1.
Alabama Drydock and Shipbuilding Company
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The Alabama Drydock and Shipbuilding Company located in Mobile, Alabama, was one of the largest marine production facilities in the United States of America during the 20th century. During the defense buildup, which included other shipyards, Mobile became the second-largest city in the state, Shipbuilding declined in the United States in the later 20th century, and ADDSCO closed its yard in the mid-1970s. ADDSCO is now owned by BAE Systems, which purchased the yard from Atlantic Marine in May 2010, the first yard was built on Pinto Island in Mobile Bay. During World War II, the facility was tasked for production of the Liberty ships. Twenty Liberty ships were produced in Mobile, from 1943 to 1945,102 T2 tanker ships were produced at ADDSCO. Thousands made their way to Mobile to find work, by 1943 some 18,500 men were employed at ADDSCO, including 6,000 African Americans. White hostility to blacks being promoted to welder positions resulted in a white riot starting the evening of May 24,1943, an estimated 4,000 white workers at the shipyard attacked black workers, others threw bricks at black housing in the city. The governor ordered National Guard troops to protect the workers, in order to settle the riot, federal, city, union and NAACP leaders agreed to four segregated shipways, where African Americans could occupy all positions. Those employed in highly skilled jobs earned wages equal to the white defense workers and had the chance to have equally skilled positions. Achieving racial equality continued to be a problem at the following the war. Legal segregation of facilities in the state did not end until the late 1960s, although racial tensions were addressed repeatedly by both management and trade unions, a small race riot erupted and forced temporary closing of the yard. In the mid-1970s, the Mobile yard closed due to declining business, the facility later re-opened and remains in operation today. The ship repair subsidiary of ADDSCO closed in September 1988, a portion of the facility was leased to Atlantic Marine in March 1989, which acquired the site outright in December 1992. The investment company, headed by former U. S. Navy Secretary John Lehman and it was acquired by BAE Systems in May 2010, which continues to operate it as a full service shipyard, BAE Systems Southeast Shipyards
2.
Ingalls Shipbuilding
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Ingalls Shipbuilding is a shipyard located in Pascagoula, Mississippi, United States, originally established in 1938, and is now part of Huntington Ingalls Industries. It is a producer of ships for the United States Navy, and at 12,500 employees and going to hire 1,500 more employees. In 1938, Ingalls Shipbuilding Corporation was founded by Robert Ingersoll Ingalls, Sr. of Birmingham, Alabama, Ingalls was located where the Pascagoula River runs into the Gulf of Mexico. It started out building commercial ships including the USS George Clymer, in the 1950s Ingalls started bidding on Navy work, winning a contract in 1957 to build 12 nuclear-powered attack submarines. Litton Industries acquired Ingalls in 1961, and in 1968 expanded its facilities to the side of the river. Ingalls reached a point of employment in 1977, with 27,280 workers. In April 2001, Litton was acquired by the Northrop Grumman Corporation, on August 29,2005, Ingalls facilities were damaged by Hurricane Katrina, most of the ships in dock and construction escaped serious harm. While shipbuilding was halted for a due to the destruction of many buildings, most vehicles, and the large overhead cranes. On March 31,2011, Northrop Grumman spun off its shipbuilding sector into a new corporation, Huntington Ingalls Industries, in 2015, Ingalls Shipbuilding Company signed a contract with US Navy for new destroyers, littoral combat ships and new landing craft. USS John Finn was one of the first destroyers was launched on March 28, Company also is building Ralph Johnson, Paul Ignatius and Delbert D. Black. On March 21,2015, the new San Antonio LPD 17-class amphibious ship John P. Murtha was ceremonially christened, the vessel having been launched on October 30 and scheduled to be delivered in 2016. On March 27,2015, the shipyard received construction contracts for their next destroyers, Ingalls Shipbuilding Company was awarded a $604.3 million contract modification to build the yet-to-be-named DDG121. On March 31,2015, the shipyard also received another contract with a $500 million fixed price to build the eighth, most of them will be under construction until 2019. The cutters are the most advanced ships ever built for the Coast Guard, on June 30,2016, Ingalls Shipbuilding signed a contract with US Navy to build the U. S. Navys next large-deck amphibious assault warship. The contract included planning, advanced engineering and procurement of material, is just over $272 million. If options are exercised, the value of the contract would be $3.1 billion Ingalls primary product has been naval ships, and naval projects for Egypt, Israel. In the 1950s, Ingalls attempted to enter the diesel locomotive market and they catalogued an extensive product line, but only one example, known as the model 4-S, was produced. It was sold to the Gulf, Mobile & Ohio Railroad, Ingalls also manufactured covered hopper railroad cars in the early 1980s, producing around 4,000 units, primarily for the lease market via North American Car
3.
BAE Systems Electronics, Intelligence & Support
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BAE Systems Electronic Systems is one of three operating groups of BAE Systems Inc. the North American subsidiary of the British global defence contractor BAE Systems Plc. The former was the Lockheed Martin Aerospace Electronic Systems business, acquired by BAE in 2000, Lockheed identified AES as a candidate for disposal following a strategic review in 1999. BAE Systems agreed to acquire the group in July and completed its acquisition of AES on 27 November 2000, the group encompassed Sanders Associates, Fairchild Systems and Lockheed Martin Space Electronics & Communications. The purchase of this group by BAE has been described as precedent setting given the advanced and classified nature of many of that companys products and this division was formerly known as Lockheed Martin Control Systems. LMCS was acquired by BAE from Lockheed Martin in April 2000 for $510 million USD, in August 2004 BAE acquired Boeing Commercial Electronics for $66 million and merged it into Platform Solutions. The division has its HQs in Endicott, New York and sites in Fort Wayne, Indiana, Ontario, California, Redmond, Washington, and Rochester, Kent. The companys flight control systems are used on Boeings 757,767,777, C-17, F/A-18 and V-22 aircraft as well as the Northrop Grumman B-2 bomber, the Saab Gripen and the F-35. Platform Solutions also provides the engine controls for all General Electric. Products include Joint Tactical Radio Systems and the Link 16 Data Link, BAE Systems Ship Repair of Norfolk, Virginia is a major non-nuclear ship repair business in the United States, formerly known as United States Marine Repair. The companys primary customer is the United States Navy, other customers include other branches of the US military, USMR had acquired Norfolk Shipbuilding and Dry Dock Company in 1998. In 2004 USMR purchased Honolulu Shipyard Inc. for $16 million, HSI was another U. S. Navy ship repair business. USMR was owned by the Carlyle Group who planned to float the company, BAE acquired the latter in 2005. The seven shipyards are Norfolk, San Francisco, Pearl Harbor, San Diego, Mobile, Mayport, BAE Systems Advanced Information Technologies is a division of BAE Systems Technology Solutions formerly known as ALPHATECH, Inc. The company manufactures processing systems for images and signals that are employed by United States intelligence agencies, based in Burlington, Massachusetts, the company also has facilities in Virginia and Maryland. ALPHATECH was founded in 1979 as a spin-off from MIT by Nils Sandell, Sol Gully, BAE completed its acquisition of ALPHATECH in November 2004 for $88m
4.
Vigor Shipyards
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Vigor Shipyards was founded in 1916 as the William H. The Seattle shipyard could trace its history back to 1882, when Robert Moran opened a repair shop at Yeslers Wharf. This shop became the Moran Brothers Shipyard in 1906 and the Seattle Construction & Dry Dock Company at the end of 1911. The shipyard has performed building and maintenance work for, among others, the U. S. and Royal Australian Navies, the United States Coast Guard, and its headquarters and operations are on Harbor Island at the mouth of Seattles Duwamish Waterway. Todd ranked 26th among United States corporations in the value of World War II production contracts, the 105-foot-long hull of Disneylands Mark Twain riverboat was built at Todd Shipyards in San Pedro, California in 1955. In February 2011, Vigor Industrial purchased Todd for US$130 million and this included the Seattle, Everett and Bremerton operations. Today, Vigor Shipyards is a government repair subsidiary of Vigor Industrial, originally, the Coast Guard wanted to acquire 25 Offshore Patrol Cutters and spend about $8 billion for them. In April 2013, it was reported that Vigor proposed an Ulstein X-bow hull in the competition for the OPC vessels. If successful in landing the contract, Vigor would have assembled the vessels at its Portland, however, in February 2014, the USCG announced that Bollinger Shipyards, Eastern Shipbuilding Group, Inc. and General Dynamics Bath Iron Works had been awarded design contracts for the OPC. In total, the 25-ship deal could be worth up to $10.5 billion, locations, Seattle, Washington Bremerton, Washington Everett, Washington Portland, Oregon Los Angeles Division, San Pedro, California. Property is now part of the Port of Los Angeles, and has been converted into Berth 100 / West Basin Container Terminal. Opened 1901, by United Engineering Company, later named Bethlehem-Alameda Shipyard, mostly used as a repair or conversion facility, now closed. Documented by the Historic American Engineering Record as United Engineering Company Shipyard, SS Jacona Todd Shipyards Seattle, Washington
5.
United States Maritime Administration
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The United States Maritime Administration is an agency of the United States Department of Transportation. Its programs promote the use of transportation and its seamless integration with other segments of the transportation system. The Maritime Administration works in areas involving ships and shipping, shipbuilding, port operations, vessel operations, national security, environment. On June 4, Deputy Maritime Administrator Paul “Chip” Jaenichen was named Acting Maritime Administrator and he will serve in this role until the appointment and confirmation of a new Maritime Administrator. On August 6,1981, MARAD came under control of the Department of Transportation thereby bringing all transportation programs under one cabinet-level department, MARAD administers financial programs to develop, promote, and operate the U. S. Maritime Service and the U. S. S. Documented vessels to foreign registries, maintains equipment, shipyard facilities, the Maritime Subsidy Board negotiates contracts for ship construction and grants operating-differential subsidies to shipping companies. The Maritime Security Program authorizes MARAD to enter contracts with U. S. -flag commercial ship owners to provide service during times of war or national emergencies. As of 2007, ten companies have signed contracts providing the MSP with a reserve of sixty cargo vessels, United States Maritime Service, a training organization for the U. S
6.
