Bauwerft / Shipyard
Bau Nr. / Hull / Yard No.:  Baujahr / Year of built
Kiellegung / Keel laying Stapellauf / Launching
Ablieferung / Delivery  

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Reeder - Manager / Shipping company - Manager

Eigner / Registered owner
Reeder / Shipping Company (Manager)
Tech. Management / Technical Mgmt.: 
Management von / from Management bis / until
Registerhafen / Homeport Flagge / Flag
Rufzeichen / Call sign CH-Register-Nr. / Official No.: 
Registrier Datum / Date Register Streichung / Deletion
Verbleib / Fate

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Vermessung / Tonnage

BRZ / GT 4'783 Länge / Length 123.69 Meter  
NRZ / NT 2'677 Breite / Breadth 18.40 Meter Passenger
DWT 7'850 Tiefgang / Draft 7.12 Meter Besatzung / Crew
Lightship tons n.a. Tiefe / Depth 11.46 Meter    
Ladewinden / 
Ladegeschirr / Cargo gear

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Maschine / Machinery

Maschinen-Typ / Engine type
Maschinenhersteller / Engine builder
Leistung / Power
Geschwindigkeit / Speed
Antrieb / Propulsion

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Registrierte Schiffsnamen / Registered ship's names

03.11.1951 CALANDA Basel
Verbleib des Schiffes / Fate of vessel

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Schiffsgeschichte

book

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Historique des navires

book

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Cronistoria delle navi

book

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History

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The vessel was built in 1948 by J. Readhead & Sons Ltd, South Shields, England as VIKTUN for Tanker Corporation, Panama (Management: Johan Rasmussen*) & Co., Sandefjord). The Norwegian owners registered the steamer under the Panama flag (call sign: unknown). Panamanian tonnage GRT: 4,689, NRT: 2,642, DWT: 7,850.

The vessel was subsequently purchased in autumn 1951 by Schweizerische Reederei AG (Swiss Shipping Co. Ltd.) Basel and taken over in Hamburg. Renamed CALANDA (2nd ship of this name) and registered under the Swiss flag on 03.11.1951 (register No.: 36, call sign: HBDN). The operation was taken over by the company’s Antwerp office, Alpina Transport & Affrêtements S.A. The CALANDA was the last steamer that the Swiss shipping company put into service, later only motor ships followed. Old Swiss sailors told us that the ship (together with the GENERAL DUFOUR) was first planned as a whale oil tanker and was later converted into a freighter. Our acquaintance Dave Waller (operator of the website www.tynebuiltships.co.uk) could not confirm these plans, as the construction specification was designed for a cargo ship. However, he had a possible explanation for the origin of this rumour. Johan Rasmussen was the owner of the Viking Whaling Co. and the Vestfold Whaling Co. in London. The godmother of the VIKTUN was the wife of W.G.M. Hamilton, director of the Vestfold Whaling Company, London.

The propulsion was by a double compound 4-cylinder steam engine with double dual expansion, i.e. with 2 high-pressure and 2 low-pressure cylinders, each 450 mm and 1080 mm in diameter respectively. The piston stroke was 985 mm. The output was 3160 IHP (indicated HP). This steam engine was built by the shipyard under licence from Fredrikstad Mekaniske Verkstad (FMV), Fredrikstad, Norway.

Steam Engine VIKTUN

The steam reciprocating main engine had 4 cylinders and 4 cranks (Courtesy of Dave Waller, www.tynebuiltships.co.uk

Steam was supplied by 2 oil-fired Foster Wheeler D-type water tube boilers, steam pressure 220 psi (15.5kg/cm2) and the steam temperature was 600°F (315°C), i.e. superheated steam. Direct current was supplied by two steam generators of 30 kW and a harbour diesel of 15 kW, i.e. very modest, because the entire auxiliary machinery in the engine room and on deck was steam-driven.

