Here’s something we came across at Disleduck’s site – some incredible infographics depicting the cost and impact of modern day piracy.  These were created by the site TravelInsurance.org and provide a good visual on the problem the world faces as modern day piracy continues to exist.  For more on the effort to campaign for an end to piracy on the high seas, we recommend you check out SaveOurSeafarers.

From: Travel Insurance Guide

It’s nearly the end of the road for the old Coast Guard Icebreaker GLACIER, WAGB-4.  The ship has left the Suisun Reserve Fleet, entered the Mare Island Drydock for hull cleaning, and is now under tow to Brownsville for scrapping.  The ship had been moored in the mothball fleet since 1991 following decommissioning in 1987.

The ship is storied in history, much of it from voyages made to the Antarctic from 1955 – 1987.  The ship also had the largest capacity single armature DC motors ever installed on a ship when constructed.

Several initiatives  have attempted to save the ship from the scrapyard torches, and a few are still ongoing as the ship is headed to Brownsville.

A tugboat guides the ice breaker USS/USCG Glacier toward Mare Island, a former Navy shipyard for cleanup in Vallejo, Calif., Tuesday, April 17, 2012. The ice breaker that helped found McMurdo Station on Antarctica, was once the flagship of Rear Adm. Richard E. Byrd and performed a record-breaking 39 Arctic and Antarctic deployments may become scrap despite more than a decade of repairs and studies aimed at making the ship a museum or medical and scientific ship. Both of Alaska's U.S. senators have moved to get the U.S. Department of Transportation's Maritime Administration to save this piece of floating history. (AP Photo/Eric Risberg)

The IMO estimates there are 1.5 million seafarers worldwide, and this is the day we pay tribute to them all.  The 25th of June has been designated by the IMO and it’s member states as “The Day of the Seafarer” as a means to pay tribute to the world’s estimated 1.5 million seafarers for the unique and all-too-often overlooked contribution to the well-being of the general public.

The date of the 25th of June has certain significance for the maritime community as it was the day on which milestone revisions to the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (the STCW Convention) and its associated Code were adopted at a Diplomatic Conference in Manila, the Philippines; ensuring safety for mariners around the world.

So on this day we say thanks to those who are away from their homes, loved ones, standing the 00-04 watch, in the middle of nowhere, at the helm, in the  engine room.  We say thank you to your sacrifices, your dedication, and perseverance in a very unforgiving workplace.  May the world take note of all that you do, the sacrifices and danger you face each day.

The IMO has dedicated to using all forms of social media to celebrate and communicate the Day of the Seafarer.  Below are some of the feeds to the dedicated Flickr, Twitter, Youtube, and Facebook sites.  The Maritime thanks those at the IMO for their work in establishing this important day.

The U.S. Coast Guard has issued a Marine Safety Alert reminding operators of barges and tank vessels to ensure tank high velocity vent valves and vacuum valves or combination pressure/vacuum valves are maintained in proper operating condition at all times.  This follows a recent marine casualty on board a chemical/oil product tanker in which a cargo tank was over pressurized resulting in a rupture and catastrophic structural damage to the vessel.  In this particular incident, it was determined that the high velocity vent valve was stuck closed due to oxidized vegetable oil or fat from previous cargoes.

Download (PDF, 178.2KB)

High Velocity Vent Valves, Vacuum Valves, P/V Valves

Simple to check, easy to maintain, don’t let them be a problem again.

A recent marine casualty resulted in significant damage to tank structures, piping and components of a combination chemical / oil product carrier. Vessel-to-vessel loading operations were taking place at anchorage and one tank became over-pressurized. Subsequently, three cargo tanks and three ballast tanks on the ship suffered catastrophic structural failures that allowed hazardous cargo to migrate throughout those areas. This incident caused the vessel to list and created a very dangerous explosion hazard requiring costly and time-consuming lightering and repair operations. Additionally, it presented a hazard to the port and persons involved.

The investigation is nearly complete and investigators have identified several causal factors, one being the failure of the high velocity vent valve which did not open and prevent over pressurization of the tank while it was being filled.

