
1,200
OHBS
11/1996
280/4
Dalian/Chia
29,000
1,200
OHBS
3/1997
9515
Wuhu/China
20,000
900
OHBS
5/1997
9516
Wuhu/China
20,000
900
OHBS
10/1997
9517
Wuhu/China
20,000
900
OHBS
4/1998
9518
Wuhu/China
20,000
900
OHBS
8/1998
2228
Jiangnan/China
71,000
6,000 tph
Self-unloader
7/1998
513/3
Guanghzou/China
44,000
craned bulker
11/1997
513/4
Guanghzou/China
44,000
craned bulker
3/1998
List of Vessels on Period Time Charter
Nº Charterer
Vessels Name
Dead- Type
weight
Duration
Deli- Redevery livery
Nº Charterer
Vessels Name
Dead- Type
weight
Duration
Delivery
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
GREAT GLEN
CALEDONIAN PRINCE
PANACEA
LOK PREM
RALU
KAPITAN TRUBKIN
ROMAN KARMEN
TAMAMIMA
TAMATHAI
TAMAPATCHAREE
SOLIN
LUISE OLDENDORFF
IRENE OLDENDORFF
COLUMBUS OLIVOS
PAC QUEEN
27,931
41,829
45,244
26,710
22,066
27,082
39,413
18,500
18,500
18,500
24,374
72,700
62,210
23,930
26,666
short
2 years
short
1 year
short
short
1 year
1 year
1+1 years
1+1 years
2+2 years
6+1+1 y.
5+1.5 y.
2+2 years
2 years
09/90
11/91
06/91
05/91
07/90
05/92
07/92
01/94
12/93
01/95
02/95
11/94
10/92
12/94
04/95
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
SPAR TWO
KAPITAN SOROKA
MARIA F.
SANMAR PAVILLION
LINCOLN K.
VERNER
HAI WANG XING
FROTA SINGAPORE
BEL AZUR
HANDY EXPLORER
HANDY SUCCESS
OCEAN TRADER
EVER FOREST
TAIHEIYO TBN 1
TAIHEIYO TBN 2
35,971
34,170
24,712
36,400
15,144
37,662
38,997
14,249
14,249
34,072
34,072
42,053
26,973
23,500
23,500
1 year
1 year
1.5 years
1 year
1 year
1 year
2+1+1+1 y.
Pool
Pool
3 years
2 years
2 years
3+1+1 y.
5 years
3 years
01/95
03/95
04/95
06/95
01/95
07/95
06/95
08/95
08/95
10/95
09/96
11/95
11/95
11/96
02/97
Oldendorff
Oldendorff Asia
Oldendorff
Oldendorff Asia
Oldendorff
Oldendorff
Oldendorff
Oldendorff
Oldendorff
Oldendorff
Oldendorff
Oldendorff
Oldendorff
Oldendorff
Oldendorff Asia
Bulker
Bulker
Bulker
Bulker
Bulker
Bulker
Bulker
Tween
Tween
Tween
Bulker
Bulker
Bulker
Cont.
Bulker
12/90
09/93
07/91
06/94
12/90
12/92
06/93
02/95
Concept Carriers
Concept Carriers
Oldendorff Asia
Concept Carriers
Oldendorff Asia
Concept Carriers
Oldendorff
Oldendorff
Oldendorff Asia
Concept Carriers
Concept Carriers
Concept Carriers
Oldendorff Asia
Oldendorff Asia
Oldendorff Asia
Bulker
Bulker
Bulker
Bulker
Tween
Bulker
Selfunl.
Tween
Tween
Bulker
Bulker
Bulker
Bulker
Bulker
Bulker
Furthermore, the three Oldendorff companies have taken many vessels on T/C trip basis and have booked cargoes/parcels for these trips.
For sketches of four of the newlydesigned ship types (page 220)
please refer to pages 16/17.
All ships feature coating and corrosionprotection schemes of a high
standard, also alternate hold loading,
grain stability, CO2 in holds, doubleskin hull throughout and generally,
a maintenance-friendly layout.
The box-shaped vessels are eminently
suitable for the carriage of a variety
of unitized cargoes such as forest and
paper products, steel, pipes,
packaged and/or palletized and/or
IRENE OLDENDORFF on River Scheldt.
bagged cargoes as well as containers,
219
49,000 tdw Open- Hatch Box- Shaped (OHBS) Ships, ex Gdansk
49,000 tdw on 12m draft, 199.98m loa/30.8m breadth, DNV class
5 holds and 5 open hatches, mostly 26.4 x 25.2m, hydraulically folding covers
2,100 TEU, 4 x 35 tonne electro-hydraulic high-speed deck cranes, timber stanchions,
60,000 cu m, tanktop strength 20 tonnes/sq m, high container stackweights
Sulzer 5RTA62U of 11,800 HP, 3 x 925 HP auxiliaries, speed 14.5 knots
lightweight abt. 11,750 tonnes / 88% mild steel
Two ‘wide hatch’ craned handymax
bulkcarriers of 44,000 tdw will be
leased under a bareboat charter with
purchase options from clients of MPC
Capital, Hamburg. The units are
29,000 tdw Open- Hatch Box-Shaped (OHBS) Ships, ex Dalian
29,000 tdw on 9.98m draft, 181m loa / 26m breadth, ABS class
5 holds and 5 open hatches, mostly 25 x 22.5m with hydraulically folding covers
1,200 TEU, 5 x 30 tonne electro-hydraulic Liebherr deck cranes, combinable to 60 tonnes
36,300 cu m, tanktop strength 23 tonnes/sq m, fully squared off in all holds
B&W 5S50MC of 8,700 HP, 3 x 680 HP auxiliaries/shaft generator, 14 knots
scheduled for delivery in November
20,000 tdw Open-Hatch Box-Shaped (OHBS) Ships, ex Wuhu
20,000 tdw on 9.75m draft, 151m loa / 23.1m breadth, Lloyd’s class
4 holds and 4 open hatches, mostly 19 x 20m with hydraulically folding covers
900 TEU (not fitted), 3 x 30 tonne electro-hydraulic Hägglund deck cranes
24,000 cu m, tanktop strength 20 tonnes/sq m, timber stanchions
B&W 6L50MC of 10,500 HP (derated), 3 x 600 HP auxiliaries/shaft generator, 14 knots
Carriers.
71,000 tdw Conveyor-Belt Self-Unloader (S/U), ex Jiangnan
71,000 tdw on 14.2m draft, 225m loa / 32.2m breadth, Lloyd’s class
7 holds and 9 hatches with side-rolling covers, bow thruster
70,000 cu m, conveyor-belt self-unloading system with 80m discharge boom,
unloading capacity up to 6,000 tonnes/h, dust suppression/noise reduction systems
B&W 6S60MC of 14,666 HP (derated), auxiliaries: 2 x 1,750 HP, 2 x 900 HP, 15 knots
2 x 44,000 tdw Craned Bulkcarriers, ex Guanghzou
44,000 tdw on 10.98 m draft, 199 m loa / 30.0 m breadth, Germanischer Lloyd class
6 holds and 6 hatches, each 18.8 m wide with hydraulically folding covers
56,000 cu m, tanktop strength 22 t/sq m, auxiliaries 3 x 700 HP, 14.5 knots
lightweight abt. 10,000 tonnes / 80 % mild steel
1997 and March 1998 from
Guangzhou Shipyard and earmarked
for the operations of Concept
The panamax self-unloader is
earmarked to slot into the pool
operated by CSL International Inc.,
headquartered at Beverley near
Boston/Mass. in the United States.
Canada Steamship Lines / CSL International have ordered two sisterships
for delivery in the first and fourth
quarters of 1998. EO and CSL each
have one option for a further vessel
for delivery in 1999. Jiangnan
project cargo and various bulk and neo-
ling of bulk cargoes in grabstrengthe-
Shipyard, China’s second-largest
bulk commodities. Considering the
ned holds. Egon Oldendorff intends
shipbuilding company after Dalian
diminishing number of tweendeckers
to deploy the 49,000 tonners and the
shipyard, recently celebrated its
in the world cargo fleet the smaller
29,000 tonners in pools operated
130th anniversary.
size OHBS ships could be termed
together with Danish shipowners.
Self-unloaders can discharge bulk
‘multipurpose replacement’ type
Technical management of the vessels
cargoes faster and without requiring
vessels, but this should not distract from
will be a Lübeck headoffice
shore-based handling equipment.
their versatility which includes hand-
responsibility.
