SS ROBIN in London, July 25, 2012. Photo © Juliana Barrett

Britain’s Heritage Lottery Fund has awarded a grant of just under £1 million to the SS ROBIN, which will allow the ship to re-open to the public.

Floating above the water on purpose-built pontoon, SS ROBIN returned to her London home last summer after a three year restoration program. The HLF award will now see the final touches put in place to restore this exceptional vessel to her former glory and create a new cultural landmark for London.  A visitor’s center will be housed within the pontoon and an exciting program of activities, events, training and volunteering opportunities will be kick-started for people of all ages.

One of only three UK National Historic Ships ‘Core Collection’ vessels based in London (along with CUTTY SARK and HMS BELFAST), SS ROBIN is one of 1,500 coastal cargo steamers built between 1840 and 1956 at the Thames Ironworks & Shipbuilding Company on the River Lea.

Being of international significance and the only surviving example of her type, she represents a pivotal moment in the history of industrialization, engineering and technological development.

SS ROBIN at Millennium Mills, Royal Victoria Dock, London, July 25 2011. Photo © Juliana Barrett

Sue Bowers, Head of the Heritage Lottery Fund for London stated:

“SS ROBIN, to be moored in the Royal Victoria Docks, will serve as a living reminder of the capital’s seafaring roots, history and traditions in an ever changing landscape regenerated for London’s Olympic year. Visitors will also be able to gain a fascinating insight into the ship’s past dating back to 1890 as her archive and collections of some 4000 items including original documents, maps, plans, and navigation tools are made publicly accessible for the first time.”

In addition to capital works, which include conservation of the engine room and crew accommodation, physical dockside access and historical interpretation within the pontoon and vessel, the Visitor Center will provide dedicated work stations, video diary booths and research spaces so that the public can make full use of SS ROBIN’s archives and collections.

Newham Mayor Sir Robin Wales stated: “This is fantastic news. East London is the future of this great capital and this magnificent ship is a symbol of the Docks’ powerful resurgence. London’s Olympic bid book said the most enduring legacy of the Games must be the regeneration of the entire community for the direct benefit of everyone who lives there. For centuries, London’s East End has been one of the poorest areas in Europe. The Games have provided a once-in-a-lifetime opportunity to transform the lives of residents for generations to come. The Docks represent a crucial part of the borough’s physical and social regeneration as we approach London 2012.”

Nishani Kampfner, CEO & Co-Founder of the SS Robin Trust, explained the importance of HLF funding for the historic ship: “Securing HLF funding was absolutely critical for the Trust and we are delighted with the grant award. The grant will provide much needed financial support to ensure that SS Robin re-opens to the public in her new evolved role of heritage site and training centre. The funding will be used to create an authentic and memorable experience for visitors which will include exploring and opening up the hidden and fascinating stories of London’s shipping and seafaring roots onboard SS Robin.”

SS ROBIN will be visible to visitors attending sports events at the ExCel Exhibition Center, hosting a number of sports events during the Olympic and Paralympic Games, and capital works are expected to be complete by late 2012.

Special thanks to Juliana Barrett

MV RABAUL QUEEN arriving in Kimbe Port, West New Britain, Papua New Guinea on March 16 2009. Photo by Michael Pennay (licensed under the Creative Commons Attribution-Share Alike 3.0).

Update 4: February 3 – The PNG Maritime Safety Authority says 246 people have been pulled from the sea, vessels and aircraft are still searching. The Authority’s Captain Nurur Rahman said that people can survive for 3 or 4 days in the warmer water, and they will continue searching until they have exhausted all options.
The search has been hampered by high winds and heavy swells, making it difficult to spot survivors.

Queen Elizabeth II, who as head of the Commonwealth is Papua New Guinea’s head of state, sent  a message of sympathy to Papua New Guinea via  Governor-General Michael Ogio, her representative in the country. An investigation is launched in to the sinking.

Update 3: February 2 – The owners of MV RABAUL, Papua New Guinea-based Rabaul Shipping Company, (previously referenced as Star Shipping) stated that there were indeed 350 passengers and 12 crew aboard the ferry when sank between Kimbe on the island of New Britain to the coastal city of Lae on the main island.  By nightfall, 238 survivors had been rescued by ships battling 16-foot (5-meter) swells and high winds.

Update 2: February 2 – A revised number of those rescued now stands at 219 survivors rescued by five ships. The original number of 350 passengers and crew has been called in to question, the number may be lower, according to officials.

Update: February 2 – Over 230 survivors have been rescued from the sea off Papua New Guinea’s east coast after the ferry MV RABAUL QUEEN sank Thursday. Officials believe as many as 350 people may have been on board.

The 1983-built, 259 gross ton, Papua New Guinea-flagged passenger/ro-ro ferry MV RABAUL QUEEN is believed to have sunk in bad weather off Papua New Guinea with as many as 350 people on board. The operators, Star Ships, said it lost contact at about 6 AM on Thursday (local time) after a distress signal was sent by the ship while sailing between Kimbe and Lae in the eastern part of the Pacific nation.

PNG’s National Maritime Safety Authority (NMSA) said the ship had capsized but it was awaiting more details from officials on the site. “We don’t have any accurate information as of yet. A search and rescue team went out early this morning but they haven’t got back to us yet,” a spokeswoman said.

Star Ships added that some survivors have been found, many more were in the water in life jackets.

Australia’s foreign office said it “has responded to a request for assistance by arranging for aircraft to overfly the area, and will respond to other requests”.

Two helicopters and a ship had been dispatched to search the area in addition to the two search and rescue vessels sent out by the NMSA. There is no further details on casualties.

Star Ships, one of PNG’s largest passenger ship operators, runs a regular service to the the islands, including New Britain’s Kimbe.