The high velocity vent valve is part of the pressure / vacuum protection piping of the cargo tank. It prevents damage to cargo tanks by normally staying closed and only opening at a preset positive pressure. Large shipboard tanks can be easily damaged by relatively low pressures. Use of these valves minimizes such occurrences.Other benefits of the valve being in a closed position is that breathing of the tank is minimized thus preventing unwanted cargo vaporreleases into the atmosphere, protecting the environment and limiting the loss of cargo due to vaporization. The valves are also equipped with flame screens to prevent explosions due to ignition. The vacuum breaker component of pressure / vacuum protection piping of the cargo tank similarly protects the tank by preventing excessive vacuum from being formed.

After this specific casualty, the high velocity vent valve of the tank being filled was found stuck closed and inoperable using the manual test lever. A valve for another tank was also found stuck. Scientific testing of the substance between the stuck valve disc and the seating surfaces indicated the presence of oxidized vegetable oil or fat likely from previous cargoes. It appears doubtful that crewmembers exercised the valves prior to their cargo operations as per their operating procedure.

As a result of this casualty and others involving similar circumstances, the Coast Guard strongly recommends to vessel Owner / Operators, Crewmembers, Classification Society Inspectors, Vetting,and other inspection personal ensure that tank high velocity vent valves and vacuum valves, or combination pressure / vacuum valves are maintained in operating conditions at all times and are routinely checked as procedures require.

This safety alert is for informational purposes only and does not relieve any domestic or international safety, operational or material requirement. Developed and distributed U.S. C.G. Headquarters Office of Investigations and Analysis, Washington, DC. Questions may be addressed to HQS-PF-fldr-G-PCA@uscg.mil.Office of Investigations and Analysis: http://marineinvestigations.us

Top photo provided by OneEighteen/Flickr

Somali pirates attacked and attempted to hijack a deep-sea boxship on the 21st of April, resulting in one of the first successful attacks and at sea boarding on a large deep-sea container ship.  NATO reported that the HANJIN TIANJIN was attacked and hijacked at 0205 UTC April 21 in 13 17N 05906E by 1 dhow and 2 skiffs.

The crew reportedly took refuge in the vessel’s designated citadel, and remained locked within the citadel until a South Korean naval unit boarded the vessel, cleared it, and returned control of the ship back over to the crew.  The pirates apparently left the ship before the arrival of the Korean naval ship.

This marks one of the first instances that a fast container ship has been attacked by pirates in this area.  Previously it was believed today’s large container ships were relatively immune from being singled out by pirates due to the typical high speed of these ships which run at approximately at 26 knots.

The ship’s operator is now considering placing satellite communication terminals within the designated citadel on board their ships to facilitate better communications with crews which may be forced to seek long term refuge within the locked and secure spaces.

From the Korea Herald -

The container ship, which has 20 crew members aboard, lost contact with Hanjin Shipping early Thursday while in waters off Somalia. Seoul officials presumed it had been hijacked by pirates known to frequent the area. Naval commandos of a South Korean unit operating off the Somali coast were dispatched to the ship, where they found no pirates. They rescued the crew who had hidden inside the citadel, a bulletproof safety zone in the ship.

“All crew members are in good health. If they think they need or ask for a medical checkup, we will take steps after the ship enters the port,” he said.

The official added that the crew found no problems with the engine, steering gear and cargo except slight damage to the hull due to apparent rifle attacks by pirates.

The Hanjin Tianjin is scheduled to go to Shanghai and China via Singapore. Then it will head for Europe, without entering the port in Busan, Korea.

The company is considering installing a satellite communication device inside the citadel soon after the ship arrives in port, the official said.

The military estimates that there were 16 pirates. A senior officer of the Joint Chiefs of Staff told the related National Assembly committee Friday that a helicopter and the Choi Young destroyer had fired warning shots as they reconnoitered near the ship before rescuing the crew successfully.

On Thursday night, all 20 crew members were confirmed safe.

Naval commandos of the Cheonghae Unit, a South Korean anti-piracy contingent operating off the Somali coast, boarded the 75,000-ton ship. They searched the ship, but found no pirates and rescued 14 South Koreans and six Indonesians, who had been locked inside the citadel, at around 7:30 p.m.

The Panamanian-registered ship lost contact at around 5:15 a.m.

“We will do our utmost to enhance maritime security and international peace in the region under the principle that our

military will never make any compromise with pirates,” the Joint Chiefs of Staff spokesperson Col. Lee Bung-woo said Thursday night.

The attack came about three months after South Korean 11,500-ton chemical freighter Samho Jewelry and its 21 crew were rescued by the Navy days after it being seized in the Arabian Sea between Oman and India.