220
The pool will then consist of six
panamax vessels, three from each
partner, plus a number of charteredin panamax or handysized selfunloaders. Most of these ships trade
under long-term contracts of
affreightment, mainly in South
America, Europe, both coasts of
North America and in the Caribbean.
CSL and Egon Oldendorff are pleased
with the commercial success of the
pool, and their recent three-ship
newbuilding order underscores
both parties’ commitment to the
self-unloader principle. The new
generation of conveyor-belt selfunloaders will incorporate many
innovative improvements of the
unloading system with the object of
simplifying the unloading process,
improving the control of the unloading rate whilst also permitting
to handle a wider variety of cargoes.
The ships will be equipped with
built-in noise and dust suppression
facilities enabling them to discharge
dusty bulk cargoes in the most
environment-protective manner.
YEOMAN BANK on Elbe 1 roads awaiting discharging orders.
221
View of weatherdeck of bulk carrier UNITED VENTURE ex HELGA OLDENDORFF (2).
222
(Photograph: Svendinde von Loessel)
Henning Oldendorff has guided the
At the turn of the years 1995/1996,
Egon Oldendorff celebrates its 75th
firm of Egon Oldendorff in new
Egon Oldendorff and its associated
anniversary more than a decade after
directions. Throughout that process
companies employ about 2,100 staff
its founder died on 9th May 1984.
he was able to build on his father’s
in shipping and shipbuilding. The
He started the firm in Hamburg from
experience and reputation.
current fleet list of about 78 ships
humble beginnings in 1921 and built
Having taken his A levels and after
(including 23 ships on timecharter)
up a respectable fleet twice, before
completing compulsory military
totals some 2,500,000 tdw and about
and after world War II. His son,
service in the German navy, he was
40,000 TEU, comprising bulk carriers,
Henning Oldendorff, characterizes
trained as a shipping apprentice in
self-unloaders, open-hatch vessels,
him as having been conservative and
Hamburg and worked as a trainee
containerships as also tweendeck/
bold at the same time, cost conscious
broker in London, New York and San
container multipurpose vessels.
down to minute detail but generous
Francisco.
when he sensed a rewarding
Henning Oldendorff returned to
Approximately 1,400 seafarers from
business opportunity:
Lübeck in 1980 and worked
43 countries serve on board the EO
„He had the courage to go his own
alongside his father for three and
fleet. Just under 100 staff work in the
way and did not listen to the faint-
one half years. His first major deals
offices of Egon Oldendorff and
hearted. But he was cautious enough
for the family-owned company
Concept Carriers in Lübeck and of
to steer a prudent course for the long-
were the acquisition of the six-
Oldendorff Asia in Singapore. The
term benefit of the company and his
month old panamax bulker SEA SCOUT
shipbuilding subsidiary, FSG of
employees. All of us, afloat and
(ex-KAREN T.) and negotiating the
Flensburg employs 600 staff. The
ashore, will continue to live up to the
order for the subsequent sistership
Oldendorff companies are also
founder’s standards of commitment
newbuildings.
engaged in real estate and farming.
and responsibility, which had always
His father died when Henning Olden-
been high.“
dorff was 26 years of age. During the
The Oldendorff companies continues
last 14 years he bought about 60 ships
to be fully family-owned. Henning
The rejuvenated fleet may have
of which half were newbuildings or
Oldendorff values his independence
changed its face over the years, the
newbuilding re-sales. The average
since quick decision-making with-
company expanded into shipbuilding
age of the EO fleet has been reduced
out prior reference to outsiders
and timecharter/ cargo operator
from 12.5 to 7.5 years.
is vital in the cyclical shipping
activities, but the spirit of the
industry.
founder, Egon Oldendorff, lives on.
223
224
Fleet Positions
as of July 1995
225
POSITIONS
BULKCARRIERS
LINDA OLDENDORFF
DORA OLDENDORFF
LUISE OLDENDORFF (T/C)
BALTIC MERMAID
MARINE RANGER
IRENE OLDENDORFF (T/C)
■ Newbuilding 513/3 (HUGO O.)
■ Newbuilding 513/4 (GERDT O.)
■ OCEAN TRADER (T/C)
■ AYIA MARINA (T/C)
■ VERNER (T/C)
■ SANMAR PAVILLION (T/C)
■ SPAR 2 (T/C)
■ KAPITAN SOROKA (T/C)
■ HANDY SUCCESS (T/C)
■ HANDY EXPLORER (T/C)
RIXTA OLDENDORFF
REGINA OLDENDORFF
■ HELENA OLDENDORFF
✪ EVER FOREST (T/C)
✪ Pacqueen (T/C)
✪ MARIA F. (T/C)
✪ TAIHEIYO TBN (T/C)
✪ TAIHEIYO TBN (T/C)
✪ HANS OLDENDORFF
✪ LUCY OLDENDORFF
✪ ELISABETH OLDENDORFF
✪ CAROLINE OLDENDORFF
✪ DOROTHEA OLDENDORFF
✪ DORTHE OLDENDORFF
✪ GRETKE OLDENDORFF
✪ ERNA OLDENDORFF
✪ ANNA OLDENDORFF
21/11/1995
REEDER UND SCHIFFSMAKLER
tdw
75,100
73,974
72,873
64,145
63,940
62,210
44,000
44,000
42,053
38,816
37,662
36,400
35,971
34,170
34,072
34,072
28,031
28,031
28,354
26,973
26,666
24,712
23,500
23,500
22,531
22,160
22,154
22,150
22,145
22,059
22,050
18,355
18,297
built
cranes
TEU
95
74
94
84
84
82
97
98
84
84
84
77
82
81
82
82
86
86
84
89
86
80
96
97
79
92
92
93
93
94
94
94
94
gearless
gearless
gearless
gearless
gearless
gearless
4 x 30 t
4 x 30 t
4 x 25 t
4 x 25 t
4 x 25 t
4 x 25 t
4 x 25 t
4 x 25 t
4 x 25 t
4 x 25 t
4 x 25 t
4 x 25 t
4 x 30 t
4 x 25 t
4 x 30-60 t
4 x 30 t
4 x 30 t
4 x 25 t
4 x 30 t
4 x 30 t
4 x 30 t
4 x 30 t
4 x 30 t
4 x 30 t
4 x 30 t
4 x 30 t
➾ 8/12 Trinidad
February 1996
end December 1995
1,000 ➾ 29/11 Continent
➾ 21/11 Continent
January 1996
November 1997
March 1998
➾ 2/1/96 Morocco
4 x 25 t
➾ 22/12 Varna
➾ 14/12 Brazil
➾ 10/1/96 Chile
➾ 28/12 Turkey
April 1996
October 1996
➾ 20/12 Turkey
➾ 8/12 Japan
➾ 26/12 Far East
➾ 7/12 Black Sea
➾ 5/12 Japan
➾ 20/12 South Korea
February 1996
November 1996
February 1997
(derr)January 1996
➾ 20/12 Japan
January 1996
January 1996
➾ 30/12 Japan
➾ 17/12 Japan
➾ 20/12 Japan
➾ 25/11 Japan
January 1996
4 x 35 t
4 x 35 t
5 x 30-60 t
5 x 30-60 t
3 x 30 t
3 x 30 t
3 x 30 t
3 x 30 t
4 x 25-48 t
2,100
2,100
1,200
1,200
900
900
900
900
802
B&W
Rijeka
Samsung
B&W
B&W
Hashihama
Guangzhou
Guangzhou
Nipponkai
IHI
Kanasashi
Imabari
Imabari
Gdynia
Mitsubishi
Mitsubishi
Dalian
Dalian
Jiangnan
Minami
Imabari
Onomichi
Onomichi
Onomichi
Kurushima
Onomichi
Onomichi
Onomichi
Onomichi
Onomichi
Onomichi
Shikoku
Shikoku
charter free
OPEN HATCH BOX SHAPED (OHBS) VESSELS
Newbuilding
Newbuilding
Newbuilding
Newbuilding
Newbuilding
Newbuilding
Newbuilding
Newbuilding
SOLIN (T/C)
683/3
683/4
280/3
280/4
9515
9516
9517
9518
48,800
48,800
29,300
29,300
20,000
20,000
20,000
20,000
24,374
96
96
96
97
97
97
98
98
85
Gdansk
Gdansk
Dalian
Dalian
CSSC/Wuhu
CSSC/Wuhu
CSSC/Wuhu
CSSC/Wuhu
Wismar
✪ = commercially controlled by OLDENDORFF ASIA (PTE) LTD., Singapore
■ = commercially controlled by CONCEPT CARRIERS GmbH&Co.KG, Lübeck
❖ = commercially controlled by CSL - EO POOL, Beverly / USA
226
August 1996
September 1996
November 1996
March 1997
May 1997
October 1997
March 1998
August 1998
February 1996
Shown on these pages is
a typical Posisition List,
POSITIONS
30/12/1994
as is distributed to shipbrokers on a weekly basis.