The first voyage was with a cargo of cement from Hamburg and Antwerp via Teneriffe to Recife and Paranagua; for the return journey, a full cargo of iron ore was taken on board in Vitoria for Antwerp. In Recife, the Swiss consul visited the steamer and wrote a short letter to the EPD (political department) in Bern and the Maritime Navigation Office in Basel. The Chief Engineer needed assistance in finding a suitable company ashore that could recast and machine two burnt-out crank bearings from the main engine, and this operation was successfully completed. The engine crew encountered constant problems with the main engine and auxiliary machinery and had to be very alert to monitoring their running. Apparently the Norwegians had not handed over the steamer in the best condition. According to Captain Müller, a German, the crew consisted of 35 men, 21 of whom were Swiss. He also added that the mutual understanding on board was very good. Several Swiss residents in Recife who had met people from the CALANDA ashore also reported a favourable impression. The crew did not receive any mail from home in Recife and finally the consul suggested that the shipping company should in future send the ship's mail overseas by airmail, as the usual delivery by mail steamer would take far too long, around 4-6 weeks.

The second voyage took her to Buenos Aires and Montevideo, then across the South Atlantic to Ghana and Nigeria. In the Niger Delta, she also travelled up the Sambreiro River to Abonema (about 50-60 km upriver), a roadstead and trading post from colonial times, which is hardly visited by seagoing vessels today. This was followed by voyages to Brazil, the West Indies, the US East Coast, the Gulf of St. Lawrence and the Mediterranean (as far as Beirut and Port Said). On her last voyage, the CALANDA visited the Persian Gulf, India and Japan.

Captain Louis Schwarz sailed on the ship for about two years at the end of the time under the Swiss flag and worked his way up from deckhand to AB (able-bodied seaman). The steamer was extremely popular with the crew. Below are a few memories of Louis Schwarz.

In the spring of 1954, a paper manufacturer in Newfoundland chartered the CALANDA to transport and distribute rolls of paper for newspapers from Botwood, Newfoundland, Canada to the east coast and the Gulf of the USA. On the first voyage, Botwood could not yet be called at because of the ice; it had to be loaded in ice-free St. John's. Botwood is a small town on the Exploits River about 50 kilometres from the sea in northern Newfoundland. The company wanted a ship with rectangular holds and without a shaft tunnel to be able to stow the paper rolls better and faster, whereby a huge amount of wood was consumed. On the second voyage, at a time when Botwood could be reached, the steamer had to pass through an ice barrier on the river and a large piece of ice punched a hole in the forepeak, about 20 x 30 cm. Fortunately, the boatswain and the chippy (carpenter) managed to repair the damage temporarily with a cement box until the damage was permanently repaired during the next dry-dock period.

In February 1955, the CALANDA while unloading coal in Buenos Aires, having been loaded in Dunkirk, heavy fuel oil suddenly leaked from the cargo grab at the aftmost hold. What had happened? After the dry-dock period in Antwerp, heavy fuel oil was bunkered in Dunkirk. Unfortunately, some of the manhole covers were not bolted down properly thus allowing the heavy fuel oil to overflow from the double bottom tank into the hold. However, the engineers claimed that the heavy fuel oil had leaked from a corroded air vent pipe.

In the summer of 1955, the CALANDA brought clinker for the new cement works to Santiago de Cuba, then war material from the USA to Bandar Shapur (today: Bandar-e Emam Khomeyni) and Basrah on the Shatt-al-Arab in the Persian Gulf. In ballast she sailed to Bhavnagar, India to load ore for Japan. Here a push rod of the main engine broke and had to be replaced. A replacement push rod was not on board, so a new push rod had to be manufactured in England and then shipped by plane to Bombay. In the meantime, the CALANDA sailed with reduced engine power to an anchorage in Bombay. The new push rod arrived at the end of August 1955 after about a month's waiting time and could be installed.

Another detail worth mentioning is that nobody from the engine department spoke English at the time, except the 3rd engineer Gerhard Baumberger (later superintendent at Keller Shipping for a long time), who then had to translate between the people ashore and the engineers. The captain and the first officer probably spoke English, but as the relationship between deck and engine was not the best at that time, the engineers naturally did not want to ask the captain for help. The old German Chief Engineer Meier, who had been on board for years, did not speak English (it was hardly on the curriculum in the German Reich). After the war, it was almost impossible for German seamen to find a job on board, so Meier wanted to keep his relatively well-paid job and therefore stayed on board for years. The same was true for the German captain Wimmel, who was also on this ship for years.

