SS Storstad
| Company type | Cargo ship |
|---|---|
| Industry | Shipping, Tramp shipping |
| Founded | 1910 |
| Founder | Armstrong Whitworth (builder) |
| Headquarters | Newcastle , United Kingdom |
| Products | Coal and iron ore transport |
| Parent | A. F. Klaveness & Co (original owner) |
| Hide header = | Header caption = | Ship type = Cargo Ship | Ship tonnage = *Template:GRT[1] | Ship length = 440.0 ft (134.1 m) | Ship beam = 58.1 ft (17.7 m) | Ship draught = | Ship draft = | Ship depth = 24.6 ft (7.5 m) | Ship hold depth = | Ship power = 447 nhp[1] | Ship propulsion = North Eastern Marine Engineering Co. 3-cylinder triple expansion | Ship sail plan = | Ship complement = | Ship armament = | Ship speed = 13 knots (24 km/h; 15 mph) |
Storstad was a steam-driven cargo vessel constructed in 1910 by Armstrong Whitworth at their Newcastle facility for the Norwegian firm A. F. Klaveness & Co based in Sandefjord. Throughout her operational life, she mainly transported coal and iron ore as part of tramp shipping services. In May 1914, she was involved in a collision that resulted in the sinking of the ocean liner RMS Empress of Ireland, causing over a thousand fatalities. During the First World War, the Storstad was sunk after being torpedoed by the German submarine U-62.
Design and construction
The keel of Storstad was laid at Armstrong, Whitworth & Co’s Low Walker yard in Newcastle, with her launch taking place on 4 October 1910 as yard number 824. During the launching ceremony, she collided with the steamship SS Dardania from Trieste, which caused damage to her stern.[2][3] After completing successful sea trials where she achieved speeds up to 13.0 knots (24.1 km/h; 15.0 mph), the vessel was officially handed over and commissioned in January 1911. Ownership was transferred to a dedicated company named Aktieselskabet "Maritim," which was under A. F. Klaveness’s control.Template:Fix/category[citation needed]
Built using the Isherwood longitudinal framing system, Storstad was at her launch the largest ship constructed with this method. Designed specifically for transporting coal and iron ore, she featured large cargo hatches and was equipped with ten powerful winches to facilitate rapid unloading operations. The vessel measured 440.0 feet (134.1 m) between perpendiculars and had a beam of 58.1 feet (17.7 m), with an average draft of approximately 24 minutes (1,400 s)*.[1] Her tonnage was recorded at Template:GRT, Template:NRT, and she carried a deadweight tonnage close to 10,650.[1] The hull was constructed from steel and powered by a single triple-expansion steam engine rated at 447 nominal horsepower, featuring cylinders measuring [convert: invalid number], [convert: invalid number], and [convert: invalid number] in diameter with a stroke length of [convert: invalid number]. This engine drove one screw propeller enabling speeds up to [convert: invalid number].[1]
Operational history
Following her delivery, Storstad embarked on her inaugural journey on 31 January 1911, departing Newcastle for Narvik, where she arrived on 4 February.[4][5] After loading 9,609 tons of iron ore, she set sail for Philadelphia on 11 February, arriving there on 7 March. This shipment represented the largest quantity of iron ore ever offloaded from a single vessel at Philadelphia at that time.[6] Subsequently, Storstad proceeded to Jacksonville, where on 17 March she took aboard 6,500 tons of phosphate rock before continuing to Savannah. There, the ship loaded 8,071 bales of cotton and departed for Hamburg on 28 March.[7][8] Upon returning from Europe on 20 May 1911, the vessel was chartered to carry iron ore and coal from Wabana and North Sydney to Montreal and other ports along the St. Lawrence River until the close of the navigation season in late November.Template:Fix/category[citation needed]
In November 1911, Storstad was engaged for a single voyage to South America under charter by the Barber Line. Departing from New York on 3 December 1911, she arrived in Buenos Aires on 30 December after stopping at Montevideo. The ship then proceeded to Rosario before returning to New York. Upon arrival, she was chartered by the Lamport & Holt Line for a one-time trip to Manchester. For this voyage, Storstad loaded various general cargo items including 1,900 bales of cotton as well as foodstuffs such as cottonseed oil, lard, and bacon, departing New York on 21 April 1912.[9] The vessel reached Liverpool on 4 May and after discharging cargo resumed her iron ore and coal operations in Canada upon returning to North America.Template:Fix/category[citation needed]
