M/Y ‘RASSELAS’

Motor Yacht ‘RASSELAS’

M/Y ‘Rasselas’ is a 62m motor yacht, custom built in 2005 by Feadship in Aalsmeer (Netherlands). This classic superyacht can trace her ancestry to a number of iconic boats such as Paraffin and Gallant Lady, as well as her earlier namesake, also built for the same American owner. The vessel’s sophisticated exterior design and engineering are the work of De Voogt Naval Architects. Her designers, De Voogt, placed special emphasis on creating an extraordinary top deck and outer areas for the yacht. With a classic mahogany interior she is one of the last major yachts with an interior made from this tropical wood.
Rasselas yacht has a steel hull with a aluminum superstructure with a beam of 10.70m  (35’1″ft) and a 3.50m  (11’5″ft) draft .

Performance + Capabilities: MY ‘Rasselas’ has a cruising speed of 13.00 knots, max speed of 16.00 knots and a range of 5000.00 nm. from her 138,000.00l. fuel tanks. A powerful propulsion package of twin 2,000hp Caterpillar engines gives her a cruising speed of 14 knots and she tops out at 16 knots.

Accommodations: M/Y ‘Rasselas’ offers accommodation for up to 14 guests in 6 suits comprising 1 owner cabin, 3 double cabins, 2 twin cabins. She is also capable of carrying up to 19 crew onboard to ensure a relaxed luxury yacht experience.

M/Y ‘Rasselas’ was sold in June 2014 when she was in the market with an asking price $57.5 million; she’s to renamed M/Y ‘Positive Carry’ by her new owner, who intends to cruise her around the world. Both seller and buyer were US-based entrepreneurs.

The images of M/Y “Rasselas’ were taken at North Cove in Lower Manhattan, in late July 2014. North Cove is within a minute’s stroll from the offices of Karatzas Marine Advisors at One World Financial Center, which building can be seen in the background in a couple of the pictures posted herewith.


 

OVERVIEW

Name: Rasselas
Type: Motor Yacht
Model: Custom
Sub Type:
Builder: Feadship
Naval Architect: De Voogt Naval Architects
Exterior Designers: De Voogt Naval Architects
Interior Designer:
Year: 2005
Flag: Cayman Islands
MCA:
Class: LR
Hull NB: 670
Hull Colour:

DIMENSIONS

Length Overall: 62.00m  (203’4″ft)
Length at Waterline:
Beam: 10.70m  (35’1″ft)
Draft (min):
Draft (max): 3.50m  (11’5″ft)
Gross Tonnage: 1011 tonnes

ACCOMMODATIONS

Guests: 14
Cabins Total: 6
Cabins: 1 Master / 3 Double / 2 Twin /
Crew: 19
 

CONSTRUCTION

Hull Configuration: Displacement
Hull Material: Steel
Superstructure: Aluminium
Deck Material: Teak
Decks NB:

ENGINE(s)

Quantity: 2
Fuel Type: Diesel
Manufacturer: Caterpillar
Model:
Power: 2000hp / 1491kW
Total Power: 4000hp / 2982kW
Propulsion:

PERFORMANCE & CAPABILITIES

Max Speed: 16.00 kts
Cruising Speed: 13.00 kts
Range: 5000.00 miles at 14 kts
Fuel Capacity: 138,000.00 L / 30,355.72 USG
Water Capacity: 31,000.00 L / 6,819.04 USG

Equipment

Generator:
Stabilizers:
Thrusters:
Amenities:

 


 

MY RASSELAS 1

Superyacht ‘Rasselas’ (to be renamed ‘Positive Carry’) docked at North Cove in Lower Manhattan in July 2014.

MY RASSELAS 2

Stylish and classic superyacht ‘Rasselas’ (to be renamed ‘Positive Carry’) docked at North Cove in Lower Manhattan in July 2014.

MY RASSELAS 4

Stylish and classic superyacht ‘Rasselas’ (to be renamed ‘Positive Carry’) docked at North Cove in Lower Manhattan in July 2014.

MY RASSELAS 4

Stylish and classic superyacht ‘Rasselas’ (to be renamed ‘Positive Carry’) docked at North Cove in Lower Manhattan in July 2014.

MY RASSELAS 5

Stylish and classic superyacht ‘Rasselas’ (to be renamed ‘Positive Carry’) docked at North Cove in Lower Manhattan in July 2014.

MY RASSELAS 6

Stylish and classic superyacht ‘Rasselas’ (to be renamed ‘Positive Carry’) docked at North Cove in Lower Manhattan in July 2014. One World Financial Center in background (glass building with green top)

MY RASSELAS 7

Stylish and classic superyacht ‘Rasselas’ (to be renamed ‘Positive Carry’) docked at North Cove in Lower Manhattan in July 2014.

MY RASSELAS 8

Stylish and classic superyacht ‘Rasselas’ (to be renamed ‘Positive Carry’) docked at North Cove in Lower Manhattan in July 2014.

MY RASSELAS 9

Stylish and classic superyacht ‘Rasselas’ (to be renamed ‘Positive Carry’) docked at North Cove in Lower Manhattan in July 2014.

MY RASSELAS 10

Beautiful lines! Stylish and classic superyacht ‘Rasselas’ (to be renamed ‘Positive Carry’) docked at North Cove in Lower Manhattan in July 2014.