Containerization
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Containerization is a system of intermodal freight transport using intermodal containers made of weathering steel. The handling system is completely mechanized so that all handling is done with cranes, all containers are numbered and tracked using computerized systems. The system, developed after World War II, dramatically reduced the costs of transport, supported the boom in international trade. Containerization did away with the sorting of most shipments and the need for warehousing. It displaced many thousands of workers who formerly handled break bulk cargo. Containerization also reduced congestion in ports, significantly shortened shipping time and reduced losses from damage, before containerization, goods were usually handled manually as break bulk cargo. Typically, goods would be loaded onto a vehicle from the factory, when the vessel arrived, they would be moved to the side of the ship along with other cargo to be lowered or carried into the hold and packed by dock workers. The ship might call at other ports before off-loading a given consignment of cargo. Each port visit would delay the delivery of other cargo, delivered cargo might then have been offloaded into another warehouse before being picked up and delivered to its destination. Multiple handling and delays made transport costly, time consuming and unreliable, containerization has its origins in early coal mining regions in England beginning in the late 18th century. In 1766 James Brindley designed the box boat Starvationer with 10 wooden containers, in 1795, Benjamin Outram opened the Little Eaton Gangway, upon which coal was carried in wagons built at his Butterley Ironwork. The horse-drawn wheeled wagons on the gangway took the form of containers, which, loaded coal, could be transshipped from canal barges on the Derby Canal. By the 1830s, railroads on several continents were carrying containers that could be transferred to other modes of transport, the Liverpool and Manchester Railway in the United Kingdom was one of these. Simple rectangular timber boxes, four to a wagon, they were used to convey coal from the Lancashire collieries to Liverpool, originally used for moving coal on and off barges, loose boxes were used to containerize coal from the late 1780s, at places like the Bridgewater Canal. By the 1840s, iron boxes were in use as well as wooden ones, the early 1900s saw the adoption of closed container boxes designed for movement between road and rail. Later in 1919, his system was extended to over 200 containers serving 21 railway stations with 14 freight trucks, prior to the Second World War, many European countries independently developed container systems. In 1919, Stanisław Rodowicz, an engineer, developed the first draft of the system in Poland. In 1920, he built a prototype of the biaxial wagon, the Polish-Bolshevik War stopped development of the container system in Poland
7.
National Defense Reserve Fleet
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The NDRF is managed by the U. S. Department of Transportations Maritime Administration. It is a different entity from the United States Navy reserve fleets, NDRF vessels are at the fleet sites at James River, Virginia–the James River Reserve Fleet, Beaumont, Texas–the Beaumont Reserve Fleet, and Suisun Bay, California, and at designated outported berths. Former anchorage sites included Stony Point, New York - the Hudson River Reserve Fleet, Wilmington, North Carolina, Mobile, Alabama, Astoria, Oregon, and Olympia, Washington. Through the 2010s, the oldest, most decrepit hulls at Suisun Bay will be stripped of materials, then broken up in Texas. Twenty of the most polluting mothball ships are slated for recycling by 2012, at its peak in 1950, the NDRF had 2,277 ships in lay-up. In July 2007, it held 230 ships, primarily dry cargo ships with some tankers, military auxiliaries, by the end of August,2015, it held 100. The NDRF was established under Section 11 of the Merchant Ship Sales Act of 1946 to serve as a reserve of ships for national defense, NDRF vessels were used in seven wars and crises. During the Korean War,540 vessels were out to move military forces. During a worldwide tonnage shortfall in 1951–53, more than 600 ships were reactivated to carry coal to Northern Europe, from 1955 through 1964, another 600 ships were used to store grain for the Department of Agriculture. Another 223 cargo ships and 29 tankers were activated during a tonnage shortfall after the Suez Canal was closed in 1956, during the Berlin crisis of 1961,18 vessels were activated and remained in service until 1970. Another 172 vessels were activated for the Vietnam War and these are crewed with a reduced crew but kept available for activation within four, five, ten or twenty days. An additional 28 ships are held under United States Maritime Administration custody for other Government agencies on a cost-reimbursable basis. Vessels with military utility or logistic value are held in status and are in a preservation program that is designed to keep them in the same condition as when they enter the fleet. The internal spaces are dehumidified to slow the corrosion of metal, DC power is distributed through anodes to the exterior underwater portions of the hull, creating an electric field that suppresses corrosion and preserves the surface of the hull. External painting and other work is generally deferred since it does not affect the ability to activate and operate the vessel. MARAD is authorized as the government’s disposal agent through the NDRF program for merchant type vessels equal to or greater than 1,500 gross tons. A state agency can file an application to request title to a vessel as-is where-is from the NDRF for the purpose of creating an artificial reef, of the 132 non-retention vessels in the NDRF, there are 117 that are being prepared for disposal. The NDRF program can give and lend historic artifacts to maritime-heritage organizations, battleships, cruisers, and aircraft carriers which have been stricken or those awaiting final disposition may be transferred to MARAD locations for berthing
8.
American President Lines
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American President Lines Ltd. along with its parent company CMA CGM, is the worlds third-largest container transportation and shipping company, providing more than 80 weekly services. APL operates a fleet, including 153 container vessels. In 1938, the U. S. government took over the management of the Dollar Steamship Co. which was in financial difficulties, following the end of the Mexican-American War in 1848, the United States Pacific coastline now extended from Puget Sound to San Diego. This company was to move the mail from Panama to the West Coast, in January 1848, the company ordered three mail steamers from the shipyard of William Henry Webb, the SS California, SS Panama and SS Oregon. Prior to founding Pacific Mail, Aspinwall had extensive experience in the business as a partner in Howland & Aspinwall. Howland & Aspinwall operated some of the most famous ships ever built. In 1845, while it owned the Ann McKim, which was regarded as the fastest ship afloat, the firm built the Rainbow. The Rainbow is considered to be the first of the extreme clippers, the next year, the company had the Sea Witch built, which set a speed record from China to New York which still stands. Clipper ships sacrificed cargo capacity for speed, but in some markets, also, faster speed meant that the vessel could complete more voyages in a given time period, which also helped make up for the diminished cargo capacity. When in 1850, the Pacific Mail Steamship Company established a line to the U. S. Mail Steamship Company between New York and Chagres, George Law placed an opposition Pacific Line of steamers in the Pacific running from Panama to San Francisco, in April 1851 the rivalry was ended when an agreement was made between the companies, the U. S. Mail Steamship Company purchased the Pacific Mail steamers on the Atlantic side, by 1850 Pacific Mail maintained a monopoly over the Panama-Oregon trade, helped by the purchase of two steamers from Empire City Line. Large numbers of gold miners paying for passage to California had meant that by 1850. Pacific Mail also ordered four new ships, designed to meet the needs of trade to and from California, Aspinwall invested in the Panama Railroad Company, which would replace old wagon trails across the Isthmus, cutting travel time from four days to four hours. In 1852 George Law went into partnership with Aspinwall and developed its eastern terminal next to the wharf at Aspinwall, Columbia, then sold his interest in 1853. This line was completed in 1855, and coordination between steamships and this meant the travel time from San Francisco to New York was cut to 21 days. In 1856, Aspinwall retired from the position of president of the Pacific Mail Company, with the secretary, William H. Davidge. Under his control, the companys capital doubled, to $4 million, but the turning point of his presidency of the company was in 1858
9.
SS Gem State (T-ACS-2)
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SS Gem State is a crane ship in ready reserve for the United States Navy. The ship was named for the state of Idaho, which is known as the Gem State. Gem State was laid down on 30 May 1965, as the a combination breakbulk-container ship, SS President Monroe, ON501712, IMO6520911, built by National Steel and Shipbuilding Company, San Diego, CA, hull no. 340, she was launched on 10 February 1965 and delivered to MARAD on 25 April 1966, for service with American President Lines. She was converted to a MARAD type container ship, in 1973, in 1984-1985 she was converted to a type Crane Ship by Continental Marine, San Francisco, CA. She was placed in service as SS Gem State 7 May 1984, Gem State is one of 10 Crane Ships in the Surge Force and is berthed at Alameda, CA, assigned to Maritime Prepositioning Ship Squadron Three and is maintained in a five-day readiness status. The Naval Institute Guide to the Ships and Aircraft of the U. S. Fleet, SS Gem State This article includes information collected from the Naval Vessel Register, which, as a U. S. government publication, is in the public domain. The entry can be found here
10.
SS Keystone State (T-ACS-1)
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SS Keystone State is a crane ship in ready reserve for the United States Navy. The ship was named for the state of Pennsylvania, which is known as the Keystone State. Keystone State was laid down on 23 January 1965, as the combination breakbulk-container ship SS President Harrison, ON502569, IMO6605022, built by National Steel and Shipbuilding Co. 339, she was launched 10 February 1965, and delivered to MARAD on 25 April 1966, in 1983-1984 the ship was converted to a type Crane Ship at Bay Shipbuilding, Sturgeon Bay, Wisconsin. She was placed in service as SS Keystone State 7 May 1984, the Naval Institute Guide to the Ships and Aircraft of the U. S. Fleet. SS Keystone State MARAD Ship History This article includes information collected from the Naval Vessel Register, which, as a U. S. government publication, is in the public domain
11.
United States Lines
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United States Lines was an American transatlantic shipping company that operated cargo services from 1921 to 1989, and ocean liners until 1969—most famously, the SS United States. The lines became known in the 1920s when two valiant historic rescues were made using their ships, the SS President Roosevelt in 1926. The company was formed with three ships from the tonnage of the failed United States Mail Steamship Company, two of the ships, the America and George Washington, were originally German vessels that had been seized during World War I and kept as reparations. Both the America and George Washington made New York–Bremen runs, while the Centennial State ran from New York to London, one of the founders was Kermit Roosevelt, son of U. S. President Theodore Roosevelt. Additional ships were acquired in 1922 and renamed after various U. S. presidents, the 52,000 ton Leviathan, formerly the Vaterland and one of the largest liners in the world, was acquired in 1923. Throughout the 1920s, the accumulated debt, and in March 1929, the line was sold to P. W. Chapman Company. The stock market crash made matters worse, and in 1931, in 1932, the Manhattan, at a cost of approximately $21 million, became the first ship actually built for the line, followed the next year by the Washington. In 1940, a new America joined them, in 1932, United States Lines had offered to build a new passenger liner, called the U. S. Express Liner, which would double as a mail ship. Congress refused to give a guarantee on trans-Atlantic postal rates and it was never built, United States Lines absorbed the American Line in 1932, the Baltimore Mail Line in 1937, and the American Merchant Line in 1938. The decade started with United States Lines absorbing the Roosevelt Line in 1940, Roosevelt International Mercantile Marine Company finally changed its name to United States Lines Inc. in 1942, reflecting its new focus. In World War II, the ships were converted into troopships, the Manhattan became the USS Wakefield, and the Washington became the USS Mount Vernon. The flagship America became the USS West Point After the war, the company began to build smaller and cheaper ships, in 1941, two Nazi spies, Franz Joseph Stigler and Erwin Wilheim Siegler, worked for United States Lines as members of SS Americas crew. They operated as couriers, transmitting information between the United States and German agents aboard, Stigler worked undercover as the chief butcher. Both remained on the SS America until the U. S. Navy converted that ship into the USS West Point. Stigler and Siegler, along with the 31 other German agents of the Duquesne Spy Ring, were uncovered by the FBI in the largest espionage conviction in U. S. history. With a government subsidy for her construction, the SS United States entered service in 1952 and she was the largest ocean liner built in the United States and the fastest ocean liner ever built. She immediately set transatlantic speed records, capturing the Blue Riband from the Queen Mary, but competition from airliners brought the glory days to an end, in 1964, America was sold to Chandris Line, and United States was withdrawn from service in 1969
12.