The Cheonghae unit was deployed in March 2009 to join an international anti-piracy campaign in the Gulf of Aden off the Somali coast.

Somalia has been in a state of civil war for two decades and has not had a functioning central administration since Mohammed Siad Barre was ousted in 1991. The African country has a coastline facing one of the busiest shipping routes in the world.

This video will take your breath away. A terrifying video of the Tsunami as it appeared from a Japanese Coast Guard ship while at sea. There is a brief moment in the video where it almost appears as if the ship may not survive the wall of water as the wave approaches. This ship was reportedly approximately 3 NM offshore when it encountered the wave.

The Tsunami as it appeared on radar (Japan Coast Guard)

The amazing transformation of the ex SS Mormacdraco/American Draco/Beaver State – follow the photos below to see how this ship has been transformed over the years and into the unique arrangement she possess today.

The Mormacdraco arriving in Rotterdam in 1969 (shipspotting.com/Bob Scott)

The SS American Draco moored in Santos, Brazil in 1983 (Gerhard Mueller-Debus)

The SS Beaver State underway in San Francisco Bay post 1997 (MARAD)

The Ex-Mormacdraco as she appears today, now the SS Pacific Tracker (shipspotting.com/Phil Gilston)

As some who live and work near the Cascade General Shipyard in Portland, Oregon may have noted, a peculiar ship has been taking shape along the waterfront.  A ship that appears to carry around a giant golf ball on its stern.  What many may not realize is that this is not a newly built, highly technical ship, designed to the latest standards equipped with a modern propulsion system.  Instead, it is an old workhorse that has been around for a few years, in fact, it is still powered by steam, and besides what you see on the outside, the interior of the house and machinery plant largely remain unchanged.

Originally laid down as a MARAD C6-S-60A type hull at Ingalls Shipbuilding in Pascagoula, MS in 1964, the SS Mormacdraco has seen some changes in her life.  Her most recent conversion has resulted in the creation one of the most peculiar looking ships in the U.S. Fleet (besides the USNS Observation Island) and now has her serving as an X-Band Transportable Radar Ship, designated XTR-1 to perform missions supporting the Missile Defense Agency.  She was converted at Cascade General Shipyards in Portland, OR and re-named SS Pacific Tracker on 1 April 2009.  As part of the conversion, the large heavy lift cranes were removed from the ship, and a large radar dome added aft of the house.  The ship also appears to have been fitted with several satellite tracking or communication dishes on the main deck.

Chronological History

• Laid down, 13 April 1964, as the break-bulk ship, SS Mormacdraco, a Maritime Administration type (C6-S-60a) hull, under Maritime Administration contract (MA 144) at Ingalls Shipbuilding Inc., Pascagoula, MS.
• Launched, 14 January 1965
• Delivered to the Moore-McCormack Lines, 28 May 1965
• Converted to a MARAD type hull (C6-S-MA60b) Crane Ship at National Steel and Shipbuilding Co., San Diego, CA.
• Renamed SS American Draco, 13 September 1983
• Transferred to the United States Lines, 1 November 1983
• Reacquired by the Maritime Administration (MARAD) in April 1987
• Assigned by the Maritime Administration to the Ready Reserve Force, (RRF), under operation control of the Military Sealift Command (MSC)
• Placed in service as SS Beaver State (ACS-10), 4 May 1997
• SS Beaver State (ACS-10) was berthed at Bremerton, WA. and assigned to Maritime Prepositioning Ship Squadron Three and was maintained in a five-day readiness status
• Removed from MSC control, withdrawn from the RRF by reassignment to the National Defense Reserve Fleet, 28 July 2006
• Converted for the Missile Defense Agency at Cascade General Shipyards, Portland, OR. to an X-Band Transportable Radar Ship, designated (XTR-1)
• Renamed SS Pacific Tracker, 1 April 2009.

For more on her conversion, and a description of some of the requirements and challenges faced in converting the SS Beaver State into the SS Pacific Tracker, I suggest checking out the thesis by Michael Lash from the Naval Postgraduate School.

Here is a shot of the ship headed out of Portland to conduct sea trials on 16 Feb 2011.