CONVEYOR BELT
SELFUNLOADERS
YEOMAN BROOK
❖ BERNHARD OLDENDORFF
❖ Newbuilding 2228
❖ CHRISTOFFER OLDENDORFF
YEOMAN BANK
❖ HAI WANG XING (T/C)
tdw
77,549
77,499
71,000
62,732
38,997
37,532
built
cranes
90
91
98
82
82
95
Daewoo
Daewoo
Jiangnan
Govan c88
Eleusis c91
Br. Vulkan
6000
6000
6000
4500
3500
3500
85
85
81
81
80
84
83
Hyundai
Hyundai
France c93
France
U.K. c86
Nobiskrug
Nobiskrug
gearless
gearless
gearless
ConRo
4 x 36 t
2 x 40 t
2 x 40 t
1,800
1,800
2,014
1,704
1,400
1,033
1,033
1,100
1,100
1,100
616
616
1,000
1,000
1,300
1,308
1,308
633
633
1,100
1,100
500
t/h
t/h
t/h
t/h
t/h
t/h
TEU
disch
disch
disch
disch
disch
disch
charter free
March 2011
CSL/EO Pool
July 1998
CSL/EO Pool
November 2000
CSL/EO Pool
It indicates when/where
the vessels will be
charter free.
CELLULAR CONTAINER CARRIERS
MSC ANTONIA (BIRTE O.)
MSC GIORGIA (TETE O.)
SINGAPORE EXPRESS (GEBE O.)
PYRMONT BRIDGE (HINRICH O.)
MONTE PASCOAL (T/C)
FRANCOLI
CTE MAGALLANES
33,863
33,823
30,684
27,930
23,930
14,160
14,200
January 2000
March 2000
August 1997
January 1997
January 1997
B/B until 2003
B/B until 1998
MPP TWEEN/CONTAINER VESSELS
EMMA OLDENDORFF
ECKERT OLDENDORFF
EIBE OLDENDORFF
HARMEN OLDENDORFF
CATHARINA OLDENDORFF
T. A. EXPLORER (DIETRICH O.)
T. A. VOYAGER (JOHANNA O.)
CCNI AUSTRAL
HELGA OLDENDORFF
NZOL CHALLENGER (HILLE O.)
NZOL CRUSADER (IMME O.)
T.A. ADVENTURER (MARIA O.)
T.A. DISCOVERER (BEATE O.)
JOBST OLDENDORFF
29,331
29,331
29,331
23,477
23,503
22,800
22,800
24,190
21,681
21,763
21,061
21,061
20,380
20,430
12,803
83 Hyundai
83 Hyundai
84 Hyundai
82 Hyundai
83 Hyundai
87 England
87 England
92 Naikai
92 FSG
92 FSG
82c NKK
82c NKK
88c Warnow
90c Warnow
83 CCN c89
4
4
4
4
4
6
6
4
3
3
5
5
4
4
4
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
26 t
26 t
26 t
25-50 t
25-50 t
32-120 t
32-120 t
30-35 t
36-70 t
36-70 t
25-50 t
25-50 t
25-82 t
25-82 t
16-30 t
18,500
18,500
15,144
15,060
15,060
14,284
14,249
14,249
79
79
77
79
80
80
82
80
derr/HL 60 t
derr/HL 60 t
4 x 20 + 8 x 10 t
derr/HL 100 t
derr/HL 100 t
8 x 5-40 t
8 x 5-40 t
8 x 5-40 t
➾ 5/1/96 South Korea
January 1996
➾ 15/12 South Korea
January 1996
➾ 12/12 Hong Kong
September 1997
July 1997
September 1998
July 1998
July 1998
January 1998
February 1998
June 1999
August 1999
➾ 5/12 ECSA
TWEENDECKERS
✪
✪
✪
✪
✪
✪
CLINTON K (T/C)
LADY REBECCA (T/C)
LINCOLN K (T/C)
GOOD FAITH
GLOBE TRADER
FROTA DURBAN
FROTA SINGAPORE (T/C)
BEL AZUR (T/C)
A&P
A&P
IHI
A&P
A&P
CCN Maua
CCN Maua
CCN Maua
400
400
170
170
218
218
218
➾ 3/1/96 East Med
➾ 18/12 China
January 1996
➾ 28/11 West Med
➾ 3/1/96 Continent
June 1996
July 1996
January 1996
78 vessels (incl. 23 on T/C) with abt. 2,500,000 tdw / abt. 40,000 TEU / average age abt. 7.5 years „c“ = converted
✪ = commercially controlled by OLDENDORFF ASIA (PTE) LTD., Singapore
■ = commercially controlled by CONCEPT CARRIERS GmbH&Co.KG, Lübeck
❖ = commercially controlled by CSL - EO POOL, Beverly / USA
227
In-house magazines called CREWSLETTER
served to keep seafarers and office staff
abreast of events ashore and on board.
Seven issues were published from
December 1987.
As of July 1991 the magazine is captioned The Letter from Egon Oldendorff L.E.O.
and is being published twice annually.
228
229
Current sea-going staff, who have been with E. O. for more than 10 years
230
Rank
Name
First Name
Nationality
Master
LAUX
Walter
Germany
Cook
NIKOLOWIUS
Rüdiger
Master
DEHMKE
Henry
Master
DELFS
First Contract
started on
Rank
Name
First Name
Nationality
First Contract
started on
25.02.1957
Steward
NEVES
Manuel
Portugal
Germany
23.01.1962
Electrician
ARELLANO
Antonio
Philippines
03.09.1973
Germany
15.05.1962
Boatswain
YATIM
Mukmin
Indonesia
03.09.1973
12.07.1973
Dirk
Germany
17.09.1962
Chief Officer
PADILLA
Ismael
Philippines
25.09.1973
Chief Engineer JAHN
Ernst
Germany
20.03.1963
Master
KOOS
Barnim
Germany
13.10.1973
Chief Engineer RINGK
Hubertus
Germany
05.12.1963
Chief Engineer MASCARENHAS
Dennis
India
14.01.1974
Boatswain
PETH
Reinhard
Germany
17.05.1964
Motorman
UGAS
Cesar
Peru
26.01.1974
Master
MONDEN
Heinz
Germany
05.07.1965
Able Seaman
FURTADO MENDES
Carlos
Cape Verde Islands 27.05.1974
Master
KALIS
Cornelis
Netherlands
14.09.1965
Storekeeper
TOLENTINO
Ruperto
Philippines
27.05.1974
2nd Officer
STÖLKEN
Hans-Peter
Germany
01.04.1966
Electrician
GARCIA
Dominador
Philippines
06.07.1974
Master
GERBODE
Herbert
Germany
12.05.1966
Boatswain
ORTIZ
Luisito
Philippines
06.07.1974
Master
EISMA
Roeby
Netherlands
28.01.1967
Boatswain
KAYA
Hidir
Turkey
28.08.1974
Boatswain
KNUTZEN
Peter-Jürgen
Germany
13.03.1967
Steward
EICKENBERG
Alfred
Germany
27.09.1974
Chief Officer
BOLDT
Alexander
Germany
01.08.1967
Storekeeper
PEREZ MIRANDA
Luis
Chile
03.11.1974
Chief Engineer WULLF
Helmut
Germany
06.09.1967
Cook
HOEFELS
Dieter
Germany
22.11.1974
Chief Engineer NAGEL
Peter
Germany
06.10.1967
2nd Officer
YAP
Severino
Philippines
22.11.1974
2nd Engineer
CORDES
Rolf
Germany
27.12.1967
Able Seaman
LIMA MENDES
Joao
Able Seaman
DIAZ MIRANDA
Jorge
Peru
14.09.1968
M-Steward
FORSYTHE
Leonard
Sri Lanka
05.03.1975
Master
MENSSEN
Peter
Germany
07.03.1969
Boatswain
KARAHAN
Enver
Turkey
18.03.1975
Radio Officer
SPOTORNO
Giovanni
Italy
06.07.1969
Boatswain
YEN
Mustafa
Turkey
25.03.1975
Steward
DA CONCEICAO
Manoel
Brazil
26.09.1969
Chief Officer
DOMASIN
Manuel
Philippines
21.05.1975
Storekeeper
ZANDECK
Manfred
Germany
06.05.1970
Deckhand
NICHOLAS
Anthony
Sri Lanka
25.05.1975
Storekeeper
BETH
Michael
Germany
29.08.1970
Able Seaman
MENSAH
John
Ghana
24.06.1975
Master
EL DIB
Zakaria
Netherlands
10.09.1970
Able Seaman
RAMOS
Jorge
Portugal
09.07.1975
2nd Officer
D’SYLVA
Winston