Bethlehem Sparrows Point Shipyard
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Bethlehem Sparrows Point Shipyard in Sparrows Point, Maryland, USA, was founded in 1887 as Maryland Steel. It was acquired by Bethlehem Shipbuilding Corporation in 1916 and renamed, the shipyard was sold in 1997 to Baltimore Marine Industries Inc. As of 2012, it is owned by Barletta Industries, which has converted it to the Sparrows Point Shipyard, Maryland Steel built tugs, coastal passengers, dredges, cargo ships and a few destroyers. Following the purchase by Bethlehem, it serviced and repaired ships, one famous vessel built in this early period was the Ancon, launched as Shawmut, which, in 1914, was the first ship to transit the Panama Canal. Facilities at the yard included a dock, a floating drydock. During World War II, the Sparrows Point Shipyard built ships as part of the U. S. governments Emergency Shipbuilding Program to help re-build the British Merchant Navy, liberty ship production was a primary goal of the yard. Once part of a chain of 17 shipyards operating under BethShip, veritas reorganized the facility as Baltimore Marine Industries, Inc. and won two US Navy contracts for new ship construction and dismantling of older tonnage. Although BMI was selected to build a fleet of cruise ships. With no orders on the horizon and no work aside from the two modest Navy contracts, BMI collapsed in bankruptcy in 2003, all assets were purchased by Barletta Industries Inc. in 2004 and reorganized as the Sparrows Point Shipyard and Industrial Complex. Barletta claims it has modernized the infrastructure and refurbished the yard to prepare for leasing specific yard structures, buildings and land to companies in maritime, the plant continued to change hands, from ArcelorMittal to Severstal to Renco Group and finally to liquidator Hilco Trading in 2012. Hilco sold the plants cold mill to Nucor in 2013, the blast furnace was demolished in January 2015. The property is now owned by Sparrows Point Terminal, LLC and they have renamed it Tradepoint Atlantic. The site has been granted zoning flexibility and Enterprise Zone tax credits, Bethlehem Steel Papers of Frederick W. Wood at Hagley Museum and Library. Wood was a designer and constructor of the Sparrows Point steel plant and he was also its president through its sale to the Bethlehem Steel Company. The Research notes on Bethlehem Steel Corporation at Hagley Museum and Library consist of materials collected by John B, lovis for the writing of his book on the history of the Sparrows Point Plant, plus original Bethlehem Steel documents from his tenure in the Corporate Planning Department. 3.00 linear feet, at the University of Maryland Libraries, State of Maryland and Historical Collections
13.
Farrell Lines
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Farrell lines Incorporated was named in 1948 after James A. Farrell, Jr. and John J. Farrell, sons of James Augustine Farrell, president of US Steel. The company was known as American South African Lines. It was a passengerline and cargo line in service from New York City to South Africa stopping at Cape Town, Port Elizabeth, Durban. The ships were well-appointed and carried about 180 passengers, in heraldic terms, the house flag is field per saltire red and blue, overlaid by a white saltire. 1925 New York to West Africa, South Africa 1935 New York to East Africa 1965 U. S, East Coast to Australia and New Zealand 1975 U. S. West Coast to Australia and New Zealand The ships funnel 1925 -1946 Buff 1946 -2000 Buff with black top and depiction of houseflag FRLU Note, Marks ending in U are for container owners. The Isthmian Steamship Company was created in 1910 as a subsidiary of U. S. Steel and was designed to mitigate the costs of shipping U. S. James A. Farrell grew up the son of a captain. Farrells foray into the industry was a great success. He saved U. S. Steel Corporation substantial sums of money, by 1928, Farrell was involved in several shipping ventures and operated three of the most influential companies in the industry, Argonaut Lines, Robin Lines, and the American South African Lines. James A. Farrell Sr. had two sons to whom he imparted his knowledge and business savvy. Both sons, John and James Jr. went on to two of the three major shipping investments. James Jr. was president of ASAL while John was principal stockholder, in 1940, John abolished Argonaut Lines and transferred its vessels to ASAL. Shortly thereafter, James Jr. served in World War II in Naval Intelligence, the two were able to create a powerful management team and operated the main U. S. flag and passenger service between Africa and the United States. By 1948, ASAL was the line operated by the Farrell family. Determined to leave their imprint on the legacy, the Farrell brothers worked tirelessly to improve their brand. In 1965, they acquired the Australia-U. S, East Coast service from United States Lines. At this time the brothers also ceased offering passenger services, fixing their focus entirely onto the movement of cargo, following their 1965 acquisition, growth came along rapidly, and in the early 1970s the company began the transition to containerized cargo handling
14.
Horizon Lines
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Horizon Lines, Inc. was an American domestic ocean shipping and logistics company headquartered in Charlotte, North Carolina. Under the Jones Act, maritime shipments between US ports is restricted to US-built, owned, and flagged vessels operated by predominantly US-citizen crews, the company originated from Sea-Land Service, Inc. The domestic liner operations of Sea-Land were sold in 2003 and thereafter operated under the name Horizon Lines, Horizon became a publicly traded company on the New York Stock Exchange in 2005. In 2015 the company was acquired by Matson Navigation Company, Horizon owned a fleet of 13 Jones Act container ships as recently as 2014, approximately 31,000 cargo containers, and operated cargo terminals in Alaska, Hawaii, and Puerto Rico. Approximately 150 port calls were made each year in Tacoma, Washington for service between Alaska or Hawaii, until November 2011, the company ran trans-Pacific service to Guam and China. It also contracted for terminal services in seven ports in the continental United States, the primary customers were consumer and industrial products companies, as well as various agencies of the U. S. government including the Department of Defense and the U. S. Postal Service. It also offered shipping services of vehicles and household belongings, Horizon met with criticism within the investor community due to the age of some of its vessels. In the world fleet container ships go to the yard at age 28 while Horizon still maintained C6. One such vessel, SS Horizon Discovery, was built in 1968 for the now defunct United States Lines. In May 2011 the US Dept. of Justice reduced the fine levied the previous month after the company pleaded guilty to price fixing in the Puerto Rico market from $45m to $15m. The reduction was attributed to pressure from bondholders and the possibility that Horizon would declare bankruptcy after losing a contract with Danish shipping group Maersk Line, in October 2011, the company completed a $653m refinancing move to avoid bankruptcy. The company stock then traded on the OTCQB market, the company paid a fine of $1.0 million and donated an additional $500,000 to the National Fish & Wildlife Foundation. The company agreed to be placed on probation for three years and to institute an environmental compliance plan, in November 2014 Horizon Lines announced that it had reached formal agreements to sell the entire company. Alaska operations were bought by Matson, Inc. for $469 million while, following regulatory approval, Service to Puerto Rico ended in December 2014. The company cited continued losses and struggles to operate and maintain its steam-powered fleet. The company had reduced its Puerto Rico service in an effort to reduce costs. The sale of the last part of the company was finalized on the 29th of May,2015
15.
Brownsville, Texas
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Brownsville is the county seat of Cameron County, Texas. It is the sixteenth most populous city in the state of Texas, with a population at the 2010 census of 175,023 and an estimated population in 2014 of 183,046. It is located at the southernmost tip of Texas, on the bank of the Rio Grande, directly north and across the border from Matamoros, Tamaulipas. The 2014 U. S. Census Bureau estimate placed the Brownsville-Harlingen metropolitan area population at 420,392, in addition, the international Matamoros–Brownsville Metropolitan Area was estimated to have a population of 1,136,995. Brownsville has one of the highest poverty rates in the nation, the Brownsville urban area is one of the fastest growing in the United States. The citys population increased after it experienced a boom in the steel industry during the first decade of the 1900s. In recent times, the Port of Brownsville has become an economic hub for South Texas, where shipments arrive from other parts of the United States, from Mexico. In April 1846, construction of a fort on the Mexican border by was begun by American forces due to increased instability in the region on the eve of the Mexican–American War of 1846–1848. Before the completion of the construction, the Mexican Army began the Siege of Fort Texas, during the first active campaign in the Mexican–American War, the first battle of the war occurred on May 8, when General Zachary Taylor received word of the siege of the fort. Taylors forces rushed to help, but Mexican troops intercepted them, resulting in the Battle of Palo Alto, approximately 5 miles north of present-day Brownsville. The next morning the Mexican forces had retreated, and Taylors troops caught up with them, resulting in the Battle of Resaca de la Palma, which took place within the present city limits. When Taylor finally arrived at the besieged Fort Texas, it was found that two soldiers had died, one of them the commander, Major Jacob Brown. In his honor, General Taylor renamed the fort Fort Brown, an old cannon at the University of Texas at Brownsville and Texas Southmost College marks the spot where Major Brown received his fatal wound. The city of Brownsville was originally established late in 1848 by Charles Stillman, the state originally incorporated the city on January 24,1850. This was repealed on April 1,1852, due to a dispute between Stillman and the former owners. The state reincorporated the city on February 7,1853, which remains in effect, the issue of ownership was not decided until 1879, when the U. S. Supreme Court ruled in favor of Stillman. On July 13,1859, the First Cortina War started, juan Nepomuceno Cortina became one of the most important historical figures of the area, and continued to exert a decisive influence in the local events until his arrest in 1875. The First Cortina War ended on December 27,1859, in May 1861, the brief Second Cortina War took place
16.