MY RASSELAS 11

Stylish and classic superyacht ‘Rasselas’ (to be renamed ‘Positive Carry’) docked at North Cove in Lower Manhattan in July 2014.

MY RASSELAS 12

Stylish and classic superyacht ‘Rasselas’ (to be renamed ‘Positive Carry’) docked at North Cove in Lower Manhattan in July 2014.

MY RASSELAS 13

Stylish and classic superyacht ‘Rasselas’ (to be renamed ‘Positive Carry’) docked at North Cove in Lower Manhattan in July 2014. Hudson River traffic in the background!


© 2013-2014 Basil M Karatzas & Karatzas Marine Advisors & Co.  All Rights Reserved.

IMPORTANT DISCLAIMERS:  Vessel description is provided in good faith and is believed to be correct and accurate but no assurances, warranties or representations are made herewith. Vessel description is provided for entertainment  purposes only. We have no responsibility whatsoever for any errors / omissions in vessel description.

Access to this blog signifies the reader’s irrevocable acceptance of this disclaimer. No part of this blog can be reproduced by any means and under any circumstances, whatsoever, in whole or in part, without proper attribution or the consent of the copyright and trademark holders of this website.Whilst every effort has been made to ensure that information herewithin has been received from sources believed to be reliable and such information is believed to be accurate at the time of publishing, no warranties or assurances whatsoever are made in reference to accuracy or completeness of said information, and no liability whatsoever will be accepted for taking or failing to take any action upon any information contained in any part of this website.  Thank you for the consideration.

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MV ‘CARNIVAL SPLENDOR’

MV ‘CARNIVAL SPLENDOR’ (Cruiseship, 3,006 Berths, Built 2008)

IDENTIFICATION: Launch Name was Carnival Splendor. Call Sign 3EUS, IMO Number 9333163. Built at Fincantieri Sestri, Panama Flagged, LR Classed, Length Overall of 289.75 m., Length Between Perpendiculars of 247.70 m., Draught of 8.20 m., Beam of 35.54 m., Gross Tonnage of 113,323, Moulded Depth of 11.20 m., Tonnage of 11,656 Dwt (long). Engine Description 4 S.A. 12-cyl., Engine Model 12V46, Wartsila Engine, Speed of 21.00 kts, Horsepower of 86,161B at 500. 2 Propellors.

OWNER / MANAGER DETAILS: Carnival Cruise Lines, URL: http://www.carnival.com.

CAPACITY: Total number of Passengers 3,784, 1503 Passenger Cabins, 3006 Passenger Berths, 13 Passenger Decks, 1180 Crew.


 

MV CARNIVAL SPLENDOR 1

Cruiseship MV ‘CARNIVAL SPLENDOR’ departing from Manhattan Cruise Terminal in late July 2014; (3,000 berths built at Fincantieri in Italy in 2008)

MV CARNIVAL SPLENDOR 2

Cruiseship MV ‘CARNIVAL SPLENDOR’ departing from Manhattan Cruise Terminal in late July 2014; (3,000 berths built at Fincantieri in Italy in 2008)

MV CARNIVAL SPLENDOR 3

Cruiseship MV ‘CARNIVAL SPLENDOR’ departing from Manhattan Cruise Terminal in late July 2014; (3,000 berths built at Fincantieri in Italy in 2008)

MV CARNIVAL SPLENDOR 4

Cruiseship MV ‘CARNIVAL SPLENDOR’ departing from Manhattan Cruise Terminal in late July 2014; (3,000 berths built at Fincantieri in Italy in 2008)

MV CARNIVAL SPLENDOR 5

Cruiseship MV ‘CARNIVAL SPLENDOR’ departing from Manhattan Cruise Terminal in late July 2014; (3,000 berths built at Fincantieri in Italy in 2008)

MV CARNIVAL SPLENDOR 6

Cruiseship MV ‘CARNIVAL SPLENDOR’ departing from Manhattan Cruise Terminal in late July 2014; (3,000 berths built at Fincantieri in Italy in 2008)

MV CARNIVAL SPLENDOR 7

Cruiseship MV ‘CARNIVAL SPLENDOR’ departing from Manhattan Cruise Terminal in late July 2014; (3,000 berths built at Fincantieri in Italy in 2008)

MV CARNIVAL SPLENDOR 8

Cruiseship MV ‘CARNIVAL SPLENDOR’ departing from Manhattan Cruise Terminal in late July 2014; (3,000 berths built at Fincantieri in Italy in 2008) Passing the Statue of Liberty!

MV CARNIVAL SPLENDOR 9

Cruiseship MV ‘CARNIVAL SPLENDOR’ departing from Manhattan Cruise Terminal in late July 2014; (3,000 berths built at Fincantieri in Italy in 2008) Passing the Statue of Liberty!

MV CARNIVAL SPLENDOR 10

Cruiseship MV ‘CARNIVAL SPLENDOR’ departing from Manhattan Cruise Terminal in late July 2014; (3,000 berths built at Fincantieri in Italy in 2008) Passing the Statue of Liberty!

MV CARNIVAL SPLENDOR 11

Cruiseship MV ‘CARNIVAL SPLENDOR’ departing from Manhattan Cruise Terminal in late July 2014; (3,000 berths built at Fincantieri in Italy in 2008)

MV CARNIVAL SPLENDOR 12

Cruiseship MV ‘CARNIVAL SPLENDOR’ departing from Manhattan Cruise Terminal in late July 2014; (3,000 berths built at Fincantieri in Italy in 2008) Passing the Statue of Liberty!