Here are some additional photos from her conversion in Portland and recent trip out for sea trials:

(Steven Fritz/vesseltracker.com)

(Steven Fritz/vesseltracker.com)

(Steven Fritz/vesseltracker.com)

Pacific Tracker in Astoria, OR

The 286 piracy incidents, 67 hijacked ships and over 1130 seafarers directly impacted by the continued and increasing piracy problem in the world’s oceans and particularly off the Horn of Africa over the past 12 months has resulted in an “completely unacceptable situation” according the the UN Secretary General, General Ban Ki-moon in a recent speech at the IMO Headquarters in London.

The IMO has made the piracy problem the theme for this year’s World Maritime Day, with the title “Piracy: orchestrating the response”.   In conjunction with this theme, the IMO has developed an action plan that it hopes will ultimately lead to a sustainable solution through deterrence, security, the rule of law and economic development ashore.

More from the IMO press release:

The escalating problem of piracy off the coast of Somalia is “completely unacceptable” and requires an urgent and coordinated response, United Nations Secretary-General Ban Ki-moon said at the launch (on 3 February 2011) of the International Maritime Organization (IMO)’s action plan to promote the 2011 IMO World Maritime Day theme: “Piracy: orchestrating the response”

Speaking at IMO’s London Headquarters, Mr Ban welcomed the decision of IMO to pay special attention to piracy during the year ahead. “This is a timely and important initiative,” he said.

IMO has been combating maritime piracy for some time and a series of measures, developed with the co-operation of the littoral States and the support of the industry, helped significantly reduce piracy in the hot spots of the late 1990s and the early 2000s: the South China Sea and the Straits of Malacca and Singapore.

However, the problem has lately manifested itself in other parts of the world, most notably – but not exclusively – off the coast of Somalia, in the Gulf of Aden and the wider Indian Ocean.

IMO Secretary-General Efthimios E. Mitropoulos said “piracy and kidnapping have blighted the maritime community for too long and it is seafarers who bear the brunt.” He added, “we believe that we can use the experience gained and the successes achieved in reducing piracy elsewhere to good effect in the current arena as well, but to do so requires a well orchestrated response.”

Mr. Mitropoulos and Mr. Ban were joined at the launch by Ms Josette Sheeran, Executive Director of the World Food Programme (WFP); Mr. Yury Fedotov, Executive Director of the United Nations Office on Drugs and Crime (UNODC); Mr. Robert Lorenz-Meyer, President of BIMCO, representing the shipping industry; and Mr. David Cockroft, General Secretary of the International Transport Workers’ Federation (ITF), representing seafarers.

All echoed their support for this latest IMO initiative. Mr Fedotov said, “It is clear that the only viable long-term solution to the Somali piracy problem is to restore law and order in Somalia, including in its waters. It is also clear that this solution is some years off and will require concerted and coordinated international effort. UNODC’s counter-piracy programme focuses on supporting regional prosecutions and on rebuilding Somalia’s criminal justice capacity.”

Ms Sheeran focussed on the humanitarian aspect of the problem. Acknowledging the success of naval escorts in protecting food aid for Somalia, she also highlighted new challenges created by the worsening situation. “The presence of Somali pirates in an ever expanding area is of great concern because they threaten not just food bound for directly for Somalia, but our food transiting through the ports of Mombasa (Kenya), Dar es Salam (Tanzania) and Beira (Mozambique) for vital operations in Zimbabwe, the Democratic Republic of Congo and other places with great humanitarian needs.”

Speakers at the launch of IMO’s action plan also spoke of the economic cost of piracy. Mr. Ban said, “ransom payments adding up to hundreds of millions of dollars have created a ‘pirate economy’ in some areas of Somalia that make them more resistant to efforts to develop alternative livelihoods. Economies throughout East Africa and beyond are experiencing the fallout.”

Representing the shipping industry, Mr. Robert Lorenz-Meyer, President of the Baltic and International Maritime Council (BIMCO) said, “The attacks are not only attacks on ships, but also attacks on the global supply chain in one of the world’s most vital sea lanes. They threaten a supply line of vital interests to the international community.”

Mr. David Cockroft, General-Secretary of the International Transport Workers’ Federation, representing seafarers, said many crew members were at breaking point because of the stress of passing through the area frequented by pirates. “If the risks cannot be eliminated, then seafarers will demand not to sail into the area at all and responsible ship owners will support them,” he said.

Secretary-General Mitropoulos said IMO’s action plan aimed to make some genuine inroads into what, to date, has been an escalating problem.