Type C1 ship
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Type C1 was a designation for small cargo ships built for the U. S. Maritime Commission before and during World War II. The first C1 types were the smallest of the three original Maritime Commission designs, meant for shorter routes where high speed and capacity were less important, only a handful were delivered prior to Pearl Harbor. But many C1-A and C1-B ships were already in the works and were delivered during 1942, many were converted to military purposes including troop-transports during the war. The Type C1-M ship was a design, for a significantly smaller and shallower draft vessel. This design evolved as an answer for the needs for military transport. Note any Type C1 ship in the control of the British Ministry of War Transport took an Empire name even if being built as another name e. g. Cape Turner. S, shipping Board which had existed since World War I. S. By the end of the war, U. S. shipyards working under MARCOM contracts had built a total of 5,777 oceangoing merchant, what was later known as the C1-A was among the three original cargo ship designs including the basic C2 and C3. Deliveries of the C1-B began before the models, in mid 1941. The C series of ships differed from the Liberty and Victory ships, the first C series vessels were designed prior to hostilities and were meant to be commercially viable ships to modernize the US Merchant Marine, and reduce the US reliance on foreign shipping. The C series ships were more expensive to produce, but their economic viability lasted well into the late 1960s and early 1970s in military, several ships are still in operation. The Type C1-A and C1-B ships were similar in design, All had a top speed of 14 knots. The primary difference between them was that C1-A ships were shelter deck ships, while C1-B ships were full scantling ships, there were many adaptations of the design for special purposes from hospital ships to petroleum gas carriers. With the exception of ships built for specific shipping lines before the war, forty-six Type C1-A ships were built at Pennsylvania Shipyards, Inc. in Beaumont, Texas, with another 19 being built by Pusey and Jones in Wilmington, Delaware. Most were built with motors, though 19 were built with steam turbine engines. These were shelter deck ships, having a very light upper deck, the first keels were laid in 1939. Two of the Pusey and Jones ships were converted to PT boat tenders before entering service, some of the diesel vessels were powered by 2, 6-cylinder Nordberg 2-stroke engines driving the single shaft via magnetic couplings and a reduction gear-box. They were manufactured by Nordberg Manufacturing Company, the engine speed was 220 rpm and the shaft 110 rpm. The engine room was a pleasure to operate and the workmanship outstanding, the Type C1-B ships were built in six different yards, the majority at Consolidated Steel Corporation in Wilmington, California
17.
Type C2 ship
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Type C2 ships were designed by the United States Maritime Commission in 1937–38. They were all-purpose cargo ships with five holds, and U. S. shipyards built 173 of them from 1939 to 1945, compared to ships built before 1939, the C2s were remarkable for their speed and fuel economy. Their design speed was 15.5 knots, but some could make 19 knots on occasion, the first C2s were 459 feet long,63 feet broad, and 40 feet deep, with a 25-foot draft. Later ships varied somewhat in size, in 1937, MARCOM distributed tentative designs for criticism by shipbuilders, ship owners, and naval architects. The final designs incorporated many changes suggested by these constituencies, the ships were to be reasonably fast but economical cargo ships which, with some government subsidies to operators, could compete with vessels of other nations. The basic specifications called for a steel cargo ship with raked stem and cruiser stern, complete shelter and second decks. Dimensions of the hatches were 20 ft ×30 ft, except for No,2, which was 20 ft ×50 ft, allowing such cargo as locomotives, naval guns, long bars, etc. Ventilation to the holds was provided by hollow kingposts, which served as cargo masts. Cargo handling gear consisted of fourteen 5-ton cargo booms, plus two 30-ton booms at Nos.3 and 4 hatches, hot and cold running water was provided throughout. Many of the such as SS Donald McKay were converted by the U. S. Navy for service during World War II. The commercial versions were operated by the government during the war, beginning in late 1945, the commercial ships were sold to merchant shipping lines, with service until the early 1970s. C2, DWT9,758 by 5 builder, as in the USS Polaris C2-S DWT9,970 by Bethlehem Steel of Sparrows Pt, wild Rover a C2-S-B1, renamed Mormackite capsized in heavy seas and sank off Cape Henry in October 7,1954. USS Starlight a C2-S-AJ1, sank in 1970, december 26 with a full load of 8,900 bombs, rockets, shells and mines bound for Da Nang, South Vietnam a bomb went off in rough seas. On January 5,1970 she sank,29 members of her crew died. USS Towner a C2-S-AJ3, renamed SS Guam Bear wrecked and sank in 1967 and she was in a collision outside Apra Harbor, Guam. A constructive total loss, the hulk was towed 2 nautical miles off shore, Type C1 ship Type C3 ship Type C4 ship Liberty ship Victory ship U. S. Merchant Marine Academy From America to United States, The History of the long-range Merchant Shipbuilding Programme of the United States Maritime Commission, by L. A. Sawyer and W. H. Mitchell. Ships for Victory, A History of Shipbuilding under the U. S. Maritime Commission in World War II, United States Maritime Commission C2 Type Ships
18.
Type C3-class ship
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Type C3-class ships were the third type of cargo ship designed by the United States Maritime Commission in the late 1930s. As it had done with the Type C1 ships and Type C2 ships, the design presented was not specific to any service or trade route, but was a general purpose ship that could be modified for specific uses. The C3 was larger and faster than the C1 and C2 contemporaries, measuring 492 feet from stem to stern, like the C2, it had five cargo holds. A total of 465 of these ships were built between 1940 and 1947, Type C1 ship Type C2 ship Type C4 ship T2 tanker Liberty ship Victory ship Hog Islander U. S. Merchant Marine Academy Sawyer, L. A. Mitchell, W. H, from America to United States, The History of the Long-range Merchant Shipbuilding Programme of the United States Maritime Commission. United States Maritime Commission C3 Type Ships
19.
Type C4-class ship
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The Type C4 class ship were the largest cargo ships built by the United States Maritime Commission during World War II. The design was developed for the American-Hawaiian Lines in 1941. Eighty-one ships were built as cargo or troopships in four shipyards, Kaiser Richmond, CA, Kaiser Vancouver, WA, Sun Shipbuilding and Drydock in Chester PA, all ships were capable of 17 knots, driven by a single screw steam turbine generating 9,900 shp. Among the variations of the design were the Haven class hospital ship and they were followed post-war by thirty-seven of the larger C4-S-1 class, also known as the Mariner class. Built by Kaiser Shipyards at Permanente No.3 in Richmond, USS General G. O. Squier USS General T. H. Bliss USS General J. R. Brooke USS General O. H. Ernst USS General R. L. Howze USS General W. M. Black USS General H. L. Scott USS General S. D. Sturgis USS General C. G. Morton USS General R. E. Callan, later USNS General H. H. Langfitt USS General Omar Bundy USS General R. M. Blatchford USS General LeRoy Eltinge USS General A. W. Brewster USS General D. E. Aultman USS General C. C. Ballou USS General W. G. Haan USS General Stuart Heintzelman C4-S-B1, C4-S-B2, C4-S-B5 DWT,15,300 Built by Sun Yards of Chester, Pennsylvania. SS Mount Davis SS Mount Greylock SS Mount Mansfield SS Mount Rogers SS Mount Whitney C4-S-A3 DWT,14,863 Built by Kaiser Shipyards in Vancouver, land SS Willis Vickery SS Louis McH. Howe SS Ernie Pyle C4-S-B2 DWT,15,300 Built by Sun Yards in Chester, SS Santa Magdelena SS Santa Mariana SS Santa Maria SS Santa Mercedes C4-S-49b DWT,13,915. Built in 1965 by Bethlehem Steel of Sparrows Pt, the last two C4 ships were constructed in 1966 for the Prudential Lines. SS Prudential Seajet SS Prudential Oceanjet Marine Perch a C4-S-A3, was renamed the SS Yellowstone was in a collision, Type C1 ship Type C2 ship Type C3 ship T2 tanker Liberty ship Victory ship Hog Islander U. S. A. Sawyer and W. H. Mitchell. London,1981, World Ship Society Ships for Victory, A History of Shipbuilding under the U. S. Maritime Commission in World War II, by Frederic C. Lane ISBN 0-8018-6752-5
20.
Liberty ship
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The Liberty ship was a class of cargo ship built in the United States during World War II. Though British in conception, the design was adapted by the United States for its simple, mass-produced on an unprecedented scale, the now iconic Liberty ship came to symbolize U. S. wartime industrial output. The class was developed to meet British orders for transports to replace those torpedoed by German U-boats, the vessels were purchased both for the U. S. fleet and lend-lease deliveries of war materiel to Britain and the Soviet Union. Eighteen American shipyards built 2,710 Liberty ships between 1941 and 1945, easily the largest number of ships produced to a single design and their production mirrored on a much larger scale the manufacture of the Hog Islander and similar standardized ship types during World War I. Only three Liberty Ships are preserved, two as operational museum ships. S, the number was doubled in 1939 and again in 1940 to 200 ships a year. Ship types included two tankers and three types of merchant vessel, all to be powered by steam turbines, limited industrial capacity, especially for reduction gears, meant that relatively few of these ships were built. In 1940 the British government ordered 60 Ocean-class freighters from American yards to replace war losses and these were simple but fairly large with a single 2,500 horsepower compound steam engine of obsolete but reliable design. Britain specified coal-fired plants, because it then had extensive coal mines, the order specified an 18-inch increase in draft to boost displacement by 800 long tons to 10,100 long tons. The accommodation, bridge, and main engine were located amidships, the first Ocean-class ship, SS Ocean Vanguard, was launched on 16 August 1941. The design was modified by the United States Maritime Commission, in part to increase conformity to American construction practices, but more importantly to make it even quicker and cheaper to build. The US version was designated EC2-S-C1, EC for Emergency Cargo,2 for a ship between 400 and 450 feet long, S for steam engines, and C1 for design C1. The new design replaced much riveting, which accounted for one-third of the costs, with welding. It was adopted as a Merchant Marine Act design, and production awarded to a conglomerate of West Coast engineering and construction companies headed by Henry J. Kaiser known as the Six Companies. Liberty ships were designed to carry 10,000 long tons of cargo, usually one type per ship, but, during wartime, generally carried loads far exceeding this. On 27 March 1941, the number of ships was increased to 200 by the Defense Aid Supplemental Appropriations Act and increased again in April to 306. By 1941, the turbine was the preferred marine steam engine because of its greater efficiency compared to earlier reciprocating compound steam engines. Eighteen different companies built the engine. It had the advantage of ruggedness and simplicity
21.