India
25.01.1971
2nd Engineer
ZONKA
Ante
Austria
29.07.1975
Chief Officer
ADLAWAN
Expedito
Philippines
29.03.1971
Master
RÜTTEN
Reinhard
Germany
10.08.1975
Cook
HEINRICH
Gerd-Uwe
Germany
01.09.1971
Master
MADHAVAN
Raj
Germany
03.09.1975
Chief Engineer LOPES
Mark
India
15.09.1971
Chief Engineer PLAHA
Vijay
India
07.10.1975
Master
LOYOLA
Arthur
Philippines
06.10.1971
Chief Officer
GOMONIT
Eladio
Philippines
24.10.1975
Able Seaman
MONTEIRO OLIVEIRA
Adelino
Motorman
GOMES ROCHA
Antonio
Portugal
16.02.1976
Motorman
OLAVARRIA DEJEAS
Juan
Chile
04.11.1971
Able Seaman
SOARES
Alberto
Electrician
SCHWARZER
Rainer
Germany
09.03.1972
Able Seaman
IDRUS
-
Indonesia
04.03.1976
Cook
BRITO
Joao
Cook
CALUMARDE
Pablo
Philippines
19.03.1976
Master
PINEDA
Rodolfo
Philippines
13.10.1972
Chief Engineer JUKIC
Mario
Croatia
13.05.1976
Storekeeper
NILL
Klaus
Germany
05.02.1973
Able Seaman
SILVA BARROS
Edgar
Master
HAACKER
Karl
Germany
17.02.1973
Storekeeper
MIRANDA
Carlos
Electrician
DISTURA
Bernardo
Philippines
05.03.1973
Steward
WATUPONGOH
Eddy
Indonesia
Chief Officer
MALAN
Angel
Philippines
03.04.1973
Radio Officer
VASQUEZ
Leonardo
Philippines
06.07.1976
Storekeeper
HALL
Hillary
Liberia
06.04.1973
Boatswain
SHAMMAKH
Abdul
Indonesia
08.07.1976
Cook
TAUBNER
Helmut
Austria
20.04.1973
Cook
DOS SANTOS
Juliao
Portugal
13.07.1976
Boatswain
SOARES
Antonio
Chief Officer
DIADULA
Levi
Philippines
28.07.1976
Boatswain
YEN
Mehmet
Turkey
20.05.1973
Chief Officer
MASANGYA
Jaime
Philippines
02.08.1976
Steward
OEZKAN
Sefer
Turkey
08.07.1973
Storekeeper
PATTYNASARANE
Wilson
Indonesia
04.08.1976
27.06.1976
Rank
Name
First Name
Nationality
Boatswain
GONCALVES
Daniel
First Contract
started on
Rank
Name
First Name
Nationality
First Contract
started on
2nd Engineer
GAELA
Estelito
Philippines
15.12.1978
Chief Engineer SENGUPTA
Kalyan
India
10.10.1976
Deckhand
LIMA
Apolinario
Electrician
KUTTY
Govindan
India
02.11.1976
Storekeeper
EICHHORN
Johann
Austria
KULANDAISAMY
09.01.1979
Boatswain
SUBING-SUBING
Angelito
Philippines
16.11.1976
Storekeeper
Jayam
India
13.01.1979
Master
FEY
Fred
Germany
28.12.1976
Chief Engineer JAKIC
Ante
Croatia
03.02.1979
Steward
SETHI
Ajit
India
01.02.1977
Motorman
CROSS
Glen
India
24.02.1979
Steward
CANDEIA SANTOS
Albertino
2nd Officer
EUFRE
Manuel
Philippines
06.03.1979
Able Seaman
KUNALINGAM
Rajalingam
Sri Lanka
21.02.1977
Deckhand
GARCIA
Primo
Philippines
06.03.1979
Cook
LAKANPISI
Muchtar
Indonesia
14.03.1977
Able Seaman
SIXTO
Eleuterio
Philippines
06.03.1979
Motorman
ARCOS BRAVO
Sergio
Chile
16.03.1977
Steward
BOSE
Kuppuchamy
India
13.03.1979
3rd Engineer
SOARES SILVA
Manuel
Portugal
23.03.1977
Able Seaman
ORDINARIO
Virgilio
Philippines
13.03.1979
Chile
13.03.1979
Steward
DA SILVA FERREIRA
Cosme
Able Seaman
PEREZ MIRANDA
Dino
Motorman
KEVITIYAGALA
Clarence
Sri Lanka
Able Seaman
SUNTHARAKUMAR
Kanthasamythurai Sri Lanka
Able Seaman
SANTOS ROSA
Celestino
M-Steward
SALMANOGLU
Süleyman
Turkey
02.05.1979
Boatswain
RAWI
Hidayat
Indonesia
01.09.1977
Radio Officer
ESTEBAN
Xerxes
Philippines
22.05.1979
Able Seaman
BALLESTER
Ramon
Philippines
18.11.1977
4th Engineer
PREMADAS
Arulambalam
Sri Lanka
05.06.1979
Steward
HARIS
-
Indonesia
21.11.1977
Chief Officer
LIDOT
Landerico
Philippines
17.06.1979
Able Seaman
HERNANDEZ
Prudencio
El Salvador
28.11.1977
Boatswain
KARA
Ramazan
Turkey
25.06.1979
2nd Engineer
ZORIC
Josip
Croatia
22.12.1977
Able Seaman
DOS SANTOS
Martinho
Portugal
14.08.1979
05.05.1977
29.03.1979
Cook
GARCIA
Roberto
Philippines
13.01.1978
Boatswain
RAJALINGAM
Indrapalan
Sri Lanka
14.08.1979
3rd Officer
BALDON
Saddy
Philippines
05.02.1978
Motorman
CASANOVA ROSERO
Arturo
Colombia
21.08.1979
25.02.1978
2nd Officer
ORBETA
Wilfredo
Philippines
Steward
WIMALASURIYA
Rohan
Sri Lanka
15.09.1979
Steward
ALMEIDA
Napoleao
3rd Officer
MANREAL
Noel
Philippines
04.10.1979
Able Seaman
USTA
Seyfettin
Turkey
11.03.1978
2nd Officer
VILLALUZ
Nestorio
Philippines
04.10.1979
Motorman
PEREZ MIRANDA
Raimundo
Chile
18.03.1978
2nd Officer
MORALES
Percival
Philippines
13.11.1979
2nd Officer
GROZEN
Salvador
Philippines
08.04.1978
Electrician
D’MELLO
Agnello
Portugal
26.11.1979
Boatswain
MANDT
Dieter
Germany
08.04.1978
Master
TETTWEILER
Wolfgang
Germany
30.11.1979
28.04.1978
Boatswain
KEVITIYAGALA
Basil
Sri Lanka
Motorman
JANARTHANAN
Krishnasamy
India
13.12.1979
Able Seaman
GONCALVES
Gabriel
2nd Officer
CUETO
Estelito
Philippines
21.12.1979
Master
LASEK
Adam
Germany
20.05.1978
Motorman
PANZEHIR
Habib
Turkey
22.12.1979
Motorman
GALVEZ MENDEZ
Jose
Chile
22.06.1978
Master
SCHULTZE
Henner
Germany
27.12.1979
Cook
ESPIN
Jose
Philippines
04.07.1978
Storekeeper
DUARTE
Adriano
Portugal
04.01.1980
Master
LAWRENCE
Derek
India
04.07.1978
Chief Officer
QUINTONG
Romeo
Philippines
15.01.1980
Chief Engineer MARWAHA
Chandra
India
05.07.1978
Storekeeper
CHOWDHURY
Luthful
Bangladesh
17.01.1980
3rd Officer
FERNANDEZ
Hipolito
Philippines
14.07.1978
Boatswain
BATIR
Cevdet
Turkey
22.01.1980
Master
BEDAIR
Ahmed
Egypt
24.07.1978
Able Seaman
AVUMADOH
Felix
Ghana
25.01.1980
Boatswain
BIN KASBY
Baktiyono
Indonesia
11.08.1978
Steward
DE SILVA
Madampage
Sri Lanka
28.01.1980
Chief Engineer GOKHALE
Paramanand
India
19.08.1978
Able Seaman
LIMA BAPTISTA
Joao
Steward
DIMAUNAHAN
Mario
Philippines
23.08.1978
Boatswain
LUMALESIL
Domingus
Indonesia
Motorman
OLAIVAR
Noel
Philippines
19.10.1978
Able Seaman
DOMPREH
John
Ghana
20.03.1980
Radio Officer
GODINHO
Florence
United Kingdom
06.11.1978
Boatswain
TURNA
Ayhan
Turkey
28.03.1980
07.03.1980
Cook
MÜLLER
Hans-Jürgen
Germany
18.11.1978
Master
YADAV
Kamal
India
29.03.1980
Motorman
SAMARASINGHE
Sirisena
Sri Lanka
18.11.1978