The RHODODENRON late in her career, photographed on April 16, 2011. Photo by Matt Masuoka.

News stories coming out of Washington State this week indicate we are witnessing the very end of an era for several of the more senior members of the large fleet of ferries that once plied the waters of Puget Sound, some dating back to the 1920′s.  On Monday, January 23, 2012, one of the last active veterans, the m/v RHODODENDRON, was retired, ending 65 years of operation on both the East and West Coasts.  The RHODODENDRON was built in 1947 at Baltimore for service on the Chesapeake Bay as the GOVERNOR HERBERT R. O’CONOR.  After a tow through the Panama Canal and a refurbishment, the ship began her new career with the Washington State Ferry fleet in 1954.  A very traditional passenger and car ferry, the RHODODENDRON carried up to 546 passengers and 48 vehicles.  In 1990, the old ship was given an entirely new passenger cabin and new engines in a thorough rebuilding.  The vessel, which is named after the state flower of Washington, has a length of 227 feet, a beam of 62 feet and a draft of 10 feet.  With the implementation of more stringent safety regulations, the RHODODENRON has only been able to work on short, inland water routes.  For most of the last 20 years, the ferry has been on the run between Tahlequah on Vashon Island and Point Definance, Washington and has become a beloved fixture among local residents and tourists, alike.

RHODODENDRON as seen in a postcard view from the 1950s. From the collection of Steven J. Pickens.

On board the classic Washington State Ferry RHODODENDRON. Photo by Matt Masuoka.

The former Washington State and Black Ball Line ferry KALAKALA was in the news again, as well.  The  276 foot streamlined ferry was blown from her berth on the Hylebos Waterway in Tacoma onto a derelict barge along the shore during a severe winter storm that brought heavy snow and winds to the Pacific Northwest.  The ship got hung up on the side of the barge and as the tide went out the KALAKALA began listing up to 30 degrees to port, leaving her deck less than a foot above water.  The Coast Guard and the U.S Army Corps of Engineers were already concerned that the ferry could block navigation in the waterway and had issued an eviction order that was to have taken effect on January 1st.  The unique Art Deco ship first was reported listing back on March 25, 2011 but was subsequently stabilized.  More recently, Steve Rodrigues, who has been hoping to restore the ferry for years, placed her up for sale for $1.00 in the hope that another party would be able to preserve her.  On Friday, January 20th, the Corps issued an emergency request for a contractor to stabilize the vessel and tow her to a new location, if necessary.  If that happens, the end will be very near for the KALAKALA, which has led a nomadic existence since her sailing days ended on October 2, 1967.  The silver ship was towed north, serving as a crab processing plant in Kodiak, Alaska for many years before her miraculous and triumphant return to Seattle on November 8, 1998.  After wandering around various berths and wearing out her welcome in each, the ship ended up in her present location near Tacoma, where she has remained since 2005.  The Army Corps of Engineers spokesman William Dowell was sympathetic but blunt in his summation of the situation: ”The Corps isn’t in the job of towing this boat somewhere where they can fix it up.  We’re going to tow it somewhere and it’s going to be dismantled. Once we get involved, that’s it. We can’t stop the process.”  He added, “It’s a sad situation.  We don’t want this to happen at all.”

PERALTA, later rebuilt as the KALAKALA, from the Collection Of Steven J. Pickens

KALAKALA aerial view, photo Steven J. Pickens collection

KALAKALA in lay up on Hylebos Waterway, Tacoma, Washington, August 12, 2005. Photo © Shawn J. Dake

Few ships have had as unlikely a history as the KALAKALA, which translates as “Flying Bird” in the native Chinook language.  Launched in 1926 as the PERALTA, the vessel was the flagship of the Key System Ferries.  She was designed for service on San Francisco Bay as a conventional double-ended steam ferry.  Her maiden voyage was in 1927 but her career in the Bay Area was cut short in 1933, when an arson fire destroyed the Oakland terminal and burned the ferry down to her hull.  Captain Alexander Peabody, owner of the Puget Sound-Navigation Company and the Black Ball Line, purchased the hulk and had her rebuilt as the world’s first streamlined ferry.  In this form, the ship made her debut on July 3, 1935.  As reconstructed, the KALAKALA could carry 1,943 passengers and up to 110 cars.  Her length was 276.5 feet with a beam of 55.7 feet and a draft of 16 feet.  The gross tonnage was listed as 1,417 tons during her career on Puget Sound.  For a ship that has risen from the brink of destruction on more than one occasion, it is hoped that she may yet be preserved as an historic part of Seattle’s past.

The NISQUALLY waiting to be scrapped at Ensenada, Mexico on February 15, 2011. Photo © Shawn J. Dake.

During 2011, the last of the four venerable Steel Electric-class ferries that had been towed to Ensenada, Mexico back in 2009 were finally scrapped.  The NISQUALLY was the last to still be completely intact as of February, 2011 but by May, she was gone.  She was built in 1927 as the m/v MENDOCINO for the Northwestern Pacific Railroad for operations on San Francisco Bay.

LAKE TAHOE, later the ILLAHEE, from the collection of Steven J. Pickens

ILLAHEE at Keystone Landing in 1990. Photo © Jack Whitmeyer.

ILLAHEE being scrapped at Ensenada, Mexico on April 27, 2011. Photo by Shawn J. Dake.