© 2013-2014 Basil M Karatzas & Karatzas Marine Advisors & Co.  All Rights Reserved.

IMPORTANT DISCLAIMERS:  Vessel description is provided in good faith and is believed to be correct and accurate but no assurances, warranties or representations are made herewith. Vessel description is provided for entertainment  purposes only. We have no responsibility whatsoever for any errors / omissions in vessel description.

Access to this blog signifies the reader’s irrevocable acceptance of this disclaimer. No part of this blog can be reproduced by any means and under any circumstances, whatsoever, in whole or in part, without proper attribution or the consent of the copyright and trademark holders of this website.Whilst every effort has been made to ensure that information herewithin has been received from sources believed to be reliable and such information is believed to be accurate at the time of publishing, no warranties or assurances whatsoever are made in reference to accuracy or completeness of said information, and no liability whatsoever will be accepted for taking or failing to take any action upon any information contained in any part of this website.  Thank you for the consideration.

MV ‘GRANDE BUENOS AIRES’

MV ‘GRANDE BUENOS AIRES’ (2,500 Lane m., Ro-Ro/Container, Built 2004)

IDENTIFICATION: Launch Name was Grande Buenos Aires. Call Sign IBNA, IMO Number 9253210.Built at Fincantieri, Italy Flagged, RINA Classed, Moulded Depth of 25.92 m., Tonnage of 17,000 International Net and 25,756 Dwt (long). Length Overall of 214.00 m., Length Between Perpendiculars of 195.00 m., Draught of 9.40 m., Beam of 32.25 m., Gross Tonnage of 56,738, Engine Description 2 S.A. 8-cyl., Engine Model 8RTA62U-B Sulzer Engine, Speed of 19.00 kts, Horsepower of 24,842B at 115. 1 Bow Thruster

OWNER / MANAGER DETAILS: Grimaldi Group, URL: www.grimaldi.napoli.it

CARGO CAPACITY DETAILS: Total Teu capacity of 1,321, Vehicle Capacity of 3,515 Cars, 5 Vehicle Decks, Lane Length of 2,500.00 m., 2 Crane(s) with a safe working load of 40 tonnes, 1 Ramp(s) with a maximum load of 150 tonnes.


 

MV GRANDE BUENOS AIRES 1 SEP2012

MV ‘GRANDE BUENOS AIRES’ (Ro-Ro / Containership Vessel: 2,500 lane meters, 3,500 cars, 1,300 TEUs, stern ramp)

MV GRANDE BUENOS AIRES 2 SEP2012

MV ‘GRANDE BUENOS AIRES’ (Ro-Ro / Containership Vessel: 2,500 lane meters, 3,500 cars, 1,300 TEUs, stern ramp)

MV GRANDE BUENOS AIRES 3 SEP2012

MV ‘GRANDE BUENOS AIRES’ (Ro-Ro / Containership Vessel: 2,500 lane meters, 3,500 cars, 1,300 TEUs, stern ramp)

MV GRANDE BUENOS AIRES 4 SEP2012

MV ‘GRANDE BUENOS AIRES’ (Ro-Ro / Containership Vessel: 2,500 lane meters, 3,500 cars, 1,300 TEUs, stern ramp)

MV GRANDE BUENOS AIRES 5 SEP2012

MV ‘GRANDE BUENOS AIRES’ (Ro-Ro / Containership Vessel: 2,500 lane meters, 3,500 cars, 1,300 TEUs, stern ramp)

MV GRANDE BUENOS AIRES 6 SEP2012

MV ‘GRANDE BUENOS AIRES’ (Ro-Ro / Containership Vessel: 2,500 lane meters, 3,500 cars, 1,300 TEUs, stern ramp)

MV GRANDE BUENOS AIRES 7 SEP2012

MV ‘GRANDE BUENOS AIRES’ (Ro-Ro / Containership Vessel: 2,500 lane meters, 3,500 cars, 1,300 TEUs, stern ramp)

MV GRANDE BUENOS AIRES 8 SEP2012

MV ‘GRANDE BUENOS AIRES’ (Ro-Ro / Containership Vessel: 2,500 lane meters, 3,500 cars, 1,300 TEUs, stern ramp)

MV GRANDE BUENOS AIRES 9 SEP2012

MV ‘GRANDE BUENOS AIRES’ (Ro-Ro / Containership Vessel: 2,500 lane meters, 3,500 cars, 1,300 TEUs, stern ramp)

MV GRANDE BUENOS AIRES 10 SEP2012

MV ‘GRANDE BUENOS AIRES’ (Ro-Ro / Containership Vessel: 2,500 lane meters, 3,500 cars, 1,300 TEUs, stern ramp)

MV GRANDE BUENOS AIRES 11 SEP2012

MV ‘GRANDE BUENOS AIRES’ (Ro-Ro / Containership Vessel: 2,500 lane meters, 3,500 cars, 1,300 TEUs, stern ramp)

MV GRANDE BUENOS AIRES 12 SEP2012

MV ‘GRANDE BUENOS AIRES’ (Ro-Ro / Containership Vessel: 2,500 lane meters, 3,500 cars, 1,300 TEUs, stern ramp)

 


© 2013-2014 Basil M Karatzas & Karatzas Marine Advisors & Co.  All Rights Reserved.