Radio Officer
PALIT
Aloke
India
05.04.1980
3rd Engineer
ASIRWARDAN
Moses
Sri Lanka
28.11.1978
Steward
MAHENDRANATHAN
Velautham
Sri Lanka
21.05.1980
Able Seaman
SALEH ANWAR
Tjetje
Indonesia
28.11.1978
Boatswain
BIN SUPARDI
Sudirman
Indonesia
24.06.1980
231
Rank
232
Name
First Name
Nationality
Chief Engineer POWALSKI
Henryk
Poland
First Contract
started on
Rank
Name
First Name
Nationality
First Contract
started on
30.06.1980
3rd Engineer
SIMBOLON
Amir
Indonesia
07.07.1981
Boatswain
ARAMBURO
Jose
Colombia
10.07.1980
2nd Engineer
GAYEM
Leonardo
Philippines
16.07.1981
Storekeeper
MORALES
Romulo
Philippines
14.07.1980
Electrician
DE
Arun
India
12.08.1981
M-Steward
ENRIQUEZ
Benjamin
Philippines
17.07.1980
4th Engineer
DOMINGO
Gilberto
Philippines
17.08.1981
Motorman
FANGONILO
Jorge
Philippines
30.07.1980
Radio Officer
VELASQUEZ
Nevardo
Colombia
17.08.1981
Able Seaman
QUEZADA LOBOS
Manuel
Chile
01.08.1980
3rd Engineer
RAMIREZ
Rolando
Philippines
27.08.1981
3rd Engineer
BOTAVARA
Jose
Philippines
15.08.1980
3rd Officer
SERASPI
Homer
Philippines
31.08.1981
Boatswain
GOMEZ
Ricardo
Philippines
15.08.1980
Able Seaman
DADZIE
John
Ghana
01.09.1981
Able Seaman
VILORIA
Alberto
Philippines
31.08.1980
Boatswain
KADIR
Jailani
Indonesia
31.10.1981
Able Seaman
SIMSEK
Mustafa
Turkey
13.09.1980
Able Seaman
JOVER
Eriberto
Philippines
14.12.1981
Storekeeper
RITTER
Günter
Germany
16.09.1980
Able Seaman
ASMAN
Jumwar
Indonesia
12.01.1982
Storekeeper
SEDEF
Kenan
Turkey
19.09.1980
2nd Officer
FETIZA
Manolo
Philippines
16.01.1982
Cook
KLEINELANGHORST
Manfred
Germany
20.09.1980
Boatswain
USTA
Kenan
Turkey
19.01.1982
Boatswain
BOSNEGEANU
Vasile
Romania
24.09.1980
Able Seaman
RAMOS SANTOS
Marino
Portugal
26.01.1982
Steward
SOPUAN
Edyman
Indonesia
27.09.1980
Chief Officer
ABUNALES
Concordio
Philippines
27.01.1982
Deckhand
VIJAYANANDAN
Shirley
Sri Lanka
04.10.1980
Boatswain
ZAFRAK
Arif
Turkey
11.02.1982
M-Steward
AGUILLON
Benigno
Philippines
16.10.1980
Boatswain
MACADAGDAG
Angelo
Philippines
01.03.1982
Cook
EDNAVE
Lamberto
Philippines
16.10.1980
Able Seaman
PARAISO
Vincente
Philippines
06.03.1982
3rd Officer
GULMATICO
Nestor
Philippines
16.10.1980
Able Seaman
KASBY
Bambang
Indonesia
21.03.1982
Boatswain
MACAVINTA
Rosendo
Philippines
16.10.1980
Able Seaman
SYAFRIAL
-
Indonesia
22.03.1982
2nd Officer
MAPA
Panfilo
Philippines
16.10.1980
Storekeeper
NOYA
Oreas
Indonesia
25.03.1982
2nd Officer
TENOSO
Gregorio
Philippines
16.10.1980
Storekeeper
LIM
Fernando
Philippines
19.04.1982
Able Seaman
AGDAS
Ismail
Turkey
14.11.1980
Master
WAHL
Georg
Germany
05.05.1982
Boatswain
AKAR
Mehmet
Turkey
17.11.1980
2nd Engineer
WODE
Berthold
Germany
07.05.1982
Cook
SAGNIA
Alhagi
Gambia
18.11.1980
3rd Officer
BUENDIA
Roel
Philippines
17.05.1982
Boatswain
GOMES
Manuel
Chief Engineer RAJASEKARAN
Muthiah
India
15.06.1982
Master
ABEYSENA
Joseph
Sri Lanka
23.12.1980
Motorman
PIRES
Jose
Portugal
25.06.1982
Steward
KOSASIH
Bin Idi
Indonesia
12.01.1981
Storekeeper
BIN ZAHAR
Zamrial
Indonesia
05.07.1982
3rd Engineer
LOPEZ
Jovito
Philippines
04.02.1981
Chief Engineer ASOKAN
Kolangaroth
India
06.07.1982
3rd Officer
ANDRADA
Edgardo
Philippines
04.03.1981
Able Seaman
PENAFLOR
Honofre
Philippines
13.09.1982
Radio Officer
BABU
Malayam
India
23.03.1981
Able Seaman
SUDJANA
Djaka
Indonesia
05.10.1982
Master
NAIR
Sethu
India
23.03.1981
Cook
THAMBIRAJ
Mohan
Sri Lanka
07.10.1982
Radio Officer
VALDEZ
Joseph
Philippines
26.03.1981
Boatswain
BASILIO
Reynaldo
Philippines
08.10.1982
2nd Officer
PACRES
Jose
Philippines
28.03.1981
Steward
HIPERTOR
Juan
Philippines
10.10.1982
Deckhand
CUERO VENTE
Luis
Colombia
30.03.1981
Master
BANSAL
Sameer
India
11.10.1982
Boatswain
MANDIGMA
Dominador
Philippines
25.04.1981
Cook
LIVRAMENTO
Mario
Portugal
11.10.1982
Electrician
D’COSTA
Michael
India
29.04.1981
Chief Engineer FERNANDES
Antonio
India
13.10.1982
Motorman
KAYIKCI
Yasar
Turkey
03.05.1981
Electrician
JAMBONGANAN
Warlito
Philippines
20.10.1982
Able Seaman
QUEZADA LOBOS
Alfonso
Chile
13.05.1981
Storekeeper
SOARES MONTEIRO
Jorge
Portugal
20.10.1982
27.05.1981
Steward
TARIGAN
Tukang
Indonesia
Electrician
KUBIAK
Wojciech
Poland
23.10.1982
Motorman
PEREIRA COSTA
Antonio
Radio Officer
TALINIO
Cenon
Philippines
07.11.1982
Boatswain
PIAOAN
Roy
Philippines
11.06.1981
Motorman
CARPIO
Virgilio
Philippines
01.12.1982
Able Seaman
GAZALI
Imam
Indonesia
26.06.1981
Boatswain
RANASINGHE
Baratha
Sri Lanka
12.12.1982
Able Seaman
NARIO
Antero
Philippines
06.07.1981
Motorman
CALUMARDE
Roberto
Philippines
12.01.1983
Steward
ZABALA
Virginio
Philippines
06.07.1981
Able Seaman
SPENCER
Valerio
Rank
Name
First Name
Nationality
Master
NARAYAN
Shankara
India
Master
DREYER
Rank
Name
First Name
Nationality
First Contract
started on
25.01.1983
Able Seaman
BUENAFLOR
Mario
Philippines
24.09.1984
First Contract
started on
Peter
Germany
26.01.1983
3rd Officer
PARIAN
Noel
Philippines
01.10.1984
Chief Engineer LUCIN
Neven
Croatia
29.01.1983
Master
VERMA
Sanjay
India
04.10.1984
Able Seaman
Mauro
Philippines
08.03.1983
Able Seaman
SIPOEN
Ali
Indonesia
15.10.1984
Chief Engineer PAL
Asis
India
18.05.1983
Boatswain
MONTALBA
Felimon
Philippines
24.10.1984
LOPEZ
4th Engineer
GERONIMO
Arnel
Philippines
30.05.1983
Steward
UL-ALAM
Mahmud
Bangladesh
25.10.1984
Able Seaman
RIDI
Aris
Indonesia
02.06.1983
Motorman
DOMINGO
Ariel
Philippines
27.10.1984
3rd Engineer
DOMINGO
Rodolfo
Philippines
07.06.1983
Master
DE JONGH
Cornelis
Netherlands
04.11.1984
Able Seaman
BUCHARI
Machmud
Indonesia
20.06.1983
Motorman
LIM
Victor
Philippines
18.11.1984
Master
KANTH
Dietrich-Ernst
Germany
01.09.1983
2nd Engineer
VELFL
Bozidar
Croatia
28.02.1985