The ILLAHEE was also constructed in 1927 as part of a trio of ships for the competing Southern Pacific Railroad, beginning her career as the m/v LAKE TAHOE.  In Ensenada, the hulk had capsized and partially sank, making the job of dismantling more difficult and thus, she was the last to disappear.  Earlier, the KLIKITAT and the QUINAULT  were broken up during the second half of 2010.  The KLIKITAT was another member of the Southern Pacific trio, built in 1927 as the m/v STOCKTON.  The QUINAULT, was originally named m/v REDWOOD EMPIRE and like her sister NISQUALLY, shared the same 1927 building year and previous ownership.  Eventually, all four ships would be absorbed by the Southern Pacific and go on to long careers with Washington State Ferries, remaining in service for a total of 80 years.  All went north from California to Washington in 1940.  Each of the Steel Electric ferries were 256 feet in length, 73 feet 10 inches in beam, with a 12 foot 9 inch draft, carried a maximum of 616 passengers and up to 59 vehicles.   They were integral to the services on San Francisco Bay before the bridges were built and a vital part of the Washington State Ferry system and it’s predecessor, the Puget Sound Navigation Company.

The ILLAHEE on her side in Ensenada, with the pilot houses, probably from the NISQUALLY in the foreground. Photo by Shawn J. Dake.

While the Steel Electrics are gone, the RHODODENDRON and KALAKALA still exist but it is impossible to tell what the future holds for these once hard-working ferries.

Thanks to Martin Cox, Matt Masuoka and especially Steven J. Pickens.

Streamlined Art Deco Ferry KALAKALA listing in Tacoma

Continuing Shawn J. Dake’s
Cruise Ships 2011, The Year In Review: Royal Caribbean International

ALLURE OF THE SEAS off Port Everglades. Photo © Peter Knego 2011.

Royal Caribbean International placed an order for two additional ships under the code name “Project Sunshine,” which will represent their next generation after the OASIS and ALLURE OF THE SEAS.  The 158,000 gross ton vessels are of similar size to the existing three ship FREEDOM OF THE SEAS class and are expected to carry in excess of 4,100 passengers in lower berths.  The first is due in autumn 2014 with the second coming the following spring.  Options for two additional ships, if exercised, would extend the contracts out to 2017.

FREEDOM OF THE SEAS at Cozumel, Mexico. Photo © Peter Knego 2011

A large quantity of cocaine was found aboard GRANDEUR OF THE SEAS during a stop in Montego Bay, Jamaica.  A search of a crew member’s cabin turned up 15 kilos, while another 18 kilos were seized from a member of the crew on shore.  By any standards, nearly 73 pounds of “coke” is a major bust.

The long-delayed port project at Falmouth, Jamaica finally received it’s first ship on February 17th, when the VOYAGER OF THE SEAS made its maiden call.  The official grand opening was on March 22nd, when the OASIS OF THE SEAS made its inaugural visit.  The port was specifically built to service the largest ships of the line, as a joint venture between Royal Caribbean International and the Port Authority of Jamaica.  What was once a quaint colonial town will now be a bustling new cruise destination.  With ships becoming more like shopping malls, Starbucks has opened their first two sea-going stores on the ALLURE and OASIS OF THE SEAS.  They operate just as they would on land, with similar hours and prices.

The 90,090 gross ton RADIANCE OF THE SEAS received a major renovation from late May into early June at Victoria, B.C.  Eight restaurants were added to the ship as part of a $70 million “Royal Advantage Initiative” carried out on five ships in the fleet.

SPLENDOUR OF THE SEAS entering dry dock at Cadiz. Courtesy RCI

SPLENDOUR OF THE SEAS went into dry dock in Spain for five-weeks beginning in October.  More than $35 million in refurbishments, including 124 new balconies, are being lavished on this ship, alone.  During 2012, Royal Caribbean plans to base a record 12 ships in Europe, including two of the 154,407 gross ton “Freedom Class.”  China is also emerging as a major market for RCI.  In addition to the 1,804 passenger LEGEND OF THE SEAS, the 3,114 passenger VOYAGER OF THE SEAS will cater to Chinese passengers beginning in June, 2012.  Australia is another major draw for all of the cruise lines and Royal Caribbean will expand that market by adding the 138,000 gross ton VOYAGER OF THE SEAS to the existing departures offered by RHAPSODY OF THE SEAS and RADIANCE OF THE SEAS during the Austral summer season.

Hurricane Irene forced Puerto Rican-based SERENADE OF THE SEAS to depart three hours early, stranding 145 embarking passengers.  The company received a public relations black eye by initially refusing to help guests not booked on their air/sea program.  In a rare bit of good employment news, Royal Caribbean added 100 employees to their call center in Springfield, Oregon bringing the total number up to 520 employees.  Helping break the gender barrier, Royal Caribbean now employs two female Captains aboard the MONARCH OF THE SEAS and VISION OF THE SEAS.

Update: February 1, the U.S. Coast Guard has received a salvage plan submitted by Foss Maritime, owners of the stranded DELTA MARINER.

Local divers have confirm that debris from the bridge was not in contact with the ship’s hull and importantly that the hull did not sustain any significant damage.

Foss will be using an Echoscope that uses sonar to create a three dimensional image of the ship’s hull, debris field, and the lake bottom. this is expected to reveal where all the bridge debris lies and, once the plan has been accepted, remove the remaining bridge sections from the foredeck and to move DELTA MARINER to a repair facility.

MV DELTA MARINER. Photo © The Boeing Company

Foss’ M/V DELTA MARINER, which carries rocket components to Cape Canaveral and Vandenberg (California) Air Force Base for the United Launch Alliance has collided with the Eggner Ferry Bridge at U.S. Highway 68 and Kentucky Highway 80 late Thursday.

Kentucky Transportation Cabinet said the three-story-high Motor Vessel Delta Mariner struck span “E” of the bridge around 8:10 p.m. Thursday. That span of bridge is 322 feet long.Officials said the bridge is closed to traffic, causing vehicles needing to cross the Kentucky Lake reservoir and the Tennessee River to be detoured for dozens of miles. The Coast Guard also blocked access to boat traffic at the bridge site.