At the conclusion of the navigation season in December 1912, Storstad was chartered by Gans Steamship Line and sailed to Tampa Bay, where she loaded 3,213 tons of phosphate pebble before proceeding to Port Eads, arriving there on 20 December. After loading additional cargo, she departed for Antwerp, reaching port on 22 January 1913. During this passage, the vessel encountered severe weather conditions resulting in deck damage including loss of part of her deckload overboard as well as impairment to some deck equipment and covers. Additionally, her No. 5 hold suffered flooding.[10] On 28 February, Storstad arrived in Philadelphia with iron ore from Narvik; after unloading she proceeded to Florida where she took on 5,600 tons of phosphate pebble at Boca Grande on 19 March. She then continued to Galveston to load 13,097 bales of cotton before departing for Bremen on 22 March.[11][12] Following completion of this European charter, she resumed her customary Canadian trade routes in May 1913.Template:Fix/category[citation needed]
After fulfilling summer commitments, Storstad reached Norfolk on 20 December 1913 to load grain destined for Italy. The vessel departed Norfolk on 26 December and arrived at Genoa on 16 January 1914.[13][14] On her return voyage she called at both Roses and Lisbon, ultimately arriving in Philadelphia on 5 March carrying a cargo of cork.Template:Fix/category[citation needed]
Once unloaded in Philadelphia, Storstad voyaged to Norfolk where she took aboard approximately 9,700 tons of coal plus an additional bunkers load of around 1,100 tons before setting sail for Venice on 20 March.[15] She reached Italy on 10 April and following discharge departed for North Sydney, arriving there on 12 May 1914. The vessel was subsequently chartered by the Dominion Coal Company to transport coal between North Sydney and Montreal throughout the summer navigation season.Template:Fix/category[citation needed]
Collision with RMS Empress of Ireland
On 28 May 1914 at 16:27, the Empress of Ireland, under the command of Captain Henry Kendall, set sail from Quebec City carrying 1,057 passengers and 420 crew members, en route to Liverpool. Near 01:30 on 29 May, while positioned just downstream from Rimouski, the vessel approached the shoreline to disembark her pilot near Father Point, then proceeded along the Saint Lawrence River. Concurrently, Storstad, having departed North Sydney on 26 May laden with approximately 10,400 tons of coal bound for Quebec, was traveling nearby downstream to collect its pilot. At about 01:38, a lookout aboard the Empress of Ireland spotted a vessel roughly six miles east on the starboard side. Captain Kendall instructed a slight course adjustment to pass the approaching ship starboard to starboard. As this maneuver took place, a dense fog bank enveloped the area; the liner was ordered Full Astern and signaled with three short blasts indicating reverse thrust. Storstad, with First Officer Alfred Toftenes on watch, responded with a single prolonged whistle seemingly from the starboard side.
Kendall then commanded the liner’s engines to Full Stop and sounded two additional blasts to notify the other vessel that Empress of Ireland was stationary; in turn, Storstad answered again with one long blast. Initially, Storstad's watch team observed the liner’s green light on their port side and anticipated it would maintain its course for a green-to-green passing. However, as the liner drew nearer, it appeared to alter its lights as if executing a course change. Interpreting this as an attempt by the liner to pass red-to-red instead, Toftenes adjusted his ship's heading slightly to port and halted engines. Concerned that river currents would carry his ship into the liner’s path, he soon ordered engine power restored. Despite these efforts, it was too late; at approximately 01:55, crew members aboard Empress of Ireland suddenly witnessed Storstad emerging from the fog directly ahead.