IMPORTANT DISCLAIMERS:  Vessel description is provided in good faith and is believed to be correct and accurate but no assurances, warranties or representations are made herewith. Vessel description is provided for entertainment  purposes only. We have no responsibility whatsoever for any errors / omissions in vessel description.

Access to this blog signifies the reader’s irrevocable acceptance of this disclaimer. No part of this blog can be reproduced by any means and under any circumstances, whatsoever, in whole or in part, without proper attribution or the consent of the copyright and trademark holders of this website.Whilst every effort has been made to ensure that information herewithin has been received from sources believed to be reliable and such information is believed to be accurate at the time of publishing, no warranties or assurances whatsoever are made in reference to accuracy or completeness of said information, and no liability whatsoever will be accepted for taking or failing to take any action upon any information contained in any part of this website.  Thank you for the consideration.

MV ‘LINK STAR’

MV ‘LINK STAR’ (405 Lane m., Ro-Ro, Built 1989)

IDENTIFICATION: Call Sign OIXX, IMO Number 8805602. Built at J. J. Sietas, Finland Flagged, GL Classed, Ice Strengthened E3 Class, Length Overall of 107.45 m., Length Between Perpendiculars of 99.68 m., Draught of 6.07 m., Beam of 17.00 m., Gross Tonnage of 5,627, Moulded Depth of 9.90 m., Tonnage of 1,877 International Net, 3,003 Light Displacement and 4,383 Dwt (long). Engine Description 4 S.A. 8-cyl., Engine Model 8R32D Wartsila Engine, Speed of 15.00 kts at 13.00 tonnes per day, Horsepower of 4,024B at 720, Bunker Capacity of 354 tonnes. 1 Variable Pitch Propellor, 1 Bow Thruster, Shaft Generator 540 kW

OWNER / MANAGER DETAILS: Godby Shipping A/B, URL: www.godbyshipping.fi

CARGO DETAILS: Grain Capacity of 9,766 cu.m., Bale Capacity of 9,766 cu.m., 3 Hatches, Total Teu capacity of 180, 1 Stern Ramp(s) with a Length of 12 m., a width of 9.25 m. and a maximum load of 75 tonnes, 2 Side Door(s) with a Width of 8 m. and a maximum load of 12 tonnes. Bale Capacity of 9,766 cu.m., Total Teu capacity of 180, 3 Hatches, 290 Trailers, 2 Vehicle Decks, Lane Length of 405.00 m. and Width of 2.80 m., 1 Stern Ramp(s) with a Length of 12.00 m., a width of 9.25 m. and a maximum load of 75 tonnes, 2 Side Door(s) with a Width of 8.00 m. and a maximum load of 12 tonnes.

MV ‘Link Star’: Vessel description in pdf (Document provided courtesy of Owner’s website)


 

MV LINK STAR 1

Ro-Ro Vessel MV “Link Star’ (4,400 dwt, 405 lane meters, stern ramp, built in 1989)

MV LINK STAR 2

Ro-Ro Vessel MV “Link Star’ (4,400 dwt, 405 lane meters, stern ramp, built in 1989) in the Port of Hamburg

MV LINK STAR 3

Ro-Ro Vessel MV “Link Star’ (4,400 dwt, 405 lane meters, stern ramp, built in 1989) in the Port of Hamburg

MV LINK STAR 4

Ro-Ro Vessel MV “Link Star’ (4,400 dwt, 405 lane meters, stern ramp, built in 1989) in the Port of Hamburg

MV LINK STAR 5

Ro-Ro Vessel MV “Link Star’ (4,400 dwt, 405 lane meters, stern ramp, built in 1989) in the Port of Hamburg

MV LINK STAR 6

Ro-Ro Vessel MV “Link Star’ (4,400 dwt, 405 lane meters, stern ramp, built in 1989) in the Port of Hamburg

MV LINK STAR 7

Ro-Ro Vessel MV “Link Star’ (4,400 dwt, 405 lane meters, stern ramp, built in 1989) in the Port of Hamburg

MV LINK STAR 8

Ro-Ro Vessel MV “Link Star’ (4,400 dwt, 405 lane meters, stern ramp, built in 1989) in the Port of Hamburg

MV LINK STAR 9

Ro-Ro Vessel MV “Link Star’ (4,400 dwt, 405 lane meters, stern ramp, built in 1989) in the Port of Hamburg

MV LINK STAR 10

Ro-Ro Vessel MV “Link Star’ (4,400 dwt, 405 lane meters, stern ramp, built in 1989) in the Port of Hamburg

MV LINK STAR 11

Ro-Ro Vessel MV “Link Star’ (4,400 dwt, 405 lane meters, stern ramp, built in 1989) in the Port of Hamburg

MV LINK STAR 12

Ro-Ro Vessel MV “Link Star’ (4,400 dwt, 405 lane meters, stern ramp, built in 1989) in the Port of Hamburg


© 2013-2014 Basil M Karatzas & Karatzas Marine Advisors & Co.  All Rights Reserved.