Victory ship
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The Victory ship was a class of cargo ship produced in large numbers by North American shipyards during World War II to replace losses caused by German submarines. A total of 531 Victory ships were built, one of the first acts of the United States War Shipping Administration upon its formation in February 1942 was to commission the design of what came to be known as the Victory class. The design was an enhancement of the Liberty ship, which had successfully produced in extraordinary numbers. Victory ships were larger than Liberty ships,14 feet longer at 455 feet,6 feet wider at 62 ft. Displacement was up just under 1,000 tons, to 15,200, with a raised forecastle and a more sophisticated hull shape to help achieve the higher speed, they had a quite different appearance from Liberty ships. To make them vulnerable to U-boat attacks, Victory ships made 15 to 17 knots,4 to 6 knots faster than the Libertys. The extra speed was achieved through more modern, efficient engines, most used steam turbines, which had been in short supply earlier in the war and reserved for warships. All were oil-fired, but for a handful of Canadian vessels completed with both coal bunkers and oil tanks, another improvement was electrically powered auxiliary equipment, rather than steam-driven machinery. To prevent the hull fractures that a few Liberty ships developed and these were manned by United States Navy Armed Guard personnel. The VC2-S-AP5 Haskell-class attack transports were armed with the 5-inch stern gun, one quad 40 mm Bofors cannon, four dual 40 mm Bofors cannon, the Haskells were operated and crewed exclusively by U. S. Navy personnel. The Victory ship was noted for good proportion of cubic between holds for a ship of its day. A Victory ships cargo hold one, two and five hatches are a single rigged with a capacity of 70,400,76,700, and 69,500 bale cubic feet respectively. Victory ships hold three and four hatches are double rigged with a capacity of 136,100 and 100,300 bale cubic feet respectively. Victory ship have built in mast, booms and derrick cranes, the first vessel was SS United Victory launched at Oregon Shipbuilding Corporation on 12 January 1944 and completed on 28 February 1944, making her maiden voyage a month later. American vessels frequently had a name incorporating the word Victory, the British and Canadians used Fort and Park respectively. Although initial deliveries were slow—only 15 had been delivered by May 1944—by the end of the war 531 had been constructed, because the Atlantic battle had been won by the time that the first of the Victory ships appeared none were sunk by U-boats. Three were sunk by Japanese kamikaze attack in April of 1945, many Victory ships were converted to troopship to bring US soldiers home at the end of World War II as part of Operation Magic Carpet. A total of 97 Victory ships were converted to carry up to 1,600 soldiers
22.
T2 tanker
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The T2 tanker, or T2, was a class of oil tankers constructed and produced in large quantities in the United States during World War II. After the T3 Tankers, they were the largest navy oilers of the period, T2 tankers were used to transport, fuel oil, diesel fuel, gasoline and sometimes black oil-crude oil. Post war many T2s remained in use, like other hastily built World War II ships pressed into peace time service there were safety concerns and this occurred after two T-2s, Pendleton and Fort Mercer, split in two off Cape Cod within hours of each other. Engineering inquiries into the problem suggested the cause was due to poor welding techniques and it was found the steel was not well suited for the new wartime welding construction. The high sulfur content made the steel brittle and prone to metal fatigue at lower temperatures, marCom subsidized the excess cost of naval features beyond normal commercial standards. Standard T2s were 501 ft 6 in in length, with a beam of 68 ft. Rated at 9,900 tons gross, with 15,850 long tons deadweight, steam turbines driving a single propeller at 12,000 horsepower delivered a top speed of 16 knots. Six were built for commerce by Bethlehem-Sparrows Point Shipyard in Maryland, only to be taken over by the United States Navy following the attack on Pearl Harbor as the Kennebec class oiler. Bigger but faster, they were 526 ft in length, displaced about 22,445 tons. All five were requisitioned by the Navy during the war and converted to fleet oilers as the Mattaponi class. By far the most common variety of the T2-type tanker was the T2-SE-A1 and they were 523 ft long,68 ft abeam, with 10,448 gross register tons and 16,613 DWT. During that period, average time from laying of the keel to fitting out was 70 days. The record, however, was held by Marinship, which had the Huntington Hills ready for sea trials in just 33 days. The T2-SE-A2 variation, built only by Marinship of Sausalito, was identical to the T2-SE-A1 version. The A3 variation was essentially an A2 built as a Navy oiler from the start,25 of this design were ordered by the Maritime Commission, of which five became Navy oilers as the Chiwawa class. In 1966, the US Army reactivated 11 T2 tankers and converted them into floating electrical power generation plants, the ships propulsion systems electrical turbines were used to generate electricity for on-shore use, drawing on fuel from the ships 150,000 barrel holds. This allowed the ships to produce electricity for two years without refueling for the Vietnam War, the USNS French Creek was the first to arrive in June of 1966, then next was the USS Kennebago, both installed in Cam Ranh Bay. Schenectady, broke in two in 1943, the temperature of the harbor water was about 39°F and water conditions were still
23.
T3 tanker
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The T3 tanker, or T3, are a class of sea worthy large tanker ships used to transport fuel oil, gasoline or diesel before and during World War II, the Korean War and the Vietnam War. The T3 tanker classification is used today. T3 tankers are about 500 to 650 feet in length and are able to sustain a top speed from 15 to 18 knots, the T3 tanker is larger, and usually faster, than a T2 tanker. The hull designation AOG is used by the US Navy to denote that the ship is a T3 gasoline tanker, the AO designation denotes that the ship is a T3 fleet oiler, also referred to as a replenishment oiler. Most of the T3 ships were built for private companies, some T3 tankers were built for or sold to the US Navy, which were renamed using the names of Native Americans, rivers and lakes. The T3 tanker can carry from about 133,800 to 200,000 BBLs, some T3 tankers were used to transport other goods like black oil-crude oil and chemicals. T3s are also called liquid cargo carriers, the T3 tanker has roughly a full load displacement of about 24,830 tons. T3 tankers are operated by the US Navy, War Shipping Administration, each T3 has emergency life rafts on the boat deck. The ships have cargo booms and piping to load and unload fuel, during wartime, the T3 ships were armed for protection with deck guns. A typical ship may have one single 3/50 dual purpose gun, T3 ships normally carries 81 to 304 crew members. If operating as a United States Merchant Marine ship, the crew would be a mix of civilian Merchant Marines, the World War II T3 class tankers were considered large for the their day, but are small compared to the modern tankers of today. A large modern tanker, like the Ultra Large Crude Carrier, is over 300,000 metric tons, another modern tanker, the Very Large Crude Carrier, is over 200,000 metric tons. The attack on Pearl Harbor brought up an urgent need for aircraft carriers and this led to some T3 tankers being converted to escort carriers. The USS Suwannee is an example of a T3 tanker hull AO-33 that was rebuilt to be an escort carrier, the T3 tankers size and speed made the T3 an useful escort carrier. There were two classes of T3 hull carriers, Sangamon class and Commencement Bay class. T3-S-A1 tanker, Class Chiwawa-class oiler,2 steam turbines to a single-screw,7,700 shp, max speed of 15 knots,501 feet long, width 68 ft, max depth 29.6 ft,9,880 gross tons, carry 133,800 barrels. 25 of this design were ordered by the Maritime Commission, of five became Navy oilers as the Chiwawa class oiler. Built by Bethlehem Steel in Sparrows Point, Maryland, served as Fleet Oilers and some were converted to Escort carriers, CVE
24.
Derrick
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A derrick is a lifting device composed at minimum of one guyed mast, as in a gin pole, which may be articulated over a load by adjusting its guys. Most derricks have at least two components, either a guyed mast or self-supporting tower, and a boom hinged at its base to provide articulation, as in a stiffleg derrick. The most basic type of derrick is controlled by three or four lines connected to the top of the mast, which allow it both to move laterally and cant up and down. To lift a load, a line runs up and over the mast with a hook on its free end. Forms of derricks are commonly found aboard ships and at docking facilities, some large derricks are mounted on dedicated vessels, and known as floating derricks and sheerlegs. The term derrick is also applied to the framework supporting a drilling apparatus in an oil rig, the derrick derives its name from a type of gallows named after Thomas Derrick, an Elizabethan era English executioner. There are crossbars to connect the two poles, forming a letter A shape tower, the tower is ground anchored to provide support. A boom is hinged from the lowest cross bar and extends outward and upward, the top end of the boom is connected to a pulley system which is connected to the top of the tower. Manipulating the pulley system will allow the boom to change the angle against the tower, there is another pulley system to connect to the top of the boom for load lifting. When an A-frame derrick is used in a vessel, it is called floating A-frame derrick, a basket derrick is a derrick without a boom that is supported by a rope-and-pole system that forms a basket. The basket is constructed from a group of poles to form a polygon, there are crossbars between the pole members to strengthen their support. The derrick tower can be a mast or a post with the bottom hinged at the base where all ropes meet. The top of the tower is secured with multiple reeved guys to position the top of the tower to the location by varying the length of the upper guy lines. The load is lifted using a system connected to the top of the tower. A breast derrick is a derrick without a boom with a mast constructed from two upright members, the upright members are more spread at their bottom ends than their top ends. There are crossbars to join the two members from the bottom to the top to form a mast, without the use of boom, the top crossbar is also used to connect to a sheave or a block that is used for lifting the load. The mast is prevented from tipping forward by guys connected to its top, a Chicago boom derrick is a derrick with a boom which is attached to an external structure. The external upright member of the structure serves as the mast, the boom is connected to at least three pulley systems to control the position of the boom
25.
Barge
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A barge is a flat-bottomed boat, built mainly for river and canal transport of heavy goods. Some barges are not self-propelled and must be towed or pushed by towboats, Barge is attested from 1300, from Old French barge, from Vulgar Latin barga. The word originally could refer to any small boat, the modern meaning arose around 1480, bark small ship is attested from 1420, from Old French barque, from Vulgar Latin barca. The more precise meaning three-masted ship arose in the 17th century, both are probably derived from the Latin barica, from Greek, βάρις, translit. Egyptian boat, from Coptic, ⲃⲁⲁⲣⲉ bāri small boat, hieroglyphic Egyptian, by extension, the term embark literally means to board the kind of boat called a barque. The long pole used to maneuver or propel a barge has given rise to the saying I wouldnt touch that with a barge pole. On the British canal system, the barge is used to describe a boat wider than a narrowboat. In the United States, deckhands perform the labor and are supervised by a leadman or the mate, the captain and pilot steer the towboat, which pushes one or more barges held together with rigging, collectively called the tow. The crew live aboard the towboat as it travels along the river system or the intracoastal waterways. These towboats travel between ports and are also called line-haul boats, poles are used on barges to fend off the barge as it nears other vessels or a wharf. These are often called pike poles, barges are used today for low-value bulk items, as the cost of hauling goods by barge is very low. Barges are also used for heavy or bulky items, a typical American barge measures 195 by 35 feet. The most common European barge measures 76.5 by 11.4 metres, as an example, on June 26,2006, a 565-short-ton catalytic cracking unit reactor was shipped by barge from the Tulsa Port of Catoosa in Oklahoma to a refinery in Pascagoula, Mississippi. Extremely large objects are normally shipped in sections and assembled onsite, of the reactors 700-mile journey, only about 40 miles were traveled overland, from the final port to the refinery. Canal barges are made for the particular canal in which they will operate. Many barges, primarily Dutch barges, which were designed for carrying cargo along the canals of Europe, are no longer large enough to compete in this industry with larger newer vessels. Many of these barges have been renovated and are now used as hotel barges carrying holidaymakers along the same canals on which they once carried grain or coal. This holds true today, for areas of the world
26.