Four vehicles were on the bridge at the time of the collision at 8:10pm Thursday, January 26. No injuries have been reported. High water levels may have played a role in the crash, the ship has passed under the bridge many times over the previous 10 years without a problem. Some reports stated that the navigation lights on the bridge were not lit.
M/V DELTA MARINER is a 312-foot long and 8,000 horsepower supply ship, which transports space-bound hardware, including the common booster cores, for the Boeing Delta IV rocket program. She is designed to navigate shallow inland waterways as well as the open ocean.  This specialty transport ship  hauls rocket components approximately 550 miles from the Boeing factory in Decatur, Alabama down the Tennessee-Tombigbee waterway to Mobile Bay and into the Gulf of Mexico. The ship either rounds the Florida peninsula en route to Cape Canaveral or transits the Panama Canal en route to the western range Delta IV launch facility at Vandenberg Air Force Base in California.

M/V DELTA MARINER was launched on December 16, 1999 on the Pascagoula River, built by Halter Maritime for Foss Marine of Seattle, Washington.

Sestri builder's plate for MV MARINA, twin sister to MV RIVIERA.

Keep up to date with Peter Knego on Twitter by clicking here

Strikes at Fincantieri’s troubled Sestri Ponente shipyard (formerly the famed Ansaldo that built LEONARDO DA VINCI, ANDREA DORIA and a galaxy of brilliant Italian liners) have delayed the completion of Oceania Cruises 1,250 passenger RIVIERA.  The maiden voyage of RIVIERA has moved from April 24 to May 16, and all guests affected by the delay will be contacted by their travel agents or by Oceania Cruises directly to discuss alternative cruise dates.

“We sincerely regret any inconvenience that this may cause our guests,” stated Kunal S. Kamlani, the cruise line’s president. “We are working very closely with the shipyard to ensure RIVIERA is completed to meet Oceania’s high standards of quality and service.”

“We know that sophisticated international travelers are anxious to welcome RIVIERA and we regret that labor strikes have caused this delay,” said Giuseppe Bono, Fincantieri’s chief executive officer. “All of us at Fincantieri are committed to producing a superior quality ship and we will deliver a truly magnificent vessel to Oceania Cruises without further delays.”

MV RIVIERA was floated out at Sestri on July 16 2011. Photo courtesy of Oceania Cruises.

The new maiden voyage is a 10-day “Pearls of the Aegean” cruise that includes an overnight aboard ship in Venice before visiting Dubrovnik, Kotor, Corfu, Monemvasia, Crete, Santorini, Kusadasi (gateway to Ephesus), Delos, Mykonos and Athens.

Guests booked on affected sailings will have the option of rebooking another cruise and receive a future cruise credit, which ranges from $250 to $1,000 per guest, depending on category of accommodation. In the event guests do not wish to rebook, they will receive a full refund. Travel agent commissions will be protected.

RIVIERA will be the virtual twin of Oceania’s MARINA (click here for the first part of a Double Decked! top-to-bottom virtual tour, which was launched to much acclaim in 2011.

For more information on RIVIERA, visit Oceania Cruises

QUEEN ELIZABETH at Southampton, October 11, 2010. Photo copyright Peter Knego.

Cunard Line

Keep up to date with Peter Knego on Twitter by clicking here

QUEEN ELIZABETH Triple Decked!, Part One of a three part top-to-bottom virtual tour

Gleaned From a Cunard Line Press Release:

On 4 February, Cunard Line’s QUEEN ELIZABETH will make her inaugural call to San Francisco, marking her only U.S. maiden call this year. Currently sailing her 107-day World Cruise, QUEEN ELIZABETH will dock at Pier 35 along the city’s famed Embarcadero, and is scheduled to arrive between 5:30-6:00 a.m. and depart at approximately 9:00 p.m.

Named by Her Majesty The Queen in Southampton, England in October 2010, QUEEN ELIZABETH is the second largest Cunarder ever built, after flagship QUEEN MARY 2. While this will be QUEEN ELIZABETH’s inaugural visit to San Francisco, the city has held historical significance for Cunard ships since 1942*, when the original QUEEN ELIZABETH visited as part of her war duties, and where she also underwent a refit. Later, in 1978, QUEEN ELIZABETH 2 made her maiden call to San Francisco, visiting a dozen times more in subsequent years. Five years ago to the day of QUEEN ELIZABETH’s upcoming maiden call, flagship QUEEN MARY 2 was warmly received by thousands who came out to welcome her during her 2007 inaugural visit; and QUEEN VICTORIA was also graciously greeted by the city during her 2009 maiden call.

Cunard continues their enduring relationship with the city by the bay and is pleased to be the Preferred Cruise Partner of the San Francisco Symphony’s 2012 Black & White Ball this June.

The best locations to view the ship’s sailaway as she departs the harbour are:

Golden Gate Overlook: At Golden Gate National Recreation Area
The Marina Green: Between Fort Mason and the Presidio, adjacent to San Francisco Bay
Fort Mason: Located in the northern Marina District, alongside San Francisco Bay
Aquatic Park: At the historic Hyde Street Pier
PIER 39: Two-blocks east of Fisherman’s Wharf at Beach Street and The Embarcadero. Convenient parking is available across the street in the PIER 39 Garage.
Treasure Island: Connected to Yerba Buena Island, which has exits and entrances into and out of the San Francisco – Oakland Bay Bridge (I-80) in both directions. Travel between Yerba Buena and Treasure Islands and the rest of San Francisco is toll-free in both directions.
From San Francisco, QUEEN ELIZABETH will continue her World Cruise, which includes stops in Hawaii, American Samoa, Fiji, New Zealand, Australia, Hong Kong, Vietnam, Malaysia, Thailand, India, United Arab Emirates, Egypt, Greece, Italy, Monaco and Portugal.