IMPORTANT DISCLAIMERS:  Vessel description is provided in good faith and is believed to be correct and accurate but no assurances, warranties or representations are made herewith. Vessel description is provided for entertainment  purposes only. We have no responsibility whatsoever for any errors / omissions in vessel description.

Access to this blog signifies the reader’s irrevocable acceptance of this disclaimer. No part of this blog can be reproduced by any means and under any circumstances, whatsoever, in whole or in part, without proper attribution or the consent of the copyright and trademark holders of this website.Whilst every effort has been made to ensure that information herewithin has been received from sources believed to be reliable and such information is believed to be accurate at the time of publishing, no warranties or assurances whatsoever are made in reference to accuracy or completeness of said information, and no liability whatsoever will be accepted for taking or failing to take any action upon any information contained in any part of this website.  Thank you for the consideration.

MV ‘SYLT’

MV ‘SYLT’ (877 TEU, Fully Cellular Container, Built 2012)

IDENTIFICATION: Launch Name was Sylt. Feedermax Containership, Call Sign V2QJ8, IMO Number 9429273.Built at Fujian Mawei, Antigua & Barbuda Flagged, GL Classed, Ice Strengthened E3 Class, Length Overall of 140.66 m., Length Between Perpendiculars of 130.60 m., Draught of 8.70 m., Beam of 23.20 m., Gross Tonnage of 9,983, Moulded Depth of 11.51 m., Tonnage of 4,500 International Net. Engine Description 4 S.A. 9-cyl., Engine Model 9M43C MaK Engine, Speed of 18.00 kts at 37.00 tonnes per day, Horsepower of 12,237 at 500. 1 Bow Thruster

OWNER / MANAGER DETAILS: Reederei Eckhoff GmbH & Co. KG, URL: http://www.Reederei-Eckhoff.de.

CARGO CAPACITY: Teu Capacities of 877 Total, 640 Homogeneous and 462 Reefer, 3 Holds, 3 Hatches, Dwt to Teu ratio of 11.97, Maximum Teu of 322 in the Holds and 555 on Deck. Total Teu Capacity of 877, 3 Holds, 3 Hatches.


 

MV SYLT 1

Gearless Containership Vessel MV ‘SYLT’ (877 TEU built in 2012) in the Port of Hamburg

MV SYLT 2

Gearless Containership Vessel MV ‘SYLT’ (877 TEU built in 2012) in the Port of Hamburg

MV SYLT 3

Gearless Containership Vessel MV ‘SYLT’ (877 TEU built in 2012) in the Port of Hamburg

MV SYLT 4

Gearless Containership Vessel MV ‘SYLT’ (877 TEU built in 2012) in the Port of Hamburg

MV SYLT 5

Gearless Containership Vessel MV ‘SYLT’ (877 TEU built in 2012) in the Port of Hamburg

MV SYLT 6

Gearless Containership Vessel MV ‘SYLT’ (877 TEU built in 2012) in the Port of Hamburg

MV SYLT 7

Gearless Containership Vessel MV ‘SYLT’ (877 TEU built in 2012) in the Port of Hamburg

MV SYLT 8

Gearless Containership Vessel MV ‘SYLT’ (877 TEU built in 2012) in the Port of Hamburg

MV SYLT 9

Gearless Containership Vessel MV ‘SYLT’ (877 TEU built in 2012) in the Port of Hamburg

MV SYLT 10

Gearless Containership Vessel MV ‘SYLT’ (877 TEU built in 2012) in the Port of Hamburg

MV SYLT 11

Gearless Containership Vessel MV ‘SYLT’ – Vessel of two bows? MV ‘MSC EMMA’ in floating drydock (in background)

MV SYLT 12

Gearless Containership Vessel MV ‘SYLT’ (877 TEU built in 2012) in the Port of Hamburg


© 2013-2014 Basil M Karatzas & Karatzas Marine Advisors & Co.  All Rights Reserved.

IMPORTANT DISCLAIMERS:  Vessel description is provided in good faith and is believed to be correct and accurate but no assurances, warranties or representations are made herewith. Vessel description is provided for entertainment  purposes only. We have no responsibility whatsoever for any errors / omissions in vessel description.

Access to this blog signifies the reader’s irrevocable acceptance of this disclaimer. No part of this blog can be reproduced by any means and under any circumstances, whatsoever, in whole or in part, without proper attribution or the consent of the copyright and trademark holders of this website.Whilst every effort has been made to ensure that information herewithin has been received from sources believed to be reliable and such information is believed to be accurate at the time of publishing, no warranties or assurances whatsoever are made in reference to accuracy or completeness of said information, and no liability whatsoever will be accepted for taking or failing to take any action upon any information contained in any part of this website.  Thank you for the consideration.

MV ‘OOCL MONTREAL’

MV ‘OOCL MONTREAL’ (4,402 TEU, Fully Cellular Container, Built 2003)

IDENTIFICATION: Launch Name was OOCL Montreal. Panamax Containership, Call Sign VRYO3, IMO Number 9253739. Built at Daewoo, Hong Kong Flagged, DNV Classed, Ice Strengthened 1C Class, Length Overall of 294.00 m., Length Between Perpendiculars of 281.00 m., Draught of 10.78 m., Beam of 32.26 m., Gross Tonnage of 55,994, Moulded Depth of 21.50 m., Tonnage of 22,426 International Net and 47,073 Dwt (long). Engine Description 2 S.A. 8-cyl., Engine Model 8K90MC-C6.1 MAN B. & W. Engine, Speed of 23.00 kts at 134.00 tonnes per day, Horsepower of 50,680B at 105. 1 Bow Thruster(s)

OWNER / MANAGER DETAILS: Orient Overseas Container Line Ltd. (OOCL), URL: http://www.oocl.com.