Tacoma-class frigate
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The Tacoma class of patrol frigates served in the United States Navy during World War II and the Korean War. The class is named for its ship, USS Tacoma, a S2-S2-AQ1 design. Ships of the class served in the British Royal Navy – in which they were known as Colony-class frigates –. Tacoma-class ships served in the United States Coast Guard and various navies post-World War II, the naval architecture firm of Gibbs & Cox designed the Tacoma class by modifying the River class to American requirements. The Tacoma-class units were designed and armed to serve mostly as anti-submarine warfare ships, unlike most other types of warship, the Tacomas, like the Rivers, were built to mercantile standards. S. The resulting ships had a greater range than the superficially similar destroyer escorts, like their predecessors Asheville and Natchez, the Tacoma-class ships built for the U. S. Navy all were named after small cities in the United States. American Shipbuilding later received an order for six, bringing the total orders for the U. S. From the beginning, the program was plagued by difficulties which caused it to fall far behind schedule. Unfamiliar with the capabilities of the Great Lakes yards, Kaiser Cargo used prefabrication techniques unsuited to the Great Lakes yards smaller cranes and had to rework them. Bilge keels that cracked in rough seas or cold weather, failures in the holding the deckhouse to the deck, engine trouble. As a result, no Tacoma-class ship was commissioned late in 1943, none were ready for service until 1944. By the time the first Tacoma-class ships were ready for service in 1944. The Navy crewed all of the Tacoma-class ships with United States Coast Guard personnel. S and they were the largest, most heavily armed, and most expensive ships transferred during the program. At least some of them saw action in the Soviet offensive against Japanese forces in Northeast Asia in August 1945, the transfer of two more – USS Annapolis and USS Bangor – was cancelled when transfers halted on 5 September 1945. The other 25 Tacoma-class ships never returned to service in the U. S. Navy and also were transferred to foreign countries. In foreign navies, many Tacoma-class ships survived into the 1960s and 1970s, cities – while still U. S. Navy ships, they were returned to the United States between 1946 and 1948. Eighteen of these also were quickly scrapped, but two were sold to Egypt for use as passenger ships and one to Argentina for service as a warship in the Argentine Navy. The Tacoma-class ships, listed in order of U. S. Navy hull number, media related to Tacoma class frigates at Wikimedia Commons PF-1 Tacoma GlobalSecurity. org PG-111/PF-3 Tacoma NavSource Online USS Tacoma history. navy. mil
27.
Frigate
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A frigate /ˈfrɪɡᵻt/ is any of several types of warship, the term having been used for ships of various sizes and roles over the last few centuries. In the 17th century, this term was used for any warship built for speed and maneuverability and these could be warships carrying their principal batteries of carriage-mounted guns on a single deck or on two decks. The term was used for ships too small to stand in the line of battle. In the late 19th century, the frigate was a type of ironclad warship that for a time was the most powerful type of vessel afloat. The term frigate was used because such ships still mounted their principal armaments on a continuous upper deck. Ship classes dubbed frigates have more closely resembled corvettes, destroyers, cruisers. The rank frigate captain derives from the name of type of ship. The term frigate originated in the Mediterranean in the late 15th century, referring to a lighter galleass type ship with oars, sails and a light armament, built for speed and maneuverability. The etymology of the word is unknown, although it may have originated as a corruption of aphractus, aphractus was, in turn, derived from the Ancient Greek phrase ἄφρακτος ναῦς, or undefended ship. In 1583, during the Eighty Years War, Habsburg Spain recovered the Southern Netherlands from the rebellious Dutch and this soon led to the occupied ports being used as bases for privateers, the Dunkirkers, to attack the shipping of the Dutch and their allies. To achieve this they developed small, maneuverable, sailing vessels that came to be referred to as frigates, in French, the term frigate became a verb, meaning to build long and low, and an adjective, adding further confusion. Even the huge English Sovereign of the Seas could be described as a frigate by a contemporary after her upper decks were reduced in 1651. The navy of the Dutch Republic was the first navy to build the larger ocean-going frigates, the first two tasks required speed, shallowness of draft for the shallow waters around the Netherlands, and the ability to carry sufficient supplies to maintain a blockade. The third task required heavy armament, sufficient to fight against the Spanish fleet, the first of these larger battle-capable frigates were built around 1600 at Hoorn in Holland. The effectiveness of the Dutch frigates became most visible in the Battle of the Downs in 1639, encouraging most other navies, especially the English, to adopt similar designs. The fleets built by the Commonwealth of England in the 1650s generally consisted of ships described as frigates, the largest of which were two-decker great frigates of the third rate. Carrying 60 guns, these vessels were as big and capable as great ships of the time, however, most other frigates at the time were used as cruisers, independent fast ships. The term frigate implied a long hull design, which relates directly to speed and also, in turn, in Danish, the word fregat is often applied to warships carrying as few as 16 guns, such as HMS Falcon which the British classified as a sloop
28.
Landing Ship, Tank
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This provided amphibious assaults to almost any beach. The bow of the LST had a door that would open with a ramp for unloading the vehicles. The LST had a flat keel that allowed the ship to be beached. The twin propellers and rudders had protection from grounding, the LSTs served across the globe during World War II including, Pacific War and European theatre. The first tank landing ships were built to British requirements by converting existing ships, then the British, over 1,000 LSTs were laid down in the United States during World War II for use by the Allies. Eighty more were built in the United Kingdom and Canada, as an interim measure, three 4, 000- to 4, 800-GRT tankers, built to pass over the restrictive bars of Lake Maracaibo, Venezuela, were selected for conversion because of their shallow draft. Bow doors and ramps were added to ships, which became the first tank landing ships, LST, HMS Misoa, Tasajera. They later proved their worth during the invasion of Algeria in 1942, the first purpose-built LST design was HMS Boxer. It was a design from ideas penned by Prime Minister Winston Churchill. In order that it could carry 13 Churchill infantry tanks,27 other vehicles and nearly 200 men at a speed of 18 knots, as a result, each of the three ordered in March 1941 had a very long ramp stowed behind the bow doors. The three ships were converted to Fighter Direction Ships for the invasion of Normandy, the U. S. were to build seven LST but in light of the problems with the design and progress with the LCT Mark II the plans were canceled. Construction of the LCTs took until 1943 and the first US LCT was launched before them, at their first meeting at the Atlantic conference in Argentia, Newfoundland, in August 1941, President Franklin D. Roosevelt and Prime Minister Winston Churchill confirmed the Admiraltys views. During this meeting, it was decided that the Bureau of Ships would design these vessels, as with the standing agreement, these ships would be built by the US so British shipyards could concentrate on building vessels for the Royal Navy. The specifications called for vessels capable of crossing the Atlantic, calling a vessel 300 ft long a craft was considered a misnomer and the type was re-christened Landing Ship, Tank, or LST. The LST design incorporated elements of the first British LCTs from their designer, Sir Rowland Baker, one of the elements provided for sufficient buoyancy in the ships sidewalls so that they would float the ship even when the tank deck was flooded. The LST gave up the speed of HMS Boxer, at only 10 knots, within a few days, John C. Niedermair of the Bureau of Ships sketched out an awkward looking ship that proved to be the design for the more than 1,000 LST that were built during World War II. An anchor and mechanical winch system also aided in the ability to pull itself off the beach
29.
USNS Neptune (ARC-2)
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USNS Neptune, was the lead ship in her class of cable repair ships in U. S. Naval service. The ship was built by Pusey & Jones Corp. of Wilmington, Delaware, Hull Number 1108 and she was the first of two Maritime Commission type S3-S2-BP1 ships built for the US Army near the end of World War II. The other ship was the Albert J. Myer, which joined her sister ship in naval service as the USNS Albert J. Myer. The ship was built by Pusey & Jones Corp. of Wilmington, neptunes assignments were typically to transport, deploy, retrieve and repair submarine cables, test underwater sound devices, and conduct acoustic, hydrographic, and bathymetric surveys. After completion for the US Army Signal Corps in February 1946, Neptune was handed to the Maritime Commission, in 1953, Neptune was activated by the Navy to support the SOSUS program. She was commissioned on 1 June 1953 as a regular Navy ship USS Neptune, in 1973, Neptune transferred to the Military Sealift Command, was re-designated T-ARC-2, and continued operations with a mostly civilian crew. Neptune was extensively modernized in 1982 by General Dynamics Corp. in Quincy, Massachusetts, and it is said that Neptune and sister ship USNS Albert J. Myer were the last ships in the Navy to operate using reciprocating steam engines. Neptune performed cable repair duties all over the world until 1991, during her career, she received a Navy E ribbon in 1988. Inactivated in 1991, she was placed in the James River reserve fleet near Ft. Eustis. The ex-Neptune was dismantled and recycled by International Shipbreaking Ltd. of Brownsville and this article incorporates text from the public domain Dictionary of American Naval Fighting Ships. The entry can be found here, the Ships and Aircraft of the U. S. Fleet, Norman Polmar, Naval Institute Press, 13th edition,1984. OPNAV NOTICE1650, Master List of Unit Awards and Campaign Medals,9 March 2001, MARAD press release 14-05,28 July 2005, Maritime Administration announcement of the disposal of ex-Meyer & ex-Neptune. Photo gallery of Neptune at NavSource Naval History Life on the USS Neptune ARC-2 USS Neptune / USNS Neptune
30.