*Of course non-”QUEEN” Cunarders have been calling at San Francisco for ages, including the 1923-built FRANCONIA on her world cruises, the AQUITANIA in 1941, The “Green Goddess” CARONIA, SAGAFJORD, VISTAFJORD, CUNARD ADVENTURER, CUNARD PRINCESS, CROWN DYNASTY, etc.

Continuing Shawn J. Dake’s
Cruise Ships 2011, The Year In Review:  Aida, Ibero & Paquet

AIDAsol on trials, Courtesy of Meyer Werft

Aida Cruises took delivery of their newest ship, the 2,192 passenger AIDASOL in the first quarter of 2011.  On April 1st, it had the distinction of being the first vessel to use the new Hamburg Cruise Center Altona on the banks of the Elbe.  Also in port was the 1996-built AIDACARA (ex AIDA) the original ship of the line.  The new ship then proceeded to Kiel, Germany for her April 9th christening.  Chosen from a field of contestants, Bettina Zwickler was Godmother in a ceremony that everyone in Kiel was invited to attend.  Carnival Corporation surprised the industry by ordering two additional 125,000 gross ton, 3,250 passenger ships for Aida that are slated for delivery in 2015 and 2016.  The new ships will be built at Mitsubishi Heavy Industries in Japan, rather than the traditional European yards they have favored in the past.  Within five years, it is predicted that Germany will surpass the U.K. as the largest source of passengers from Europe with 2.28 million.  Aida Cruises, as part of the Costa operation, keeps their ships registered in Italy, despite being the most important German cruise brand.

GRAND HOLIDAY, aerial view Ibero Cruceros

Ibero Cruceros, already among the smallest divisions within the Carnival Corporation, shrunk by half, with just two ships dedicated full-time to the Spanish cruise market.  The 46,052 gross ton GRAND HOLIDAY (ex  HOLIDAY) completed its first full-year with the line after rejoining near-sister GRAND CELEBRATION (ex  CELEBRATION) in 2010.  These ships were built in 1985 and 1987 respectively and carry just under 1,500 passengers each.  The line retains the 1998-built GRAND MISTRAL, but as noted below, that vessel now caters to the French-speaking market.  The GRAND VOYAGER remained with Ibero Cruceros until November, before being transferred to Costa as the COSTA VOYAGER.  Like the French Paquet Cruises, this Spanish brand is controlled by the Italian Costa Crociere, which, in turn, is fully owned by Carnival Corporation.

GRAND VOYAGER Ibero Cruceros

Paquet Cruises’ reintroduction to the French market was so successful in 2010 with the COSTA ALLEGRA (ex ANNIE JOHNSON) that a larger ship, the 48,206 gross ton GRAND MISTRAL (ex MISTRAL) was substituted for 2011.  Carrying 1,196 passengers, this ship will continue to expand Carnival Corporation’s presence throughout Europe.  Both ships are managed within the group by Costa Crociere.

GRAND MISTRAL Photo by Johan Fredriksson. Creative Commons Attribution-Share Alike 3.0 Unported

Next up: Royal Caribbean International

COSTA CONCORDIA

A Look At The Short Career Of A Cruise Ship

By

Shawn J. Dake

 When a large passenger ship meets with disaster, that event becomes the only thing the ship will forever be known for in the minds of the public. Such will be the case with the COSTA CONCORDIA, which at the time of her launch was the largest Italian cruise ship in history. While a spectacular shipwreck within sight of hundreds of camera lenses turned out to be this vessel’s fate, there is no arguing that this was a very significant ship for other important reasons.

COSTA CONCORDIA when new, Photo credit Cezary P, Wikimedia commons, GNU Free Documentation License

The COSTA CONCORDIA was ordered in January, 2004 as a bigger, modified version of the 102,587 gross ton COSTA FORTUNA and COSTA MAGICA which entered service in 2003 and 2004 respectively. The newest vessel would be the name ship of the “Costa Concordia Class” of five nearly identical 114,147 gross ton ships that would carry approximately 300 more passengers than their predecessors. Based on double-occupancy the latest Costa entrant would carry 3,004 passengers and a crew of over 1,000. At full capacity there could be up to 3,780 passengers aboard occupying the 1,502 staterooms. The overall length of the ship is 952 feet (290.2 meters), a beam of 116 feet (35.5 meters) and a draft of over 26 feet (8.2 meters). The newer Costa ships are based on a common platform as vessels in parent company Carnival Cruise Line’s fleet. The same basic design for the COSTA CONCORDIA, originated with the CARNIVAL CONQUEST class of ships beginning in 2002.

COSTA CONCORDIA, Bar Europa and Atrium.

COSTA CONCORDIA, Ristorante. The Roma and Milano Dining Rooms were nearly identical.