Chief Engineer ARISTORENAS
Felicito
Philippines
22.11.1983
Master
EELMAN
Jan-Aris
Netherlands
12.03.1985
Chief Officer
SIDHWANI
Vijay
India
03.12.1983
Able Seaman
SYAHRIL
Ramal
Indonesia
21.03.1985
Chief Officer
VIDAN
Davor
Croatia
05.02.1984
Motorman
MALIK
Mohammad
Pakistan
26.03.1985
Chief Officer
BAROT
Kirit
India
14.02.1984
2nd Officer
TEODORO
Manuel
Philippines
12.04.1985
Able Seaman
HUSAINI
Salman
Indonesia
21.03.1984
Master
GOMAA
Negm
Egypt
13.04.1985
Electrician
LEITNER
Hubert
Austria
25.03.1984
Storekeeper
ASILO
Danilo
Philippines
07.05.1985
Cook
SCHMIDT
Adolf
Germany
28.03.1984
Motorman
BIN DUYA
Dusmal
Indonesia
23.06.1985
3rd Officer
GAYEM
Fernando
Philippines
12.04.1984
Chief Engineer JAMES
Murray
Sierra Leone
01.07.1985
Chief Engineer LANGE
Henryk
Poland
24.05.1984
Motorman
AKBAR
Syed
Bangladesh
05.07.1985
Motorman
ALMEIDA DA GRACA
Joao
Motorman
KHARA
Gopal
India
21.07.1985
Steward
YAPA PATHIRANNEHELAGE Udaya
Sri Lanka
30.05.1984
Boatswain
MAKINANO
Wilfredo
Philippines
26.07.1985
Master
KAJTNA
Alojz
Slovenia
01.06.1984
Cook
ROITNER
Ernst-Gerhard
Austria
29.07.1985
Master
PODKOCKI
Richard
Germany
05.06.1984
Able Seaman
GROZEN
Rafael
Philippines
21.09.1985
Able Seaman
ABUNALES
Celestino
Philippines
10.06.1984
Able Seaman
ROJAS SAAVEDRA
Fernando
Chile
01.10.1985
Deckhand
ALMADA ALVES
Alberto
Able Seaman
LEOPOLDO
Federico
Philippines
07.10.1985
Master
LAUBINGER
Carsten
Germany
25.06.1984
Chief Engineer VON HOLTEN
Egon
Germany
07.10.1985
3rd Officer
TENOSO
Herman
Philippines
09.08.1984
Steward
ESPORLAS
Andres
Philippines
09.10.1985
Storekeeper
TANSINGCO
Manuel
Philippines
17.08.1984
Steward
JUSUP
Andi
Indonesia
12.10.1985
Steward
GRANZO
Saturnino
Philippines
19.08.1984
Master
JOHANNSEN
Thomas
Germany
25.10.1985
Boatswain
STA. ANA
Juan
Philippines
02.09.1984
Motorman
DOMINGO
Sancho
Philippines
27.10.1985
Master
JELKEN
Holger
Germany
04.09.1984
Able Seaman
VILLACASTIN
Ricardo
Philippines
30.10.1985
Electrician
KIRSCH
Hermann
Germany
06.09.1984
Able Seaman
AGUZAR
Eugenio
Philippines
02.11.1985
233
Former, members of the office staff, who have been with E. O. for more than ten years
Name
First Name
Employed
from
until
Name
First Name
STOLZENBACH
Arthur
2/1952
PALLATSCH
Ulrich
OEHMCHEN
Hans
JENSEN
Walter
1928
5/1945
MORDHORST
Edvard
1930
9/1972
LAU
Günter
REDMER
Georg
11/1930
1972
HILMER
Paul
6/1940
6/1963
KÖNIG
Herbert
4/1960
1975
PACZEWITZ
Ilse
7/1961
9/1972
MEYER
Horst
4/1951
NIMPHY
Walter
2/1952
1963
MOETSCH
Hans-Ulrich
4/1962
1975
HAHN
Udo
4/1963
WAGNER
Ingrid (geb. Boecken)
7/1953
LOCHMÜLLER
Hans
10/1953
6/1970
HELLMANN
Hans-Eberhard
1/1964
9/1985
GIERMANN
Ernst-Ludwig
6/1964
URBAN
Ilse
12/1953
JAKUBASSA
Rita
4/1954
6/1969
BOCKHOLDT
Ines
6/1971
KLOETZEN
Hans-Georg
7/1927
Employed
from
until
Name
First Name
8/1982
HAROSKE
Jürgen
10/1967
1/1956
1966
ANSORGE
Erwin/Erna
10/1967
9/1987
9/1959
9/1977
MALEK
Josef
7/1968
10/1987
BURMESTER
Dieter
10/1969
6/1985
BOEHE
Klaus
6/1970
5/1981
9/1973
BEHNFELDT
Jutta
10/1971
4/1985
1/1975
TROSCHKE
Hans
3/1971
6/1989
10/1992
FLINT
Jochen
10/1977
5/1991
12/1989
KIECKBUSCH
Angela
8/1981
8/1994
9/1954
10/1966
8/1990
8/1966
6/1979
Current Members of the office staff for more than 10 years
234
Employed
from
until
6/1980
Directors
ARNDT, Günter
01.04.55
Senior Director
KLINGBIEL, Thomas
18.03.76
ARNDT, Günter
Senior Director
KANNENBERG, Hans-Dietrich
01.07.64
Director
BLOCK, Margarethe
01.04.76
SCHARNOWSKI, Werner
Senior Director
PÖHLSEN, Hans-Heinrich
01.11.67
WOLLER, Christine
01.08.76
DRABERT, Wolfgang
Senior Director
RAˇSKA, Renate
01.04.69
PLICKERT, Peter
01.01.77
WEBER, Thomas
Senior Director
SCHARNOWSKI, Werner
01.08.70
DRABERT, Wolfgang
01.10.79
BERTHEAU, Ulf André
Senior Director
GRAAP, Gabriele
01.08.71
Senior Director
NOWAK, Horst
01.02.80
KANNENBERG, Hans-Dietrich
Director
PHILIPP, Frauke
01.04.72
MÜNZ, Hans-Walter
01.11.81
WASSMANN, Jens
Director
HAUSEN, Hiltraud
01.07.73
HÖPPNER, Heidi
01.08.84
MAY, Adolf
01.08.73
WASSMANN, Jens
01.08.73
HARMS, Doris
01.08.74
WOLF, Hans-Jürgen
14.07.75
Director
SARTORIS, Bertram
15.03.85
HOWOLD, Susan
01.08.85
SASS, Hermann
10.11.86
Senior Director
Register of Ship’s Names
Bold figures refer to page numbers with relevant illustrations
(Pages 6-17 with side drawings are not included)
A. ABRAHAM
186
85
AL KULSUM
163, 169
AL MUHARRAQ
ALAMO I
94
28
ALBATROSS
ALESSANDRA
213
ALF
60
ALIARTOS
77
ALYBELLA
118
AMERICAN SENATOR
167
ANFA
32
ANGELINE
78
ANITA DAMMACCO
32
ANNA B
70
74, 78, 79, 117
ANNA OLDENDORFF (1)
ANNA OLDENDORFF (2)
186, 191
193, 195, 209, 226
ANNA OLDENDORFF (3)
48
ANTEN
ASIAN SENATOR
167
81
ASPIS
171
ASTORIA
ATHENAIS
81
207
ATLANTA
201
ATLANTIC HURON
AUGUST
112
75
AURELIA
67
AUSTRIAN IMPORTER
AXEL
46, 50, 55
226
AYIA MARINA
172
AZUMA
BAARN
111
216
BALDUR
40
BALTIA
BALTIC MERMAID
148, 149, 150, 154, 155, 212, 226
107 92
BARKAAT
BARNEVELD
114
165, 177, 194, 212
BEATE OLDENDORFF
162
BEGONA
BEL AZUR
219, 227
60
BELGIEN
BENNEKOM
111
41, 46
BENNO
165, 173
BENNY SKOU
BERNHARD OLDENDORFF (1)
102, 104
185, 227
BERNHARD OLDENDORFF (2)
114
BI JIA SHAN
56, 57, 60, 61
87
110, 127, 156
165, 171, 193, 197, 212, 227
100
BOLD CHALLENGER
BOUBOULINA FAITH
87
216
BRAGE
112
BREDA
BRIGHT RIVER
169
123
BULKMADEIRA
123
BULKPORTOFINO
C. O. STILLMAN
129
219
CALEDONIAN PRINCE
181
CAPTAIN BOUGAINVILLE
CAPTAIN COOK
177
176
CAPTAIN KERMADEC
180
CAPTAIN MAGELLAN
CAPTAIN PADON
181
47, 50
CAPITAINE LE BASTARD
67
CAPITANO VITO
108, 109, 112
191, 203, 26
30
CAROLVORE
72, 76, 145
110, 126
167, 177, 227
CCNI AUSTRAL
197, 204, 227
216
CCNI AYSEN
216
CCNI CHILOE
CCNI MAGALLANES
197, 207
197, 207
CCNI VALPARAISO
67
CEFALLONIAN SUN
CHALLENGER S.