Casablanca-class escort carrier
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The Casablanca-class escort aircraft carriers are the most numerous class of aircraft carriers ever built. Fifty were laid down, launched and commissioned within the space of less than two years –3 November 1942 through to 8 July 1944 and these were nearly one third of the 151 carriers built in the United States during the war. Despite their numbers, and the preservation of more famous and larger carriers as museums, five were lost to enemy action during World War II and the remainder were scrapped. The first class to be designed from keel up as an escort carrier and it also had a larger flight deck than the Bogue class. Unlike larger carriers which had extensive armor, protection was limited to splinter plating and their small size made them useful for transporting assembled aircraft of various sizes, but fighters were limited to smaller and lighter aircraft such as the Grumman F4F Wildcat. The hull numbers were assigned consecutively, from CVE-55 Casablanca to CVE-104 Munda, Casablanca-class carriers were built by Kaiser Company, Inc. s Shipbuilding Division, Vancouver Yard on the Columbia River in Vancouver, Washington. The yard had twelve building ways and an enormous 3,000 foot outfitting dock along with an additional building slip originally intended to add prefabricated superstructures to Liberty ships. Their relatively small size and mass-production origins led their crews to refer to them as jeep carriers or Kaiser Jeeps with varying degrees of affection and those ships that appear to be named after islands, seas, straits or cities actually commemorated battles fought at those locations. Unlike the larger Essex and Independence-class carriers, none were named to commemorate historical naval vessels, Kaiser had reduced construction time of cargo ships from more than a year to less than 90 days, and proposed building a fleet of 50 small carriers in less than two years. The US naval authorities refused to approve construction of the Kaiser-built ships until Kaiser went directly to the Presidents advisors, the Allies were in desperate need of carriers to replace early war losses. Tasked with ground support and antisubmarine patrols, they lacked the torpedoes, Taffy 3 was to be protected by Admiral Halseys Third Fleet with carriers and battleships. But the Third Fleet had left the scene to pursue a decoy carrier fleet, St. Lo hit a Japanese destroyer with a single round and Kalinin Bay damaged a Myōkō-class cruiser with two hits. Recent evidence suggests that six 5-inch shells fired from USS White Plains struck the cruiser Chōkai, one of theses rounds was reported to have impacted amidships on the starboard side, causing a large secondary explosion that proved fatal to the heavy cruiser. The White Plains gun crew claimed to have put all six 5-inch rounds into Chōkai from a range of 11,700 yards, however, this claim is not supported by Japanese sources, which report this damage as resulting from an air attack. Submarine torpedo launched from IJN I-175 SW off Butaritari, cVE-73 Gambier Bay Sunk 25 October 1944. Concentrated surface gunfire from IJN Center Force during Battle off Samar, cVE-63 St. Lo Sunk 25 October 1944. Kamikaze aerial attack during Battle of Leyte Gulf, cVE-79 Ommaney Bay Sunk 4 January 1945. Kamikaze aerial attack in the Sulu Sea en route to Lingayen Gulf, cVE-95 Bismarck Sea Sunk 21 February 1945
31.
Escort carrier
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They were typically half the length and a third the displacement of larger fleet carriers. While they were slower, carried fewer planes and were well armed and armored, escort carriers were cheaper and could be built quickly. Escort carriers could be completed in greater numbers as a stop-gap when fleet carriers were scarce, however, the lack of protection made escort carriers particularly vulnerable and several were sunk with great loss of life. The light carrier was a concept to escort carriers in most respects. Most often built on a ship hull, escort carriers were too slow to keep up with the main forces consisting of fleet carriers, battleships. Instead, they were used to escort convoys, defending them from threats such as submarines and planes. In the invasions of mainland Europe and Pacific islands, escort carriers provided air support to forces during amphibious operations. Escort carriers also served as aircraft transports for fleet carriers. In the Battle of the Atlantic, escort carriers were used to protect convoys against U-boats, initially escort carriers accompanied the merchant ships and helped to fend off attacks from aircraft and submarines. As numbers increased later in the war, escort carriers formed part of hunter-killer groups that sought out submarines instead of being attached to a particular convoy. In the Pacific theater, CVEs provided air support of troops in the Battle of Leyte Gulf. They lacked the speed and weapons to enemy fleets, relying on the protection of a Fast Carrier Task Force. However, at the Battle off Samar, one U. S. task force of escort carriers managed to defend itself against a much larger Japanese force of battleships. The Japanese met a furious defense of carrier aircraft, screening destroyers, of the 151 aircraft carriers built in the U. S. during World War II,122 were escort carriers. Though no examples survive to this day, the Casablanca class was the most numerous class of aircraft carrier, second was the Bogue class, with 45 launched. In the early 1920s, the Washington Naval Treaty imposed limits on the maximum size, later treaties largely kept these provisions. As a result, construction between the World Wars had been insufficient to meet needs for aircraft carriers as World War II expanded from Europe. The foregoing mission requirements limited use of fleet carriers′ unique offensive strike capability demonstrated at the Battle of Taranto, conversion of existing ships provided additional aircraft carriers until new construction became available
32.
Gilliam-class attack transport
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The Gilliam-class attack transport was a class of attack transport built for service with the US Navy in World War II. Like all the transports, the Gilliam-class was heavily armed with antiaircraft weaponry to protect itself. The Gilliam-class utilized the Maritime Commission s Type S4-SE2-BD1 hull, all 32 vessels of the class were built under MARCOM contracts by the Consolidated Steel Corporation of Wilmington, California. The first of the ships, the USS Gilliam, rolled off the Wilmington ways on 28 March 1944 and was commissioned on 1 August 1944, the rest rapidly followed, a new Gilliam-class vessel rolling of the shipways at an average of roughly one per week until April 1945. As they arrived late in the war, Gilliam-class ships did not get much chance to see combat. Regardless, all of them spent a part of their time on troop transport, cargo. At the end of the war, the US Navy found itself with far more ships than it required in peacetime, some of these ships were dispensed with in Operation Crossroads, the atomic bomb tests at Bikini Atoll in the summer of 1946. These tests were designed to assess the effects of nuclear detonations on shipping, for the purpose, the Navy collected somewhere between 70 and 90 unwanted ships to use as targets, some captured from the enemy and some of the Navys own. Since the Gilliam-class had a transport and cargo capacity to many of the other attack transport classes. 17 of the Gilliam-class were duly selected to act as targets in the tests, in the event, one - USS Appling - was reprieved, so exactly half of the class 32 ships were designated as targets. A few were found to have escaped the radioactive fallout and were taken back to the United States. These survivors, along with the rest of the class, were decommissioned in late 1946-early 1947, the sole exception was the USS Burleson, which although decommissioned along with the remainder of the class, remained in use with the Navy as a training ship until 1 September 1968. Other than this one vessel, it appears the entire class of ships saw barely more than two years service of any description before being scrapped, see the individual ship entries at DANFS Online. Information on those vessels missing at this site can be found at Navsource Online, an alternative reference for dates and basic information is the Attack Transport Index page of Navsource Online
33.
Attack transport
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Attack transport is a United States Navy ship classification for a variant of ocean-going troopship adapted to transporting invasion forces ashore. Unlike standard troopships – often drafted from commercial shipping fleets – that rely on either a quay or tenders and they are not to be confused with landing ships, which beach themselves to bring their troops directly ashore, or their general British equivalent, the Landing ship, infantry. A total of 388 APA and AKA attack transports were built for service in World War II in at least fifteen classes, depending on class they were armed with one or two 5-inch guns and a variety of 40 mm and 20 mm anti-aircraft weapons. Some of these were outfitted with heavy boat davits and other arrangements to enable them to handle landing craft] for amphibious assault operations. In 1942, when the AP number series had extended beyond 100. Therefore, the new classification of attack transport was created and numbers assigned to fifty-eight APs then in commission or under construction, the actual reclassification of these ships was not implemented until February 1943, by which time two ships that had APA numbers assigned had been lost. Another two transports sunk in 1942, USS George F. Elliott and USS Leedstown, were configured as attack transports. In addition, as part of the 1950s modernization of the Navys amphibious force with faster ships, as a result, only attack transport ships were assigned for the assault, without support from any companion attack cargo ships. This created extreme logistics burdens for the force because it resulted in considerable overloading of the transports with both men and equipment. To compound problems, these forces were not able to assemble or train together before executing the Aleutian invasion on 11 May 1943, lack of equipment and training subsequently resulted in confusion during the landings on Attu. By the end of the 1950s, it was clear that boats would soon be superseded by amphibious tractors and helicopters for landing assault troops. These could not be supported by attack transports in the numbers required, by 1969, when the surviving attack transports were redesignated LPA, only a few remained in commissioned service. The last of these were decommissioned in 1980 and sold abroad, the APA/LPA designation may, therefore, now be safely considered extinct. Nearly identical ships used to transport vehicles, supplies and landing craft, Landing Ship Infantry This article incorporates text from the public domain Dictionary of American Naval Fighting Ships. APA/LPA -- Attack Transports by the US Naval Historical Center
34.
Type N3 ship
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They were built by the Penn Jersey Shipbuilding Co. of Camden, New Jersey. The N3-S, with S designating steam, came in two versions patterned on and sometimes themselves termed Baltic Coasters, one, the N3-S-A1 was coal fired reciprocating steam powered at British request with the N3-S-A2 variant being oil fired and both types intended largely for wartime lend lease. The basic design characteristics were, Deadweight tonnage—2,905, however, as the built dimensions and tonnage of the two N3-S types varied somewhat from the basic design and each other. The fourteen Penn-Jersey N3-M-A1 vessels had a different profile in addition to being diesel powered, of the 76 proposed N3-S-A2 vessels 59 were built with the first delivered March 1944 and the last after the war in November 1945 with 17 scheduled ships canceled. All were operated by firms with some going to Poland, Greece. Twenty-three were allocated by the War Shipping Administration to the Army for use as transports, of those,19 were operated in the Southwest Pacific Area as part of the Armys permanent local fleet with the first arriving 5 September 1944 and the last in December 1945. A few found their way into non-commissioned U. S. Naval service by way of Army as postwar auxiliaries with at least some leased to Korea, Alchiba, Algorab, Aquarius, Centaurus, Cepheus and Serpens. One was retained by the U. S. Navy as the USS Enceladus with the nine transferred to the U. S. Army to be converted to U. S. Army Engineer Port Repair ships. S
35.
P2 transport
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The P2 transport was a United States Maritime Commission design for a passenger ship which could be readily converted into a troop transport. Three variants of the design were built, the P2-SE2-R1, P2-S2-R2, ten P2-SE2-R1 ships were ordered by the Maritime Commission in World War II. The ships were laid down by the Bethlehem Shipbuilding Corporation in Alameda, the intended use of these ships after the War was for trans-Pacific service. As ordered, the ships were all named after U. S. Navy admirals, only eight ships were completed as troop transports for the U. S. Navy, with the last two ships canceled on 16 December 1944. Despite being canceled, the last two ships were completed after the war to the P2-SE2-R3 design as civilian ships, in 1946 the ships were all decommissioned by the Navy, and transferred back to the Maritime Commission, and from there to the United States Army. The Army operated them with crews as part of the Army Transport Service. In 1950 the ships were transferred back the Navy, but not recommissioned, instead they were assigned to the Military Sea Transportation Service and still manned by a civil service crew, and keeping the name the Army had given them. Eleven P2-S2-R2 ships were ordered by the Maritime Commission in World War II, the ships were laid down by Federal Shipbuilding and Dry Dock Company of Kearny, New Jersey. The intended use of ships after the War was for South American service. As ordered, the ships were all named after United States Army generals, unlike the Admirals, the Generals did not have a relatively uniform life after World War II. Three were transferred to the Army as the Admirals had been, of one was disposed of by the Army. As noted above, the last two Admirals were canceled in 1944 while under construction and they were completed to the P2-SE2-R3 design and operated by American President Lines as the SS President Cleveland and the SS President Wilson. The President Wilson was later renamed SS Oriental Empress when sold to C. Y, United States Maritime Commission P-Type Passenger Ships The Ships List, American President Lines
36.