“In the past 12 months alone”, he said, “there have been 286 piracy-related incidents off the coast of Somalia. They have resulted in 67 hijacked ships, with 1130 seafarers on board – whilst, at present, 714 seafarers are being held for ransom on board 30 ships scattered at various points of the country’s extensive coastline.”

IMO’s action plan for 2011 has six prime objectives:

• increase pressure at the political level to secure the release of all hostages being held by pirates;

• review and improve the IMO guidelines to Administrations and seafarers and promote compliance with industry best management practice and the recommended preventive, evasive and defensive measures ships should follow;

• promote greater levels of support from, and coordination with, navies;

• promote anti-piracy coordination and co-operation procedures between and among States, regions, organizations and industry;

• assist states to build capacity in piracy-infested regions of the world, and elsewhere, to deter, interdict and bring to justice those who commit acts of piracy and armed robbery against ships; and

• provide care for those attacked or hijacked by pirates and for their families.

Among other things, during 2011, IMO will focus on promoting further co-operation between and among States, regions and organizations in reducing the risk of attacks on ships through a variety of mechanisms including information-sharing; coordination of military and civil efforts; and development and implementation of regional initiatives, such as the IMO-led Djibouti Code of Conduct.

IMO’s action plan will build on efforts to tackle the problem that have been underway for some time. Through the Djibouti Code of Conduct, for example, information-sharing centres are being established in Yemen, Kenya and the United Republic of Tanzania, as well as a regional training centre in Djibouti. In partnership with the UNODC, IMO is helping to develop the legal framework necessary to prosecute pirates.

Mr Ban took the opportunity to emphasize where the real source of the piracy problem lies. “Although piracy manifests itself at sea,” he said “the roots of the problem are to be found ashore. This is a complex issue. But in essence, piracy is a criminal offence that is driven by economic hardship, and that flourishes in the absence of effective law enforcement.”

“The only truly successful way to address the problem in the long term,” said Mr Ban, “is through a strategy that focuses on deterrence, security, the rule of law and development. Our common goal must be a sustainable solution.”

In conclusion, Mr. Mitropoulos said: “This year, we are resolved to redouble our efforts and, in so doing, generate a broader, global response to modern-day piracy. More needs to be done if the ultimate goal of consigning piracy to the realms of history is to be achieved. We hope that our choice of theme for 2011 will provide an appropriate rallying point around which all those who can make a difference can focus their efforts.”

__

The full text of all speeches can be downloaded here:

http://www.imo.org/About/Events/WorldMaritimeDay/Documents/WMD%20theme%20launch%203%20Feb%202011%20all%20speeches.pdf

A detailed briefing on IMO’s 2011 action plan is available here:

http://www.imo.org/About/Events/WorldMaritimeDay/Documents/2011%20WMD%20theme%20Action%20Plan%20handout.doc

__

IMO – the International Maritime Organization – is the United Nations specialized agency with responsibility for the safety and security of shipping and the prevention of marine pollution by ships.

Web site: www.imo.org

For further information please contact:

Lee Adamson, Head, Public Information Services on 020 7587 3153 (media@imo.org )

Natasha Brown, External Relations Officer on 020 7587 3274 (media@imo.org ).

It’s the end of the line for one of the U.S. flag’s oldest tankers, the Sea Venture.  This ship was built in 1972, and apparently was one of the SD-14 design types produced after WW-II to replace the liberty ships.  She was the only U.S. flag SD-14 still sailing today.  The latest Colton Company Maritime Memo reports the ship has finally gone to the breakers.  ABS indicates that class was dropped in early 2010 due to overdue surveys.  A quick scour of the net doesn’t reveal exactly where the ship will or is being scrapped.  Marinetraffic.com shows that the last position reported over AIS may have been in Egypt quite some time ago.

T/V Sea Venture seen departing Providence, RI after discharging caustic soda 8-18-06 (shipspotting.com/Matt Ruscher)

Originally built as a cargo ship in 1972 for Hellenic Lines as HELLENIC CARRIER. Became a coastal tanker in 1979.  She was last operated by U.S. Shipping Corp.