CARGO CAPACITY: Teu Capacities of 4,402 Total, 2,810 Homogeneous and 600 Reefer, Dwt to Teu ratio of 10.87. Total Teu Capacity of 4,402.


 

MV OOCL MONTREAL 1

Containership MV ‘OOCL MONTREAL’ (4,402 TEU, built 2003) in Hamburg (2012)

MV OOCL MONTREAL 2

Containership MV ‘OOCL MONTREAL’ (4,402 TEU, built 2003) in Hamburg (2012)

MV OOCL MONTREAL 4

Containership MV ‘OOCL MONTREAL’ (4,402 TEU, built 2003) in Hamburg (2012)

MV OOCL MONTREAL 5

Containership MV ‘OOCL MONTREAL’ (4,402 TEU, built 2003) in Hamburg (2012)

MV OOCL MONTREAL 6

Containership MV ‘OOCL MONTREAL’ (4,402 TEU, built 2003) in Hamburg (2012)

MV OOCL MONTREAL 7

Containership MV ‘OOCL MONTREAL’ (4,402 TEU, built 2003) in Hamburg (2012)

MV OOCL MONTREAL 8

Containership MV ‘OOCL MONTREAL’ (4,402 TEU, built 2003) in Hamburg (2012)

MV OOCL MONTREAL 9

Containership MV ‘OOCL MONTREAL’ (4,402 TEU, built 2003) in Hamburg (2012) in fog

MV OOCL MONTREAL 10

Containership MV ‘OOCL MONTREAL’ (4,402 TEU, built 2003) in Hamburg (2012) in fog

MV OOCL MONTREAL 11

Containership MV ‘OOCL MONTREAL’ (4,402 TEU, built 2003) in Hamburg (2012) in fog

MV OOCL MONTREAL 12

Containership MV ‘OOCL MONTREAL’ (4,402 TEU, built 2003) in Hamburg (2012)


© 2013-2014 Basil M Karatzas & Karatzas Marine Advisors & Co.  All Rights Reserved.

IMPORTANT DISCLAIMERS:  Vessel description is provided in good faith and is believed to be correct and accurate but no assurances, warranties or representations are made herewith. Vessel description is provided for entertainment  purposes only. We have no responsibility whatsoever for any errors / omissions in vessel description.

Access to this blog signifies the reader’s irrevocable acceptance of this disclaimer. No part of this blog can be reproduced by any means and under any circumstances, whatsoever, in whole or in part, without proper attribution or the consent of the copyright and trademark holders of this website.Whilst every effort has been made to ensure that information herewithin has been received from sources believed to be reliable and such information is believed to be accurate at the time of publishing, no warranties or assurances whatsoever are made in reference to accuracy or completeness of said information, and no liability whatsoever will be accepted for taking or failing to take any action upon any information contained in any part of this website.  Thank you for the consideration.

SS ‘United States’

She was built as an unsinkable ship, a claim allegedly attributed to Bruce Ismay, the managing partner of the White Star Line, the direct shipowning company of the famous RMS Titanic. The year was 1912, and liner companies were in fierce competition with each other for the Transatlantic passenger trade. Fate would not be kind to Ismay and RMS Titanic as both soon floundered spectacularly, both literally and metaphorically.

Four decades later, a longer, beamier, stronger, more powerful passenger vessel would be built in the US at the Newport News Shipbuilding and Drydock Company in Virginia for the same trade. Like RMS Titanic, her maiden voyage made great news as well at the time as she crossed eastbound the Atlantic Ocean in record time of about three days and eleven hours. Soon thereafter, she pulverized the record for the more challenging westbound leg of the Transatlantic trip with a record of about three days and twelve hours. She earned the Blue Riband, the trophy for the fastest average cruising speed on both directions of the round Transatlantic voyage, a record that she still holds today, six decades later. Now, an arthritic, gracious, old lady past her prime and with the memory token of the trophy misplaced somewhere in the attic that today’s grandchildren of history would barely care getting bothered about. The name of the distinguished old lady is SS United States and her figurative attic is Pier 82 on the Delaware River in Philadelphia.

Her speed may have placed her name on the record books, but she has been a remarkable ship in more ways than one. With 990 ft length overall, she was 110 ft longer than RMS Titanicand well within comparison to the 1,000-ft length commanded by today’s supertankers and monster containerships. Despite her length, her beam was kept narrow at 101 ft so that she could pass gracefully through the Panama Canal if her voyage called for it. Her steam turbines were capable of producing 248,000 shaft horsepower (SHP) – more than twice the power of today’s either typical supertanker or a two-engined Boeing 777 airplane. She brought the Blue Riband to American shores from Queen Mary by sailing as fast as almost 36 knots (approximately41 mph), which is believed to be even today the fastest crossing of the Atlantic Ocean in both directions by a standard mono-hull, merchant vessel. Last decade, when the world economies were growing robustly and just in time inventory was in vogue, containerships – the fastest commercial vessels these days – were crossing the oceans at twenty-four knots maximum speed, while in today’s anemic economic environment and high bunkering fuel cost, the fastest containeships typically slow steam at sixteen knots. Cruiseships are capable of achieving close to thirty knots, but usually barely sail above twenty knots in order to economize on fuel expense. Being built after RMS Titanic’s tragedy, the International Convention for Safety of Life at Sea (SOLAS) in 1914, and after her sistership SS Olympia, SS United States was an embodiment to prevention and safety in the event of unforeseen events.