The rapid pace of building is well illustrated by the large number of ships delivered by Italy’s Fincantieri shipyards during the decade from 2002 to 2012. For just the two brands, Carnival and Costa, the yard produced 19 cruise ships, 11 of which share similarities of design with the COSTA CONCORDIA. Among their many subsidiary companies, Costa Cruises and their affiliated Aida Cruises brand were the primary beneficiaries of Carnival’s new building largesse. The COSTA CONCORDIA entered salt water for the first time from the Sestri Ponente yard of Fincantieri near Genoa, Italy, on September 2, 2005. The floating out ceremony was somewhat unusual in that it resembled a traditional ship launch more than a mere move to the builder’s wet dock. Carnival Corporation chairman Micky Arison was present for the blessing which was performed by Cardinal Tarcisio Bertone, the Archbishop of Genoa. An employee of the shipyard, Graziella Frisone, acted as Godmother. As she sent the ceremonial bottle of champagne against the hull, the bottle did not break. Widely regarded in seagoing lore as an extremely unlucky omen, another shipyard worker successfully smashed the bottle against the hull on the second attempt. On June 30^th the largest Italian ship in history was delivered, followed by the official christening ceremony on July 7, 2006 by supermodel Eva Herzigova. Again underscoring the rapid building pace, the next ship of the class, the COSTA SERENA was floated out on August 4^th and commenced her own maiden voyage in May, 2007. The third sister COSTA PACIFICA came along in 2009. As if that wasn’t enough, two smaller 92,720 gross ton sisters were ordered by Carnival Corporation for Costa, and delivered in 2009 and 2010. The final two units in the “Concordia Class” are brand new; the COSTA FAVOLOSA, recently christened in July, 2011 and the COSTA FASCINOSA, coming later this year in May.

COSTA CONCORDIA, Discoteca Lisbona.

The new COSTA CONCORDIA offered an amazing number of public rooms, spanning three full decks and portions of three others. The Teatro Atene showroom located in the forward section of the ship rose three decks in height from Decks 3 through 5. There were 13 bars, five restaurants and four swimming pools, the two main ones both covered by moveable macrodomes. The Samsara Spa staterooms and suites were among the first to provide “discreet and convenient access to the largest spa at sea.” The spa complex was located on the two highest levels, Decks 10 and 11. The midship Roma restaurant and aft, Milano restaurant were each two decks in height. Perhaps most spectacular among the many features, the Grand Atrium Europa rose through nine decks. Like all of the Carnival Cruise Line ships, the interior was designed by Carnival’s chief architect Joe Farcus. The theme was loosely based on the great architectural styles found in the cities of Europe up through the 1900’s. For example, there was the Grand Bar Berlin, Piano Bar Budapest and the Café Helsinki. An actual Costa-version of a Formula One racecar was placed aboard to highlight the ship’s Grand Prix racing simulator. While well known for including over-the-top design elements in the ships of both Carnival and Costa, Mr. Farcus on several occasions summed up his philosophy stating “The idea is to create an environment for people on vacation, allowing them to get away from their normal, every-day life, making even the shyest persons come out of their shells.” The interior decoration could never be mistaken for that of the classic Italian liners of an earlier era, but with its bold emphasis on primary colors and changing lighting patterns it certainly made a statement of its own. Carnival had taken all of the features that make them so successful with American audiences and gave the whole ship an Italian accent designed for European cruise passengers.

COSTA CONCORDIA, Samsara Spa.

The COSTA CONCORDIA has the distinction of remaining on basically the same 7-day Western Mediterranean itinerary nearly her entire career. That first season in 2006, the normal route took the ship from Civitavecchia, the seaport for Rome, to Savona, Italy, the Spanish ports of Barcelona and Palma De Mallorca, then on to Tunis, Tunisia, Valletta, Malta and Palermo in Sicily. Following the inaugural cruise, a special 9-night voyage on July 14^th found the ship sailing out of the Strait of Gibraltar as far west as Lisbon, Portugal, also visiting a number of Spanish ports. That first season, the only other exceptions to the norm were several 10 and 11-night cruises visiting Egypt, Cyprus and Greece during the winter holidays. The 7-day itinerary was repeated in subsequent years, however for the 2010 season Barcelona became the primary embarkation port instead of Rome which was dropped along with the call at Malta. In its place, Marseille, France was added as French passengers came aboard in increasing numbers. Guests could also embark at Savona upon request. For many years, the Mediterranean was not considered a year-round cruising destination. It could be cold and stormy almost any time other than mid-summer, and especially during the winter months. During the winter of 2009/2010 the ship which rarely ventured out of the Mediterranean Sea crossed the south Atlantic for a series of cruises within Brazil. Embarking passengers at Santos, a typical 7-night itinerary visited Rio De Janeiro followed by a day at sea, then Salvador de Bahia, the southern resort city of Ilheus, another sea day, then a stop at Ilhabela (translation Beautiful Island) before returning to Santos; All Brazilian ports. Back to the Mediterranean, for the current 2011/2012 season the COSTA CONCORDIA once again offered a weekly Western route including Civitavecchia, Savona, Marseille, Barcelona, Palma de Mallorca, Caligari, and Palermo. The majority of passengers originated in Italy, although it was certainly a international passenger list with large numbers of German and French passengers aboard, along with British, Spanish, North and South Americans, Australians and even South Koreans. All told, 39 nationalities were represented among the passengers. The crew was also a multinational mix with the majority originating in the Philippines, India and Indonesia. At the time of the final voyage, the COSTA CONCORDIA might embark passengers at up to four ports along the itinerary. This may have contributed to some of the confusion that has arisen regarding the lifeboat drills, or lack of. Most of the cruise lines sailing from the United States conduct an emergency drill just prior to departure from port, or shortly thereafter. In Europe the drill is frequently conducted the following day, but still within 24 hours of sailing. Normally, drills are conducted along the way only for those passengers that embarked at a transit port the previous day. On her final voyage, the COSTA CONCORDIA had sailed from Civitavecchia, on Friday, January 13^th only a little over two hours before disaster struck.