Here is some history on the SD-14 General Cargo Ship design (courtesy Marcle Models) -

Sometimes known as the replacement for the famous “Liberty” ship, the 14,000 ton SD14 general cargo ships are found under many different names and flags in most of the world’s ports and all of the high seas. The designation “SD14″ denotes “Shelter Deck 14,000 tons”. The shelter deck is the second or tween deck in the cargo spaces and, when the ship is loaded down to her plimsoll line, she displaces 14,000 tons.

By the mid 1960s, there remained some 700 Liberty and other war-built cargo ships still trading. Even the youngest were 20 years old and the question of a replacement was exercising the minds of ship owners and builders around the world. the emergence of bulk carriers and container ships pointed to the end of the “shelter Deck” design which had been used with little alteration since the turn of the century. Many felt that this design was no obsolete and that the future lay with containerisation.

It was, therefore, something of a surprise when ship builders all over the world unveiled their plans for the “liberty Ship Replacement”, almost all of which offered a two-deck vessel of 14,000/15,000 tons deadweight. Doubtless this choice was influenced by the requirements of potential customers. Most of the war-built vessels were, by this time, being operated by Greek ship owners of limited resources to whom these new designs, for a type of vessel with which they were fully experienced and priced at about £1 million with cheap credit facilities, were very attractive.

A total of 30 designs were put forward as the “Liberty Ship Replacement” in the early months of 1966. Of these, the most successful was the SD14, developed by the Sunderland shipbuilders, Austin and Pickersgill. The first SD14 keel was laid on 8th. June 1967. Unusually, this was not at Austin and Pickersgill’s own yard, but nearby at that of another Sunderland shipbuilder, Bartram’s, who were building the ship under licence. The first ship, named Mimis N. Papalios, was launched on 1st. December 1967. She was also very nearly the first SD14 to be completed. However, Austin and Pickersgill managed to make up the leeway in their own building programme to hand over the first completed SD14, the Nicola, on 14th. February 1968, the Mimis N. Papalios following the next day.

Between 1968 and 1988, a total of 211 SD14s were completed and it is interesting to note that, by 1990, only 10 had been scrapped for commercial reasons, a further three going to the breaker’s yard after marine accidents. Of the dozen vessels reported as sunk, at least two fell victim to missile attack during the Iran/Iraq conflict.

Like the original Liberty ships, which many thought would be scrapped as soon as the war was over, the SD14 was not ascribed a very long life by some early critics. Nevertheless, these ships are still in demand in the charter market, with average daily rates of $5,200 for a one-year time contract, and in the second hand market with prices ranging from $2.5m for an early seventies ship to $5.75m. for a newer example.

Vessel Stats

Name:  Sea Venture

IMO:  7203687

MMSI:  366372000

Callsign:  WJMV

Deadweight:  18924 t

Have you heard of the SS Shieldhall?  For most of our North American readers, the answer may be no, but this is a ship worth learning about.  The Shieldhall happens to be one of the last remaining operating steamships in Northern Europe, the largest remaining sea-going steamship in the UK, and one of the last remaining operating ships with a steam reciprocating engine in the world.  The Shieldhall is a steam powered cargo ship built in 1955 and served as a sludge tanker, dumping treated sewage from Scotland in the ocean from 1955-1976.   She later served in the same trade, running sewage from Southhampton England from 1976-1985.  She has since been operated by a preservation society; the Solent Steam Packet Ltd and of course numerous dedicated volunteers and conducts regular excursions for passengers and guests.  Interestingly enough, the ship also carried up to 80 passengers during the summer months, even while serving as a sewage sludge ship!

The SS Shieldhall underway

The engine room aboard the SS Shieldhall (flickr/ClifB)

The current tough economic times have not skipped over this historic vessel.  Fuel costs have increased and people are spending less, resulting in fewer donations and paying passengers.  To remain fully operational, the Shieldhall will have to conduct a drydock inspection in 2011 but unfortunately the Solent Steam Packet is unable to completely fund this undertaking and they have submitted an urgent appeal for help.

The Solent Steam Packet issued the following appeal:

Historic steamship SS Shieldhall needs £80,000 to keep sailing

One of the country’s most important historic steam ships has launched and appeal for survival, amid ongoing concerns that Britain’s maritime heritage is in decline.

Registered charity The Solent Steam Packet today launched an emergency appeal for £80,000 to secure the future of SS Shieldhall, a unique and historic steam-driven cargo and passenger ship based at the port of Southampton UK.  SS Shieldhall is one of a small number of vessels forming the UK’s National Historic Ships Fleet and was named ‘Flagship of the National Historic Ships Fleet’ in 2009 by the National Historic Ships Unit, making her officially recognised as being of pre-eminent national or regional importance.