The collision occurred at 01:56 at an angle near 40°, with the more robust Storstad inflicting an estimated 4.9-metre (16 ft) breach along the starboard side of Empress of Ireland, between her funnels. Captain Kendall attempted to use Storstad as a temporary plug by signaling via megaphone to maintain Full Ahead; however, due to momentum and strong currents, Empress of Ireland continued moving forward slowly while Storstad drifted sideways and backward. This movement separated the vessels but allowed water to pour into the liner at an approximate rate of 60,000 imperial gallons (270,000 L; 72,000 US gal) per second. With insufficient time to secure watertight doors and many portholes left open, the liner quickly capsized and sank within fourteen minutes, resulting in the loss of 1,012 lives.
Owing to how swiftly she sank, only seven lifeboats were deployed from the liner. The crew of Storstad remained nearby to assist survivors by lowering their own lifeboats and rescuing 485 individuals from the frigid river waters. Unfortunately, twenty survivors later succumbed to hypothermia aboard the freighter. The steamship Lady Evelyn subsequently arrived on scene to aid in rescue efforts and transported survivors to Rimouski. Though Storstad sustained significant damage—her bow was crushed and twisted—she managed to reach Montreal harbor where she was held.
The Canadian Pacific Railway (CPR), owner of Empress of Ireland, initiated a $2,000,000 damage claim against A. F. Klaveness & Co, proprietors of Storstad. Unable to fulfill this financial obligation, A. F. Klaveness & Co.’s debt resulted in CPR acquiring ownership of Storstad as compensation. Subsequently, CPR sold the freighter for $175,000 to Prudential Trust, an insurance firm acting on behalf of A. F. Klaveness & Co.
Loss
During World War I, on 8 March 1917, the Storstad was destroyed in the Atlantic Ocean approximately 45 nautical miles southwest of Fastnet Rock (51°20′N 11°50′W / 51.333°N 11.833°W) by the German submarine U-62. The sinking resulted in the deaths of three crew members aboard the Storstad.
Notes
- ↑ 1.0 1.1 1.2 1.3 1.4 1.5 Lloyd's Register, Steamships and Motorships. London: Lloyd's Register. 1911–1912.
- ↑ "Storstad". Norges Sjøfartstidende. 6 October 1910. p. 2.
- ↑ "Launches and Trial Trips". Marine Engineer. Vol. 33. November 1910. p. 141.
- ↑ "Skibsmeldinger". Kysten. 2 February 1911. p. 3.
- ↑ "Meldinger fra Rederne". Norges Sjøfartstidende. 7 February 1911. p. 3.
- ↑ "Selected Trade News". The Bulletin of the American Iron and Steel Association. Vol. 45, no. 4. Philadelphia, PA. 25 March 1911. p. 30.
- ↑ "Shipments of Phosphate Rock, 1911". American Fertilizer. Vol. 36, no. 2. 27 January 1912. p. 37.
- ↑ "Shipping News". The Commercial and Financial Chronicle. Vol. 92, no. 2388. 1 April 1911. p. 891.
- ↑ "Shipping News". The Commercial and Financial Chronicle. Vol. 94, no. 2444. 27 April 1912. p. 1197.
- ↑ "Schiffs-Unfälle". Hamburgischer Correspondent und neue hamburgische Börsen-Halle. 23 January 1913. p. 45.
- ↑ "Shipments of Phosphate Rock, 1912". American Fertilizer. Vol. 38, no. 8. 19 April 1913. p. 49.
- ↑ "Shipping News". The Commercial and Financial Chronicle. Vol. 96, no. 2492. 29 March 1913. p. 960.
- ↑ "Meldinger fra rederne". Norges Handels og Sjøfartstidende. 29 December 1913. p. 7.
- ↑ "Skibsliste". Morgenbladet. 17 January 1914. p. 6.
- ↑ "Coal Exports from Norfolk". The Black Diamond. Vol. 52, no. 14. 4 April 1914. p. 279.
References
- Bibliothèque et Archives du Canada, RG 12, Transport, vol. 1245, dossier « Empress of Ireland »
- Dictionary of Disaster at Sea during the Age of Steam, page 667
- Ship history, page 32, item 116
51°20′N 11°50′W / 51.333°N 11.833°W
External links
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- Empress of Ireland
- Norway-Heritage The Collision between the S/S Empress of Ireland and the S/S Storstad
Template:January–July 1914 shipwrecks Template:March 1917 shipwrecks