Empire ship
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An Empire ship was one a group of merchant ships prefixed with the name Empire in the service of the British Government during and after the Second World War. Most were used by the Ministry of War Transport, which owned them, the ships came from two main sources, new construction, and capture and seizure. Others were captured or seized from enemy powers, New Empire ship construction represented an enormous undertaking that included classes of freighters, tankers, aircraft carriers, fast cargo liners, tank landing ships, and at least seven others. Total production numbered in the hundreds, Empire ships were supplements to Britains normal peacetime merchant fleet, swelling its wartime numbers to 12,000, then the largest merchant ship fleet in the world. Approximately 4,000 ships on the British register were lost between 1939 and 1945, a number being sunk during the Battle of the Atlantic. Significantly before Britain entered the Second World War on 3 September 1939, all shipbuilders had specified the capability of their yards to produce cargo ships, cargo liners, tramps, tankers, colliers, coasters and naval ships. The Ministry of Shipping, formed in October 1939 quickly adopted a standard naming system, with some exceptions, the prefix was also extended to purchased or requisitions ships and to those acquired as prizes. From 1 February 1940, the Admiralty took control of all shipbuilding and repairs, tramp ships were built to a standardised prefabricated design. The ships were 425 feet in length with a beam of 56 feet, with a deadweight of around 10,000 tons, the first standard to be used was the PF of about 7,050 GRT. These incorporated one 30-ton, two 10-ton and eight 5-ton derricks for cargo handling, the PF design was introduced in 1942 to handle heavier military equipment, and was equipped with one 50-ton, one 30-ton, five 10-ton and five 5-ton derricks. PF were around 7,320 gross tons, the later PF was similar to PF, at 7,370 tons, but could be distinguished by a full-height poop. Some had 250,000 cubic feet of refrigerated space, Empire F was a series of small coasters of 142 feet in length with a gross tonnage of 410 GT. with one single diesel engine, two holds and two 1.5 tons derricks. The hull was the same as the coastal tanker series. Accommodation was good because the five berth cabin for the D. E. M. S, gunners was available and several vessels were modified after the war to make better use of all the spaces. From the two tankers at the other smaller tankers then shipped the water to depot ships and warships they also replenished the LBW’s. This method of replenishment was in operation until D-Day plus forty when it became possible to use the channel ports. Chant 69, this time carrying water performed a similar evolution a short while later and it was then decided to bring all the class into the confines of the gooseberry shelters until a Royal Navy Constructor could carry out stability tests. Others carried out sterling service, Chant 23 lying off Sword Beach had been hit by a shell in her engine room and disabled
37.
Fort ship
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The Fort ships were a class of 198 cargo ships built in Canada during World War II for use by the United Kingdom under the Lend-Lease scheme. They all had names prefixed with Fort when built, the ships were in service between 1942 and 1985, with two still listed on shipping registers until 1992. A total of 53 were lost during the war due to accidents or enemy action, one of these, Fort Stikine, was destroyed in 1944 by the detonation of 1,400 tons of explosive on board her. This event, known as the Bombay Explosion, killed over 800 people, the Fort ships were 424 feet 6 inches long with a beam of 57 feet 0 inches. They were assessed at 7,130 GRT, the ships were of three types, the North Sands type, which were of riveted construction, and the Canadian and Victory types, which were of welded construction. They were built by eighteen different Canadian shipyards and their triple expansion steam engines were built by seven different manufacturers. The ships were built between 1941 and 1945 by ten different builders, the first to be built was Fort St. James, which was laid down on 23 April 1941 and launched on 15 October. The eight ships built by Burrard Dry Dock cost $1,856,500 each, during World War II,28 were lost to enemy action, and four were lost due to accidents. Many of the surviving 166 ships passed to the United States Maritime Commission, the last recorded scrapping was in 1985, and two ships, the former Fort St. James and Fort St. Paul, were listed on Lloyds Register until 1992. Twenty-eight ships were lost due to action and a further 25 due to accidents. On 17 May 1942, Fort QuAppelle was torpedoed and sunk in the Atlantic Ocean by U-135, on 17 August 1942, Fort La Reine was torpedoed and sunk in the Atlantic Ocean by U-658. On 6 March 1943, Fort Battle River was torpedoed and sunk in the Atlantic Ocean by U-410, on 17 March 1943, Fort Cedar Lake was torpedoed and sunk in the Atlantic Ocean by U-338 and U-665. On 20 March 1943, Fort Mumford was torpedoed and sunk in the Indian Ocean by I-27, on 30 March 1943, Fort A La Corne was torpedoed and sunk in the Mediterranean Sea by U-596. On 17 April 1943, Fort Rampart was torpedoed and sunk in the Atlantic Ocean by U-226, on 11 May 1943, Fort Concord was torpedoed and sunk in the Atlantic Ocean by U-456. On 11 June 1943, Fort Good Hope was torpedoed and sunk in the Atlantic Ocean by U-159, on 16 July 1943, Fort Franklin was torpedoed and sunk in the Indian Ocean by U-181. On 20 July 1943, Fort Pelly was bombed and sunk at Augusta, on 24 July 1943, Fort Chilcotin was torpedoed and sunk in the Atlantic Ocean by U-172. On 6 August 1943, Fort Halkett was torpedoed, shelled, on 13 September 1943, Fort Babine was bombed and sunk in the Atlantic Ocean by Luftwaffe aircraft. On 19 September 1953, Fort Longueuil was torpedoed and sunk in the Pacific Ocean by U-532, on 23 September 1943, Fort Jemseg was torpedoed and sunk in the Atlantic Ocean by U-238
38.
Park ship
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Park Ships were merchant steamships constructed for Canada’s Merchant Navy during the Second World War. Park ships and Fort ships were the Canadian equivalent of the American Liberty Ships, all three shared a similar design by J. L. Thompson and Sons of Sunderland, England. The Jasper Park was first Park ship sank to enemy attack, the Allied merchant fleet suffered significant losses in the early years of the Battle of the Atlantic as a result of U-boat attacks. This was part of a coordinated Allied effort that saw the construction of British, over the next three years, the company ordered approximately 160 bulk cargo ships and 20 tankers that would all fly the Canadian flag. Ships at 10,000 tons deadweight were known as Park class, smaller vessels, at a nominal 4,700 tons, were at first designated Grey class but were later called Park ships as well and were commonly known as the 4700 tonner Park ships. All the Park ships were powered by coal driven steam engines, all but two vessels launched were named for federal, provincial or municipal parks in Canada. Some were armed with bow guns and anti-torpedo nets, two of the Park ships were lost to natural hazards and four were lost due to enemy action. One, Avondale Park, built at the Pictou Shipyard in Pictou, at the same time, Canada produced 90 additional vessels for the American government which were turned over to the British Merchant Navy under a lend-lease agreement. Built to the design but designed to burn oil instead of coal, these vessels were known as Fort ships. Notable ships of this type included Fort Cataraqui, Fort Rosalie, like many of the Fort ships, Fort Charlotte was launched as a Park. The shipbuilding program was not easy to implement as Canada had only four operational shipyards with nine berths in 1940, by 1943, there were six additional shipyards and a total of 38 berths. Only the yards at Montreal, Saint John, Victoria and Collingwood had existed before the war, by 1945, there were 57,000 men and women employed in building or repairing merchant ships in Canada and several thousand more were employed building ships for the Royal Canadian Navy. The table shows the name of the shipyard and city, eventually thousands of Canadians would serve aboard these Canadian Merchant Navy ships. Jasper Park was the first Park ship lost to enemy action, the Point Pleasant Park was torpedoed near Cape Town, South Africa on February 23,1945 with nine crew lost. The Tabor Park sank in the North Sea on March 13,1945 after U-boat attack, the Avondale Park sank with her British crew on May 7,1945. Allied technological cooperation during World War II Empire ships List of Liberty ships Syd C
39.
Ocean ship
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Eighteen were lost to enemy action and eight to accidents, survivors were sold postwar into merchant service. To expedite production, the type was based on an existing design, yards constructed to build the Oceans went immediately into production of Liberty hulls. Before and during construction the ships are mentioned as British Victory or victory ships as distinct from the United States variant known as the Liberty ship. On 19 December 1940 John D, each yard was estimated to need 5,000 or more workers. On 14 January 1941 groundbreaking took place for the new yard on a 48-acre site at Richmond, the sunken basins in the Maine yard were the first in the world used to mass-produce ships. The design was based on the British Sunderland Tramp, which originated in 1879 and was last built half a decade before becoming the basis for the Ocean class of freighter, the 1940 contract for the Ocean type called for them to be built in United States yards. They were all nominally 7,174 GRT with a length of 416 ft, electrical power was to be provided by single-cylinder, vertical steam engines powering two 25 kW generators. Emergency shipbuilding programs in Canada and the United States required over 700 standardized triple-expansion steam engines to be built in seventeen plants by a number of companies, a design of the North Eastern Marine Engineering Co. Ltd. General Machinery delivered its first engine to Todd California Shipbuilding Corporation for installation in Ocean Vanguard, one of the early classifications of the ship type had been as a Liberty V design, a term not apparently later used in a professional journals references. Thirty of the Oceans were built at Richmond, Californias Yard #1 by Todd-California Shipbuilding, all Oceans with name beginning with the letter V were built by means of electric welding at Richmond, California. The first Ocean type vessel launched was Ocean Vanguard on 16 August 1941, the first vessel from this yard was Ocean Liberty launched 20 December 1941. The ships, launched by flooding the construction basins and towing them to the fitting out docks, were all launched within fifteen minutes, five Ocean ships were transferred to foreign governments during the war. Eighteen ships were lost to enemy action during the war, although two were later salvaged and returned to service, eight ships were lost in accidents postwar. The Oceans served until the mid-1980s, with Ocean Athlete being scrapped in 1985, Ocean Merchant was on Chinese shipping registers as Zhan Dou 26 until 1992. 1, Richmond CA New England Shipbuilding, South Portland ME