Captain Francesco Schettino on the bridge of COSTA CONCORDIA

When the grounding first occurred that Friday evening it was widely speculated that a technical problem had caused the electrical systems to falter, possibly putting the ship off course and plunging parts of the interior into darkness. Italian Prosecutors quickly ruled that out saying the captain was on the bridge at the time of the incident and had “made a grave error.” In a television interview the CEO of Costa Crociere, Pier Luigi Fosci squarely placed the blame on the ship’s master, stating “The captain decided to change the route and he went into a water he did not know in advance.” An earlier statement from the cruise line noted, “The route of the vessel appears to have been too close to the shore, and the captain’s judgment in handling the emergency appears to have not followed standard Costa procedures.” By the captain’s own admission, he was maneuvering the ship in “touristic navigation” although it would not have been for the benefit of the passengers onboard who could not see much of the island in the darkness. On a number of previous occasions (at least four according to records and a statement from the captain) the COSTA CONCORDIA was brought close to shore, showing off the brightly lit ship for retired Captain Mario Palombo, a native of Giglio and a legend among Italian sea captains. Captain Schettino was on the telephone with Captain Palombo at the time of the accident. In addition, reports say the family of the ship’s Maitre d’ also reside on Giglio. The normal shipping lanes lie approximately five miles offshore. An Italian prosecutor has indicated the ship was only 150 meters from shore at the time of the grounding. Captain Schettino claims he was 300 meters from the shoreline. That is equal to 328 yards or 984 feet, only slightly greater than the length of the COSTA CONCORDIA itself. That was obviously too close to the Le Scole Reef which is well-marked on charts. Captain Schettino insists the rocks he hit were not indicated. Speaking on Italian television, he said “On the nautical chart, it was marked just as water. We were navigating approximately 300 meters from the rocks. There shouldn’t have been such a rock. On the nautical chart it indicated that there was water deep below.” He added “we were the last ones to leave the ship,” which was an untrue statement as there were at least 100 and possibly as many as 300 still onboard waiting to be evacuated. He later revised that saying as the ship listed he was “catapulted into the sea” and in another version he tripped and fell into a lifeboat when the vessel heeled to over 60 degrees.

COSTA CONCORDIA wreck on January 14, 2012, Photo Credit Rvongher, Wikimedia Creative Commons attribution-Share Alike 3.0

Captain Francesco Schettino had been with Costa since 2002 beginning as a safety officer. He was promoted to captain in 2006. This was his first accident. The 52-year old captain comes from Meta di Sorrento, a village with deep maritime traditions. Several cruise and ferry captains hail from there. Captain Schettino was arrested and charged with the serious crimes of causing a shipwreck, manslaughter and abandoning his ship. First officer, Ciro Ambrosio was also placed under arrest. With the rapidly growing size of international cruise fleets and the size ships that make up the bulk of the tonnage, finding enough competent crew to provide good service has been an increasing problem. To a lesser extent, the same holds true for the position of captain. With the smaller fleets of the recent past, it would have been unheard of for a ship master with just over five years experience to be given command of a passenger ship of over 114,000 gross tons. Within the Carnival group, sister company Holland America Line does not have enough Dutch sea captains to man their 15 ship fleet, so has turned to Great Britain for some of their senior officers. Even a few Americans are now finding their way to the top position aboard foreign registered cruise ships. Costa’s 2012 fleet would number 16 ships if the COSTA CONCORDIA were included.

A partial timeline of events can be assembled from the known facts. The COSTA CONCORDIA struck rocks off Isola del Giglio at approximately 9:42pm, the speed when it hit the rocks, 15.5 knots. Late sitting passengers were finishing up dinner in the restaurants. Guests from the early sitting were enjoying the bars and lounges while many were in the showroom watching a magic show. There was a boom or banging sound and the lights went out. Staff announced that it was an electrical failure. Pier Luigi Fosci stated that Costa headquarters was in touch with the ship at 10:05pm but could not access the gravity of the situation because the captain’s conversation “did not correspond to the truth.” He said there were problems but did not mention hitting rocks. At 10:12pm the Italian Coast Guard contacted the ship after being alerted by calls from passengers to shore, but was told “it’s all okay, it’s just a blackout, we’re taking care of the situation.” By 10:30pm after a repeated call from the Coast Guard, the captain agreed to send out a distress call. Twelve minutes later and exactly an hour after the collision, authorities were finally told that the problems began with striking the rocks. When the ship hit, it veered sharply to the right. Most reports indicate the captain continued to bring the ship around to starboard in a circle heading back toward the island. By this point time the ship was listing 20 degrees. The order to abandon ship was not given until 10:50pm. Some people were jumping into the sea attempting to swim to the island while others assembled at their lifeboat stations along Deck 3. Had the order to leave the ship been given earlier all passengers should have been able to evacuate in less than an hour with the ship upright. Nearing midnight, the list had increased to such a degree that the port lifeboats could no longer be lowered. Sometime between 11:30pm and 11:40pm, Captain Schettino was reportedly seen getting into a lifeboat. Dominica Cemortan, described as a 25-year old former hostess and friend of the captain, claims she was on the bridge until 11:50pm when Schettino ordered her to “go down to the third deck and get into a lifeboat that could take more people.” She said she was brought to the bridge because she speaks five languages and was asked by the captain to translate announcements from Italian into Russian. Until the call to abandon ship, the message she repeatedly was asked to deliver was “Passengers should return to their cabins because it is just a power failure.” Her claim is that the captain did not leave the bridge until sometime after midnight. What is known is that at 12:40am, Captain Schettino told the Coast Guard “I’m coordinating the rescue” when he was in fact in a lifeboat. The Coast Guard official tells him “You’re in a lifeboat? Get back on your ship immediately.” The captain was later seen wandering onshore and had a heated exchange with the Coast Guard over leaving his command. With the ship abandoned, the Coast Guard took over the rescue operation at 12:50am. Most of the passengers and remaining crew were off the ship by 1:30am, with the last that could evacuate, leaving before 3:00am. During the night, the COSTA CONCORDIA rolled over onto her starboard side, nearly half submerged, just outside the entrance to Giglio Harbor on Gabbianara Point.