The shipping company was probably not very happy with this ship and sold the steamer to Suomen Tankkilaiva O/Y Helsinki, Finland, on 22.12.1955 after only four years of service (reported sales price: CHF 5’734’000). The ship was handed over in Emden, renamed WIRTA and registered under the Finnish flag (call sign OFVX). Management: Antti Wihuri, Helsinki. Tonnage GRT: 4,689, NRT: 2,642, DWT: 7,850.

In 1964 she was sold to Andmarc Shipping Corp. Monrovia (Management: Maritime Associates Inc., New York, Mr. Spyros Tsilimparis) and handed over on 03.02.1965 (reported purchase price: 139'000 GBP). New name MARINDI JUBAMI and now sailed under the flag of Liberia with home port Monrovia (call sign: 6ZFV). Liberian tonnage: GRT: 4576, NRT: 2540, DWT: 7850.

In 1967 the management name changed to Lemuria Shipping Corporation, New York.

On a voyage with 6,953 tonnes of cellulose from Chemainus (Vancouver Island), B.C. Canada to Monfalcone, Italy, the steamer ran aground on 26.08.1967, about 18 nautical miles north of Cartagena de Indias (Colombia). Due to bad bunker oil, the engine system failed and the ship drifted helplessly in the Caribbean for several days before running aground on the reefs off Colombia. She was refloated on 09.09.1967, towed to Cartagena and laid up there, when various leaks caused water to enter the holds. On 23.12.1967, a fire broke out in the engine room, causing extensive damage to the aft part of the ship. To prevent the ship from sinking, she was grounded in shallow water.

After being repaired in Cartagena in 1969 she was sold to the local company Karina Ltd. Cartagena. Renamed KARINA I and registered under the flag of Colombia in Cartagena (call sign HJEH).

Having sailed from Beaumont, Tex. for South Korea on 24.08.1970 the vessel suffered an engine failure on 09.10.1970, and diverted to Puerto Cortez in Honduras as a port of refuge, where the ship remained for the time being. During the night from 19 to 20.11.1971, she drifted into shallow water during a tropical storm and ran aground.

Subsequently the ship was sold to a Spanish demolition company and left Puerto Cortez on 15.10.1973 under the name INA in tow of the German tug GARANT (298/72). On her last voyage to Santander, the ship sank after taking on water on 19.12.1973 north-east of Madeira at the position 37° 00' N / 016° 00' W.

Sources:

  • Lloyd’s Register Publications London
  • Marine News World Ship Society (WSS)
  • Miramarshipindex
  • Federal archive Berne
  • Captain Louis Schwarz
  • www.tynebuiltships.co.uk / Dave Waller
  • Tyne & Wear Archives and Museums
  • www.sjohistorie.no
  • www.skipshistorie.net
  • www.wrecksite.eu
  • www.britannica.com
  • www.wikipedia.org
  • www.aanimeri.fi
  • R. Brzoza, Rami W.

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1951 der Dampfer frisch übernommen noch mit grauem Schornstein / The steamer was freshly taken over in 1951, still with a gray funnel
Bildherkunft / Photosource:  © Hans R. Bachmann  

Im Ärmelkanal / In the English Channel
Bildherkunft / Photosource:  © Sammlung Hans R. Bachmann †
London 28.05.1952
Bildherkunft / Photosource:  © Tom Rayner 
Rotterdam May 1953
Bildherkunft / Photosource:  © Radio Officer Antoon Koster
In der 1. Hälfte des Jahres 1953 wurden die weissen Streifen von der Schornsteinmarke der Schweizerischen Reederei AG (SRAG), Abteilung Seeschiffahrt, oberhalb und unterhalb vom roten Band mit Schweizerkreuz aus dem schwarzen Kamin entfernt / In the first half of 1953, the white stripes from the funnel mark of the Schweizerische Reederei AG (SRAG), Maritime Department (Swiss Shipping Ltd), above and below the red band with the Swiss cross were removed from the black stack
Bildherkunft / Photosource:  © Unbekannt / Unknown / © SwissShips-Collection
Wir suchen Fotos / Photographs wanted
Bildherkunft / Photosource:  © SwissShips / FotoMar