85
25
CHEVIOTDALE
CHRISOULA K.
CHRISTIANE OLDENDORFF (1)
CLINTON K
COLIBRI I
COLOMBO
COLUMBUS OLIVOS
COMMANDER
CONSTANCE CATHARINA
CONSTANTOULA BACOLITSAS
CREATOR I
CRISTOFORO
CSL INNOVATOR
CTE MAGALLANES
DELIGHT GLORY
DENVER
DESIA
DEUTSCHLAND
DIAMOND SUN
151,
DIONE
DITTE SKOU
DOMINIC
DORA OLDENDORFF (1)
DORA OLDENDORFF (2)
DORA OLDENDORFF (3)
DOROTHEA OLDENDORFF
DORTE SKOU
DSR OAKLAND
70
88, 90, 91, 92, 147
69, 70, 72
89, 96, 147
163, 169, 197
201, 227
227
67
41, 46
167, 179, 219, 227
171
30
87
93
78
201
207, 227
126
96
31
146
116
48
58, 62
69
97, 98, 147
152, 160, 212, 227
78
173
96
37, 40, 53
65, 70, 74
125, 226
191, 192, 204, 226
174
56, 59, 60, 61, 226
85
119
191, 205
171, 193
235
DSR YOKOHAMA
DUNEDIN
EBBA C
EDA
EDITH
EIBE OLDENDORFF (1)
EIBE OLDENDORFF (2)
EIBE OLDENDORFF (3)
EINDHOVEN
EKASONI
ELLEN LARSEN
EMCOL CARRIER
EMMA OLDENDORFF (1)
EMMA OLDENDORFF (2)
EMMANUEL NOBEL
EMPIRE CONTEES
EMPIRE INDUSTRY
EMPIRE OUSE
EMS
ENERGY RENOWN
ERIK LARSEN
ERNA OLDENDORFF (1)
ERNA OLDENDORFF (2)
ERNA OLDENDORFF (3)
ERNA OLDENDORFF (4)
ERNA OLDENDORFF (5)
ESSO DEUTSCHLAND
EUROPEAN SENATOR
EVER FOREST
FAIR SPIRIT
FAIRMED
FANAL
FEAX
FIDO
FIERRO
FISCHHAUSEN
FIUMICINO
FLAG MARS
FLORA ISLAND
FLUGT
FORDSON 1
FOUR FLAGS II
FRANCESCA SECONDA
236
172
179
78
97, 115
168, 181, 212, 227
50
39
72, 75, 147
126
181, 212, 227
68
40
108, 111, 112
190, 191, 124, 226
39
207
113
180, 212, 227
129
53, 54
41
68
30
137
40
37, 40, 44, 46
64, 146
93
186, 191
193, 206, 209, 226
130
167
219, 226
126, 211
50
30
122
31
95
46, 47, 49, 50, 55
30
111
175
28
39
84
87
FRANCOLI
207, 227
FROTA SINGAPORE
219, 227
211, 214, 227
FROTADURBAN
143, 145
FUTURE HOPE
GABRIELE
71
76
GAY FIDELITY
78, 79
GEBE OLDENDORFF (1)
GEBE OLDENDORFF (2),
110, 117, 118
194, 197, 200
GEBE OLDENDORFF (3)
51
GENERAL DRAGOMIROW
GENOVA
186
39
GEORG MAHN
106, 108, 111
196, 197, 200
214, 226
167, 178, 197
GERMAN SENATOR
GERTRUD OHLROGGE
49
68
GINNHEIM
68
GIOVANNI COPPOLA
GISELA OLDENDORFF
34, 36, 38
22, 23
GLASSALT
140, 141, 144, 145, 227
GLOBE TRADER
GLOBTIK TOKYO
130
129
GLÜCKAUF
41, 46
GNEISENAU
GOOD FAITH
142, 145, 227
39
GOTIA
79
GOUWE
GRANGETOWN
63
63
GRANGEWOOD
219
GREAT GLEN
GRETA
30
71
87
107, 122, 226
191
53, 54, 205
GRYF
GUAYANA
216
28
GUISEPPE RICARDI
40
GUSTAV SALLING
H. CEGIELSKI
186, 197
217, 219, 227
HAI WANG XING
173
HAMMONIA
HANDY EXPLORER
219, 226
219, 226
HANY SUCCESS
79
HANS OLDENDORFF (1)
HANS OLDENDORFF (2)
56, 147
HANS OLDENDORFF (3)
175, 226
HAPPY CHANCE
124
40
HARALD
169
HARIS
HARMEN OLDENDORFF (1)
97, 104
167, 176, 227
HARMEN OLDENDORFF (2)
77
HARMONY
96, 97
150, 226
72, 81, 146
110, 128, 222
187, 212, 217
37, 41, 46
64
89, 94, 147
198, 212, 217
HERMANN SAUBER
74, 85
169
HICKORY
71, 74, 117
121, 122
165, 173, 212, 227
60
HILVERSUM
72, 77, 147
124
194, 197, 199
HOLNIS
93
174
HOLSATIA
37, 40, 42, 44, 45, 53
HUGO OLDENDORFF (1)
HUGO OLDENDORFF (2)
63
88, 93
HUGO OLDENDORFF (3)
108, 114
HUGO OLDENDORFF (4)
HUGO OLDENDORFF (5)
196, 197, 202
214, 226
HUGO OLDENDORFF (6)
177
HYUNDAI CON SEVEN
HYUNDAI CON SIX
176
180
HYUNDAI Nº 21
181
HYUNDAI Nº 22
HYUNDAI Nº 23
181
74, 85
ILSABE OLDENDORFF
115
INGMAN
IMME OLDENDORFF (1)
68, 74
120
IMME OLDENDORFF (2)
165, 212, 227
IMME OLDENDORFF (3)
53, 54
56, 60, 61
217, 218, 219, 226
ISOLA ROSSA
123
ISSA
93
IVYEVERETT
120
216
JAMES LYKES
207
JEBSEN SOUTHLAND
JOACHIM ZELCK
39
2, 78
88, 95
211, 212, 213, 227
32
JOHANNA LEHMANN
72, 81, 110
151, 161, 162, 212, 227
216
JOHN LYKES
JOSEPH LYKES
216
165, 174
JYTTE SKOU
219
KAPITAN SOROKA
KAPITAN TRUBKIN
219
153, 223
KAREN T.