The vessel was launched in 1952 at a contract price of $78 million, or approximately $690 million in today’s purchasing power. With 4,060 berths, her contract price was 50% more expensive than today’s cruiseships (though she was a different, now extinct ‘asset class’, an ‘ocean liner’); efficiencies in shipbuilding can attribute to savings, but SS United States was distinctly a luxury vessel with half of her passengers traveling in first class (versus one-third of RMS Titanic) and she had one crew member for every two passengers (versus one crew member for every three passengers on RMS Titanic.) The high cost of the vessel was also partially attributed to increased specifications for military use, as less than a decade after World War II and with Cold War just settling in when she was built, the US government wanted access to passenger vessels in order to move rapidly military troops worldwide in case of military action. Although the vessel could accommodate up to three thousand passengers on a commercial voyage, five times as many (15,000) soldiers would be transported on one of the vessel’s military trips. As such, the vessel’s hull was built with re-enforced steel in order to sustain hostile fire and she was heavily compartmentalized with water-tight doors and bulkheads in order to prevent heavy flooding. For the right of having access to the vessel in time of emergency, the US Navy paid $50 million of the contract price, while $28 million was paid by her official shipowner and manager, the now defunct United States Lines (signage of the company can be seen today along the Chelsea Piers on the Hudson River in Manhattan.)

There were twenty-two decks and plentiful luxurious common areas for the enjoyment of her privileged passengers, amenities such as indoor and outdoor promenades and sundecks, huge library with high ceilings and large, sunny windows in the front of the ship, ball room and dance floor with a dome structure, theater stage, tennis court, an elevator to the the master staircase, a luxurious bar opening to the sun deck in the rear of the vessel, a swimming pool complete with sand around it for the passenger’s enjoyment. All such luxury had to be dispensed without the presence of wood onboard the vessel in order to avoid fires; extensive use of aluminum substituted for wood, and Steinway himself had to demonstrate that the specially made piano for the ship was fire proof indeed and could actually cannot be set on fire (the piano and the butcher’s block were the only two wooden pieces ever allowed onboard.)

Two 65-ft tall, brilliantly red-painted funnels with small wings and gently leaning backwards, with a white stripe on top in parallel to a white stripe along the upper end of a black-painted hull, and almost a vertically raked bow and round ‘spoon shaped’ stern typical for ocean liners of that age, SS United States was cutting a graceful figure over the water and on the horizon and her New York City port calls have been immortalized on numerous post cards. Even today, the fainted red color of the two funnels is an eye-catcher when one is crossing the bridge approaching Philadelphia and from afar form the Seaport up the Delaware River; almost like two faint, red candle-flames over the horizon, two candle flames of the memory and glory, a prayer that the wind of modern times will not peel off the colorful existence altogether.

In her 800 Transatlantic crossings over her seventeen year career ending in 1969 (about one crossing per week), notable politicians and celebrities enjoyed unparalleled luxury in her fast and graceful sliding over the ocean; Marlon Brando, Coco Chanel, Sean Connery, Gary Cooper, Walter Cronkite, Salvador Dali, Walt Disney, Duke Ellington, Judy Garland, Cary Grant, Charlton Heston, Bob Hope, Marilyn Monroe, Prince Rainier and Grace Kelly, Elizabeth Taylor, John Wayne, and the Duke and Duchess of Windsor are known to travelled with her. Four U.S. presidents sailed aboard SS United States overtime, Harry Truman, Dwight Eisenhower, John Kennedy and Bill Clinton, the last as fresh graduate from Georgetown was on his way to study at Oxford as a Rhodes Scholar in 1968, one year before the retirement of the vessel.

Ever since her retirement from active duty in 1969, the ship has been having a tumultuous life seeking a purpose and a permanent home; she has changed ownership several times since then, with buyers hoping to find commercial uses for her. She was designed as a passenger liner vessel to travel fast and her conversion to a cruiseship or theme vessel or a floating hotel is not absolutely ideal, as she’s too narrow by her beam and her fuel consumption (replacing diesel powered steam turbines) will be high. She has been gutted internally and most of the asbestos has been removed, so she’s ready for her next development stage. There have been proposals for her to be developed as a museum or theme vessel and get relocated to major metropolitan areas, possibly New York, perhaps along the historic aircraft carrier Intrepid or find a place with Vision 2020: New York City Comprehensive Waterfront Plan.

At present, the vessel is owned and controlled by the SS United States Conservancy (http://www.ssusc.org/), an non-for-profit organization, under the leadership of Susan L. Gibbs, the granddaughter of ingenious William Francis Gibbs, the naval architect and marine engineer who designed SS United States (and also notably the vessels that would be known as ‘Liberty Ships’ during WWII.) Through sizeable donations and ongoing fund raising efforts, the Conservancy has kept a close watch over the vessel and her constant need for upkeep and continuous cleaning efforts. However, a couple of recent proposals for the ship’s development have fallen apart, and the running costs of keeping the vessel at her present location is more than $60,000 per month.