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SwissShipsWheel-Logo

Diverse Photos

In Antwerpen mit Rheinschiff DAMCO 129 längseits im November 1951 beim Zement laden / In Antwerp with the Rhine ship DAMCO 129 alongside loading cement in November 1951
Bildherkunft / Photosource:  © SwissShips / FotoMar
Auslaufend New York am 27. Juni 1953 / Departed New York on June 27, 1953
Bildherkunft / Photosource:  Unbekannt / Unknown / © SwissShips / Archiv
Kaapstad / Cape Town 24. August 1953
Bildherkunft / Photosource:  Unbekannt / Unknown / © SwissShips / Archiv
Einlaufend Las Palmas de Gran Canaria am 22. Oktober 1953 an Steuerbord S/S LANCERO aus Buenos Aires, ein ehemaliger Flugzeugträger aus dem 2. Weltkrieg
Bildherkunft / Photosource:  Unbekannt / Unknown - © SwissShips / Archiv
Matrose beim Mastwanten labsalben mit Bleiweiss / Sailor at the mast shrouds ointment with white lead
Bildherkunft / Photosource:  Unbekannt / Unknown / © SwissShips / Archiv
Ca. 1953 / 54 auf See. Kapitän A. Wimmel hält die Weihnachtsrede / Around 1953/54 at sea. Captain A. Wimmel† gives the Christmas speech
  Bildherkunft / Photosource:   Radio Officer © Antoon Koster
Wir suchen Fotos / Photographs wanted
Bildherkunft / Photosource:  © SwissShips / © FotoMar

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SwissShipsWheel-Logo

vorher als / previously as
VIKTUN

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Auf der Probe - & Übergabefahrt / On seatrial and delviery voyage
Bildherkunft / Photosource:  © Tyne & Wear Museums
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Vor Kapstadt, Südafrika / Buite Kaapstad, Suid-Afrika / Off Cape Town, South Africa
Bildherkunft / Photosource:  © Unbekannt / Unknown / © SwissShips / Archiv
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Wir suchen Fotos / Photographs wanted
Bildherkunft / Photosource:  © SwissShips / © FotoMar

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SwissShipsWheel-Logo

später als / later as
WIRTA

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Im Nordsee Kanal bei Amsterdam / In the North Sea Canal near Amsterdam
Bildherkunft / Photosource:  © G. Bunschoten / © Krzysztof (Risto) Brzoza Collection
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Vancouver April 30, 1958
Bildherkunft / Photosource:  © Vancouver Archives Walter E. Frost (Reference code AM1506-S3-3-: CVA 447-8983.2)
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Vancouver 01.05.1958
Bildherkunft / Photosource:  © Vancouver Archives Walter E. Frost (Reference code AM1506-S3-3-: CVA 447-8983.1)
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In Nordamerikanischen Gewässern / In North American waters
Bildherkunft / Photosource:  © V.H. Young & L.A. Sawyer
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In Niederländischen Gewässern / In Dutch waters
Bildherkunft / Photosource:  © SwissShips / © MB-Photo-Sammlung
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Bildherkunft / Photosource:  © Unbekannt / Unknown / © SwissShips-Collection
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Am Anker vor Japan mit Schwergutbaum (Jumbo) beim Hauptmast / At anchor off Japan with heavy lift boom (jumbo) at the main mast
Bildherkunft / Photosource:  © Kalevi Riikonen's father has sailed onboard of the WIRTA / Via © Timo Sylvïänne
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Wir suchen Fotos / Photographs wanted
Bildherkunft / Photosource:  © SwissShips / © FotoMar

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SwissShipsWheel-Logo

später als / later as
MARINDI JUBAMI

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Welland Ship Canal at Port Robinson on August 14, 1965
Bildherkunft / Photosource:  © Barry Andersen, via © Harry Stott & Trevor Jones
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Welland Canal Seaway Great Lakes August 14, 1965
Bildherkunft / Photosource:  © Unbekannt / Unknown / © SwissShips / Archiv
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At Marine City, Michigan USA, August 30, 1965
Bildherkunft / Photosource:  © Fred Miller II
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In Nordamerikanischen Gewässern / In North American waters
Bildherkunft / Photosource:  © Malcolm Cranfield-Photocollection
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Im Schlepp in Kolumbien mit sichtbarem Feuerschaden achtern / Towing in Colombia with visible fire damage aft
Bildherkunft / Photosource:  © Unbekannt / Unknown / © SwissShips / Archiv
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Wir suchen Fotos / Photographs wanted
Bildherkunft / Photosource:  © SwissShips / © FotoMar