In spring 2011, the hugely popular heritage steamship Shieldhall, owned by charity preservation group The Solent Steam Packet Ltd, must undertake dry-docking at an estimated cost of  £80,000 to £100,000.  Without this she cannot continue to sail and would be at risk of being scrapped in the near future. SS Shieldhall is operated entirely by unpaid volunteers who are now looking for help funding this essential work which will allow the vessel to keep a valid passenger certificate and continue to delight the thousands of people who visit and travel on her each year.

Budget cuts mean that grants are no longer routinely available to pay for maintenance work on heritage ships and historians say that our seafaring nation now risks losing many of its most significant vessels.

Captain Peter Roberts, Master, SS Shieldhall, commented: “In order to continue to present SS Shieldhall to the public and make the trips we do each year we must dry-dock every two years.  Unfortunately, over the past few years our financial reserve has been hit by the huge rise in fuel costs, as well as a loss of income caused indirectly by the current financial climate and we are now looking to the public to help us continue operating this lovely old steamship.”

The 55 year-old SS Shieldhall, based at the Port of Southampton, is the largest remaining sea-going steamship in the UK and the last fully operational coastal passenger / cargo steamer in Europe.

Since restoration to full working order in 1991, SS Shieldhall has provided the public with unparalleled heritage maritime experience through sea-going cruises in the Solent and along the south coast of England. The ship is operated by a fully qualified crew together with a shore-based support staff, all of whom are unpaid volunteers.

All UK passenger ships are subject to stringent certification by the Maritime & Coastguard Agency (MCA) to ensure the safety of passengers and crew.  An essential part of this is a rigorous inspection of a ship’s hull in dry-dock on a regular basis. This is the maritime equivalent of an MOT on a family car.

SS Shieldhall is due an MCA inspection in May 2011 just prior to the start of public sailings. However, due to unprecedented rises in fuel costs and continued reduction in leisure spending, The Solent Steam Packet is unable to fund this dry-dock inspection of the ship alone.  The consequence would be the loss of MCA passenger certification.  The cost of steaming between Southampton and a UK dry-dock, together with usage charges and costs of work arising, amounts to around £20,000 per day; significant expenditure for a charity relying solely on fare income and donations. Unlike historic buildings, the UK’s heritage ships are not eligible for grant-aid towards sustainability and running costs.

By way of comparison, English Heritage is planning to spend over £11 million on property maintenance this year and the National Trust spent over £166 million on routine property costs, according to the last available figures.

The Solent Steam Packet is seeking donations and support from individuals and businesses who are not prepared to allow a unique part of Britain’s maritime heritage to be sent to the breaker’s yard.   Without emergency funding, MCA certification will lapse in early 2011 thus depriving the general public of the opportunity of experiencing a true steamship at sea.

For further information, photographs or to arrange a visit or interview, please contact:

Managing Director

Graham Mackenzie (Telephone: 07751 603190. E-mail:graham@ss-shieldhall.co.uk)

or Master

Captain Peter Roberts (Telephone: 07879 848594. E-mail: psroberts8@tiscali.co.uk).

Donations may be made as follows:

Credit / debit card: Visit www.justgiving.com/shieldhall, or link from our own website www.ss-shieldhall.co.uk or telephone 07751 603 190

Cheques (payable to The Solent Steam Packet Ltd):  Shieldhall Dry-dock Appeal, The Solent Steam Packet Ltd, 15 Foxhayes Lane, Blackfield, Hampshire SO45 1XX

Gift Aid: UK Taxpayers please complete a Gift Aid Declaration to enable us to reclaim tax from HMRC. Forms are available from the Appeal address or via the website.

For a great virtual tour of the ship, click here!

Vessel Stats

Name:	Shieldhall
Owner:	The Solent Steam Packet Ltd
Port of registry:	Glasgow
Builder:	Lobnitz & Co., Renfrew, Scotland
Laid down:	October 1954
Launched:	July 1955
In service:	October 1955
Identification:	IMO number: 5322752
Status:	In service
General characteristics
Tonnage:	1,753 GT (gross tonnage)
Length:	82 m (269 ft 0 in)
Beam:	13 m (42 ft 8 in)