Beyond the human tragedy and the long-term repercussions in the maritime world, the financial impact of this disaster will be substantial. On the Monday following the wreck, when the British stock markets opened, shares of Carnival Corporation & plc, fell by over 20% representing the loss of 1 billion pounds in market value. They closed the day down 17.04%. The United States markets reopened on Tuesday following the Martin Luther King holiday when stocks sank by 14.2%. Carnival’s own analysts say the incident will impact 2012 earnings by $85 to $95 million, but acknowledges that their profits could suffer more than $100 million for the fiscal year which ends on November 30^th. Carnival’s insurance policy on the COSTA CONCORDIA carries a $30 million deductible. In addition, their third party personal injury liability coverage has another $10 million deductible. All told the insurers are expecting to face $512 million in total costs. At least two major financial groups downgraded their ratings of Carnival stocks. Analysts warned that the disaster could hurt bookings at a crucial time of year, the January through March peak sales period, reduce the company’s capacity and lead to an avalanche of lawsuits. For their part, statements coming from Carnival, at least initially, seem to indicate that they expect the ship to return someday: “The vessel is expected to be out of service for the remainder of our current fiscal year, if not longer,” said the cruise line. “In addition, the company anticipates other costs to the business that are not possible to determine at this time.” If COSTA CONCORDIA were to rise from the seabed the question becomes what passengers would be anxious to book a cruise on the now infamous ship and what division of the company would the repaired vessel be handed over to? Both may be moot points if the half-sunken hulk slides off the rocks and sinks to the bottom. The most likely scenario is that the doomed ship will be abandoned to the insurance underwriters as a total constructive loss.

COSTA CONCORDIA wreck off Isola del Giglio, Photo credit Uaohk, GNU Free Documentation License

We now know that there were 3,216 passengers and 1,013 crew members aboard the COSTA CONCORDIA for a total of 4,229 souls. As this is written 13 bodies have been recovered while another 19 are missing and presumed lost. Considering the circumstances it seems amazing that more lives were not lost in the darkness and confusion of the capsizing ship. Investigations will continue and rumors will be replaced by newly learned facts. The COSTA CONCORDIA will become a legendary ship for the worst of all possible reasons.

Thanks to Martin Cox, Bruce Dake, Caroline Dake and Delbert Dake.

Copyright 2012 by Shawn J. Dake

DigitalGlobe image of COSTA CONOCORDIA taken 308 miles above the Earth on Jan 17, 2012

In the span of one week since the grounding of the COSTA CONCORDIA, many words have been written and images have flashed across television screens throughout the world.  The media continues to search for ever more salacious elements to a story that by itself  is already not lacking in drama.    The grounding of the COSTA CONCORDIA occurred at 9:42pm on Friday, January 13, 2012 on rocks protruding within a few hundred yards of Isola del Giglio off the Tuscan coast.   The known facts seven days later are that 11 people are now confirmed dead and 21 are still missing and presumed lost according to the Italian Crisis Unit.  Although searchers continue looking, it appears very unlikely that any survivors will still be found aboard the capsized ship.

The Costa Cruises website now has a series of video statements on various aspects of the wreck which can be viewed.  In the initial uncertainty of those first days after the ship rolled over, the facts, photos and itineraries of the COSTA CONCORDIA were taken down and replaced with official written statements from Costa.  Those have since been removed as well.  In the interest of preserving the historical record of what the company officially issued at the time, here is a portion of one of these early releases:

Sunday, January 15

“Our immediate priority is to account for all passengers and crew, and to secure the vessel to ensure that there are no environmental impacts. We have engaged the services of a top specialized salvage company to develop an action plan and help establish a protection perimeter around the ship. It should be noted that the Prosecutor has seized the ship and the DVR— the so-called “black box” containing all navigation data — and the vessel can be accessed by Costa only with permission from the authorities.

We are working with investigators to find out precisely what went wrong aboard the Costa Concordia. While the investigation is ongoing, preliminary indications are that there may have been significant human error on the part of the ship’s master, Captain Francesco Schettino, which resulted in these grave consequences. The route of the vessel appears to have been too close to the shore, and in handling the emergency the captain appears not to have followed standard Costa procedures. We are aware that the lead Prosecutor has leveled serious accusations against the ship’s captain, who joined Costa Crociere in 2002 as a safety officer and was appointed captain in 2006.

In light of these accusations and the continuing investigation, it would be inappropriate for us to comment further at this time.

As we are learning more about the event and the evacuation, however, it is becoming clear that the crew of the Costa Concordia acted bravely and swiftly to help evacuate more than 4,000 individuals during a very challenging situation. We are very grateful for all they have done.

Costa is committed to ensuring that no such incident ever occurs again. Our number-one priority is always the safety and security of our guests and crew, and we comply with all safety regulations.”

Carnival Corporation CEO, Micky Arison added the following statement:

“At this time, our priority is the safety of our passengers and crew.  We are deeply saddened by this tragic event and our hearts go out to everyone affected by the grounding of the Costa Concordia and especially to the families and loved ones of those who lost their lives.”

With a shipwreck this highly visible, there is no doubt that the story of the COSTA CONCORDIA will continue to unfold for a very long time.  Already there has been talk of a motion picture, and in the U.S. the ABC-television program “20/20″ has devoted an hour of air time for their “investigative report.”  So-called entertainment shows are including nightly stories about the disaster in between gossip about Hollywood celebrities.  The facts will continue to emerge but it is my sincere hope that readers of these pages will remember that this is a tragedy on many levels, but especially on a human level.  Lives have been needlessly lost and families are grieving for them.  It is normal to have a fascination with an event involving the largest passenger shipwreck in history, but the story should not be allowed to devolve into mere entertainment.