We have had the distinct honor to be invited recently by the SS United States Conservancy to board and tour the vessel, to be allowed to get a glimpse through history’s spider-webbed, broken glass of a porthole into another age and way of life. It was a breezy, sunny day in March after a long winter in Philadelphia and the Northeast; just to envision for a few hours the luxury ship built with military grade steel and aluminum superstructure careening effortlessly fast over the ocean, with Marilyn Monroe lingering on a chaise lounge chair on one of the sundecks portside and Salvador Dali pondering on surrealism by his cabin starboard, John Kennedy leaning over a book in the library while there was a stage performance in the theater abaft, it was indeed a unique invitation to have a front row viewing to a maritime and historical miracle, a project of supreme American engineering and soaring ambition, to a ship that links us to the roots of American maritime tradition which regrettably seems to slip further away from us by the day.   While ‘unsinkable’ RMS Titanic got crushed by fate soon in her maiden voyage, SS United States, more than sixty years after she was launched from a navy shipyard, still stands tall, a testament to her shipbuilder’s ambition for building a ship that ‘you cannot catch her, you cannot set her on fire and you cannot sink her’.

‘America’s Flagship’ has done her duty to her country and to her owners and her passengers, glamorous or not; she has served history well. We owe it to her to keep her afloat in glamor and perseverance, to get involved, to volunteer or donate for her maintenance until the right development is found for her. One can find more about the vessel and the Conservancy at http://www.ssusc.org/ and donations are strongly encouraged at http://www.ssusc.org/give-and-join/donate/ or at https://www.savetheunitedstates.org/

The pictures taken during the recent visit are a testament to her magnificent structure and an invitation and challenge to see the ship restored to her past glory; we owe it to her!


 

SS United States_bow_BMK 22 MAR2014

SS ‘United States’ – called ‘America’s Flagship’ (Bow view)

SS United States_Name_BMK b2 MAR2014

SS ‘United States’ – called ‘America’s Flagship’ (Bow view, detail)

SS United States_bow_BMK 1 MAR2014

SS ‘United States’ – called ‘America’s Flagship’ (Bow view)

SS United States_portside looking from stern to bow_BMK 4 MAR2014

SS ‘United States’ – called ‘America’s Flagship’ (Portside view of the hull, looking forward)

SS United States_outdoor promenade_BMK 19 MAR2014

SS ‘United States’ – called ‘America’s Flagship’ (outdoors promenade)

SS United States_swimming pool_BMK 19 MAR2014

SS ‘United States’ – called ‘America’s Flagship’ (swimming pool with natural sand all around, a first on a ship! Marilyn Monroe swam here!)

SS United States_Where first class cabins used to be_BMK 18 MAR2014

SS ‘United States’ – called ‘America’s Flagship’ (where first class cabins used to be0

SS United States_watertight door_BMK 6 MAR2014

SS ‘United States’ – called ‘America’s Flagship’ (Watertight door – Safety has been priority #1 all over the ship)

SS United States_Elevator_BMK 16 MAR2014

SS ‘United States’ – called ‘America’s Flagship’ (Elevator door – avant guard for the time!)

SS United States_Master staircase_BMK 15 MAR2014

SS ‘United States’ – called ‘America’s Flagship’ (Master staircase – not as grandiose as on RMS Titanic, but definitely practical!)

SS United States_Bar_BMK 14 MAR2014

SS ‘United States’ – called ‘America’s Flagship’ (Bar, situated indoors, aft – “Buy you a drink, Miss?’)

SS United States_indoor promenade_BMK 13 MAR2014

SS ‘United States’ – called ‘America’s Flagship’ (Promenade, indoors)

SS United States_tennis court on poop desk_BMK 12 MAR2014

SS ‘United States’ – called ‘America’s Flagship’ (Tennis courts, located aft, on poop deck)

SS United States_spare propeller_BMK 11 MAR2014

SS ‘United States’ – called ‘America’s Flagship’ (Spare propeller onboard)

SS United States_Funnel_BMK 10 MAR2014

SS ‘United States’ – called ‘America’s Flagship’ (Funnel – Imagine in shining fresh red paint!)

 

SS United States_Funnel & Crow's Nest_BMK 21 MAR2014

SS ‘United States’ – called ‘America’s Flagship’ (Forward funnel and tower with crow’s nest and radar antenna – a novelty of the times)

SS United States_Funnels_BMK 9 MAR2014

SS ‘United States’ – called ‘America’s Flagship’ (Funnels – gracefully angled, delineated a distinctive silhouette on the horizon!)

SS United States_Plaque_BMK 8 MAR2014

SS ‘United States’ – called ‘America’s Flagship’ (Gibbs and Cox., Inc – the ship has been the child of lifelong love for her designer!)

SS United States_SaveTheUnitedStates.org_BMK 7 MAR2014

SS ‘United States’ – called ‘America’s Flagship’ (Please donate! http://www.SaveTheUnitedStates.org)

SS United States_Stern_BMK 5 MAR2014

SS ‘United States’ – called ‘America’s Flagship’ (An impressive stern)

SS United States_Stern_BMK 3 MAR2014

SS ‘United States’ – called ‘America’s Flagship’ (Homeported in New York)

 


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