207
KARIN S.
KARL LEONHARDT
40
92
KATERINE
193, 199
KAZIMIERZ PULASKI
36, 39
60, 61
86, 147
KOMET
22, 23, 24, 36
43
KONSUL HENDRIK FISSER
30
KOPERNIKUS
KORAT NAVEE
169
85
KORMORANUS
25
KRALINGSCHEVEER
KYRENIA
123
120
LADY ARYETTE
227
LADY REBECCA
LADY TRUDE
122
122
LAKE TAHOE
92
LAMONE
LARK
122
41
LEERSUM
30
LEKNES
LENA PETERSEN
40
63
LIBRA
86
LIKE TWO
LINCOLN K.
219, 227
210, 211, 212, 226
LINDA OLDENDORFF
78
LINGE
LOK PREM
219
LONDON SENATOR
166, 171, 193
LUANGWA BRIDGE
177
189, 190, 191, 226
LUCY OLDENDORFF
36, 39, 42, 43, 44, 46, 73, 74
65, 66, 67
123
LÜHE
28
217, 219, 226
LUISE OLDENDORFF
127
M. N. EFES
MAGALLANES
197, 207, 208
39
MAGDALENA FISCHER
83, 84, 89
163, 169
26, 28, 36
MAGNET (1)
158
MANILA SPIRIT
MARE AMICO
87
113
MARIA B.
23
MARIA CLARA
MARIA F.
219, 226
108, 114, 212
164, 170, 194, 227
MARIE SCHERLAU
30
149, 150, 156, 212, 226
MARINE RANGER
87
MARY ROBERT MÜLLER
MAX BERNSTEIN
39
172
MAYA
113
MERIT
MIA
138
77
MICHAEL
67
MICHELE MAGLIONI
MIETZING
31
60
MINISTER HELLEPUTTE
171
MIXTECO
MONGOLIA
48
87
MONTANIA
167, 179, 197, 227
MONTE PASCOAL
MONTONE
95
171, 227
MSC ANTONIA
172, 227
MSC GIORGIA
MUO
115
100, 101
NAUTIC PIONEER
173
NEDLLOYD CARIBBEAN
NEDLLOYD CURACAO
174
28
NEMI
200
NEPTUNE LAZULI
NEW RENOWN
137
NICOLE MARTINI
NIEDERSACHSEN
NIGERIAN IMPORTER
NIKA
NINEMIA
NOBE RIVER
NOBILITY
NOBLE SUPPORTER
NORA HUGO STINNES
NORDFELS
NORDHEIM
NORDHOPE
NORDKAP
NORDLAND
NORDLICHT
NORDMARK
NORDSCOUT
NORDSTERN
NORDWOGE
NYSTRAND
NZOL CHALLENGER
NZOL CRUSADER
OCEAN EARTH
OCEAN JUPITER
OCEAN TRADER
OCEAN TRAVELLER
OCEAN URANUS
ODIN
OKAY
OLDEN
OLGA ELISABETH
OPOLE
ORSOLA B.
OTIRA
OTIS
PACIFIC BREEZE
PACIFIC PRIDE
PACQUEEN
PANACEA
PANKRATOR KORFU
PARKHAVEN
PETER BENOIT
PLANET
POL ASIA
POL EUROPE
POMEZIA
PONTINIA
30
132, 134, 135, 136, 138
67
124
138
157
211, 213
103
88, 93
26, 32, 35
79
143
26, 31, 55
26, 28, 29, 55
26, 30
26, 30, 31, 35
153
26, 28, 55
116
62
173, 227
174, 227
103
96
219, 226
127
101
216
86
104
24, 25, 26
54
113
77
49
201
172
219, 216
219
122
68
36, 38
19, 23, 24, 25, 34, 35
198, 216
187, 216
23, 32
25
237
PYRMONT BRIDGE
199, 227
219
RALU
REGINA OLDENDORFF (1) 97, 100, 146, 158, 159
150, 212, 226
REGINA OLDENDORFF (2)
32
RENATO TOMEI
REYNOLDSTONE
30
216
RHEIN
64
RIJN
RIMA G.
93
39
RITA LARSEN
97, 103
RIXTA OLDENDORFF (2) 150, 158, 159, 212, 226
99
ROBERT S. PEARY
219
ROMAN KARMEN
SAINT GILBERT
60
188
SALMOONPOOL
76
SALVIVA
SAN EVANS
114
219, 226
SANMAR PAVILLION
202
SAUDI MAKKAH
SAUDI RYADH
200
102
SAVOYDEAN II
93
SCALMIKE
SCANDUTCH HISPANIA
171
172
SCANDUTCH MASSILIA
25, 34
SCHLESWIG-HOLSTEIN
SCHLESWIG-HOLSTEIN (Tanker)
132, 133, 134, 135, 137
149, 153, 223
SEA SCOUT
SHEFFIELD
43
46, 47, 50, 55, 62
SIGNAL
62
SIGRID
SIKLA
28
30
SILVA
30
SILVIO
SINBAD VOYAGER
174
119
SINFA
200, 227
SINGAPORE EXPRESS
SMIT NEW YORK
138
122
SOLAR GLORY
219, 226
SOLIN
238
SONGDAL
SPAR TWO
SPLENDID FORTUNE
ST. CROIX
STAD ARNHEM
STAVFJORD
STEFAN STARZYNSKI
STORK
SUNDSVALL
SVANGEN
SVEND
SVEND II
T. WENDA
T. A. ADVENTURER
T. A. DISCOVERER
T. A. EXPLORER
T. A. MARINER
T. A. NAVIGATOR
T. A. VOYAGER
TAAT
TABUK
TADEUSZ KOSCIUSZKO
TAI PING YANG
TAMAMIMA
TAMATHAI
TECHMANT PIONEER
TEKAPO
TEL AVIV
TERESOPOLIS
TETE OLDENDORFF (1)
TETE OLDENDORFF (2)
TETE OLDENDORFF (3)
THEEKAR
THOR
TIRO
TOKYO SENATOR
TOWNELEY
TRACTOR
TRADE EVER
TRADE COSMOS
TRADE SOL
48
219, 226
126
159
64
84
196, 200
111
29
75
40
40
186, 197
170, 227
177, 227
160, 227
165, 173
165, 173
162, 227
47, 49
92
193, 200
111
219
219
120
81
30
117
58, 75
97, 100, 101
165, 172, 197, 212, 227
163, 169
216
75
172
32
37, 39
169
216
184, 216
TRANS WOOD
TRIESTE
TRUE ENDEAVOUR
TSE
UNITED V.
UNITED VENTURE
UNIVERSE APOLLO
USKÖ
UTLÄNGEN
VALERIANA
VELTA
VERNER
VILLE DE CASTOR
VOLOS I
WALTER
WALTER LEONHARDT
WANAKA
WEAR
WERRA
WESTERMARSCH
WESTERN GLORY
WESTMOUNT
WETHERSFIELD
WHITEHALL
WILHELMINA
WILTON
WINSUM
WLADYSLAW SIKORSKI
WOENSDRECHT
WOERMANN ULANGA
WORLD CHAMPION
YEOMAN BANK
YEOMAN BROOK
YEOMAN BURN
YONG IAN
YUN LONG
ZAAN
ZETEMPOWIEC
ZIM MELBOURNE
ZIM URUGUAY
92
186
96
40
128
128, 222
130
48
50
93
50, 51
219; 226
171, 193
84
46, 49, 50, 51
86
81
49
216
207
98
39
39
28
40
50
69
196, 202
30
207
171
183, 188, 221, 227
182, 189, 190, 227
183, 185, 227
112
118
71
54
207
207

75 YEAR ANNIVERSARY in 1996

Transcription

Similar documents

Order Form

FS 1000 Owners Manual

dom of aug2012

WCRF in Cleveland is hosting our first ever hygiene kit drive in July

ordering instructions mail order

By: Chester C. Cokaliong THE INTERNATIONAL SAFETY MANAGEMENT AS

Prayer to Mary, Undoer of Knots

Does Free shipping Make Money?

RoCK WP1 I3_CEM Hasselt inv 3

The Ship`s Store