ssMaritime.com
& ssMaritime.net
With Reuben
Goossens
Maritime
Historian,
Cruise‘n’Ship Reviewer & Author
Swedish
America
Line
“Rederie
Sverige Nordamerika”
MS
Stockholm IV
Delivered
in 1948 & Still Sailing!
Later to become: MS Volkerfreundshaft,
Volker, Fridtjof Nansen, Italia I,
MV Italia Prima, Vultur Prima & Caribe
She is till sailing at 63 years of age as
the superb cruise ship … MV Athena
The
delightful yacht-like MS Stockholm seen as built in 1948
Author’s
private collection
Please
Note - April 22: This page is currently being updated and should be completes
by this time next month
Introduction: Although
this feature is all about the remarkable and enduring Rederie Sverige
Nordamerika liner MS Stockholm (IIII), you will note that I have also included
mentions and some images of her earlier namesakes, As well as other SAL ships
during her days with the company before being sold in 1959. I trust that this
will make this feature all the more interesting!
Reuben Goossens.
“Rederie Sverige Nordamerika,” which in 1925 became known as
the “Swedish American Line” or SAL as they became lovingly known,
was founded by Wilhelm R. Lundgren who saw an opening for a Swedish shipping
line as Sweden began to
witness a vast number of migrants heading for the Americas.
Then in 1915 SAL officially established a Trans-Atlantic service when
they obtained a fifteen year old liner from the famed Dutch shipping company,
Holland-America Line. This fine twin funnelled liner, the SS Potsdam had been
built by the famed Harland & Wolff in Belfast
and SAL renamed her SS Stockholm (I). The 12,600-ton liner departed for
SAL’s first voyage from Gothenburg to New York on December 11, 1915 and she
commenced a new and reputable Trans-Atlantic service for the company. In 1922
she was converted to a more efficient oil firing system by Gotawerken, whilst
at the same time her extremely slender and tall funnel was also shortened and
she received some other refurbishments.
Postcard of the
ex HAL Potsdam, Stockholm I
Author’s
private collection
SAL
soon built several grand luxury liners, the superb Gripsholm in 1925 and the
mighty Kungsholm in 1928 both setting new standards at sea with their super
luxurious interiors.
MS Gripsholm is seen here in 1950
Author’s
private collection
MS Kungsholm seen here in 1931
Author’s
private collection
However,
by the time the Gripsholm set sail in 1925 the migrant trade had already
dropped significantly and SAL had to search for new markets and they soon
realized that they there was a good market available to them to transport
Swedish and other Scandinavian families to visit their relatives in America, as
well as bringing those who had migrated to the USA back home for a visit. The
other market that was gaining great popularity was to add series of cruises out
of the United States.
These new services became quite successful and cruises gained in popularity and
the company once again became a financial success! However, all too soon WWII
would end all that and SAL ships, like those from all other nations would have
to enter their respective war duties.
Stockholm II and III
In the mid thirties SAL decided to build a
new and grand MS Stockholm, but amazingly there would be two Stockholm’s
built close together that in reality never were! SAL placed an order for a
28,000 GRT Stockholm to be built by “CR Dell’ Adriatico
Shipyards” at Monfalcone,
Italy. She was launched on
May 29, 1938.
MS Stockholm II seen prior to her being
launched
Author’s
private collection
Stockholm II seen having been launched
Author’s
private collection
However,
during her fitting out process on December 19 the almost completed liner caught
fire due to an electrical short and she was completely burned out and she was
declared a total wreck and it was decided to have her scrapped. The next
Stockholm (III) was started immediately after the destruction of Stockholm (II)
and she was launched on March 10, 1940. She was 29,307
tons, 675 ft long x 83.3 ft wide, a motor ship with triple-screws, a capacity
for 1,350 passengers in three classes.
MS Stockholm III seen at her launching
– She was almost identical to her forerunner, bust there were differences
Above & below MS Stockholm III seen
during her sea trails in October
1941
Both
images from the author’s private collection
She was completed in October of 1941. However, by then with
long delays, SAL had decided against taking delivery of this liner and as the
Italians were very short of ships they decided to take her and named her MS
Sabaudia. She entered the Italian service as a troop ship. However in July 1944 she was hit
during a British air raid at Trieste
and she caught fire and duly sank.
The Most Enduring Liner Ever – The
MS Stockholm IV
MS Stockholm seen as built in 1948
Postcard
provided by Mr. Torben Vindnaes
Please Note: When I first wrote this
story I was unable to say that certain information contained was obtained from
one of the SAL ex executives as he did not wish to be known. Although he has
now passed away and I will still not name him, I am more than grateful to this
wonderful person for he had great visions for his company, although he
certainly did not always agree with all decisions made. Therefore details below
are as we say “from the horses mouth and 100%
correct, even though I have been challenged by a certain person on certain issues,
who for very good reasons will also remain unnamed.
The author.
With World War II finally over, Swedish America Line was in great need
of a new Trans-Atlantic liner for their Gothenburg to New York service. However they now faced
with a new set of problems in relation to the design and having to decide on
the size of the ship required. The first idea was to follow their previous
model and build a ship of their previous model, sized around the 28,000 ton
mark and ensure that her interiors would be of a grand style which was
let’s face it the benchmark of the Swedish America Line. However, the
majority of the executives felt that a new direction should be thought about
and that a more modern and a smaller ship should be considered at this time.
The main reason for this being the ever growing popularity of air travel which
had seen a decline in ocean travel to some extent and thus SAL thought it wiser
to build a smaller more intimate ship that had a more casual atmosphere that
could be a more suitable ship catering to all age groups, both the young and
the older sets! In spite of these decisions believe me there were many
objections from various executives, especially the American branch. However
after considerations SAL decided that a smaller ship would be best to cover
their need at that time!
In October 1944 the task of building their new liner was given to the
“Gotaverken
shipyards” in Gothenburg and her keel was laid down April 1945 in Yard
611. But, no sooner had building commenced a number of ongoing problems seemed
to follow her. Due to a number of strikes, the laying of her keel had already
been delayed for two months. Problems continued, right up to the moment when
she was to be launched on September 9, 1946, it took a long time and great deal
of trouble before she was able to start her journey down towards the water. It
was said that it “was a bad omen.” Well to be quite frank, she is
still with us to this day in 2011 and sailing happily along and is in great
condition. But more on that later!
MS Stockholm IIII was delivered to SAL on February 7, 1948, and it was
obvious to all who saw her that she was very a different ship to all previous
SAL ships. The Swedish America Line ships had established a reputation of
grandiose decorations and spacious passenger accommodation, whilst the new
Stockholm was, due to her size, rather intimate and she certainly lacked the
over the top décor of the previous SAL liners, yet in her diminutive simplicity
she was still wonderfully tasteful in her design and decor.
With her
beautifully sharply raked bow and cruiser stern the 525 foot (160 meter) Stockholm, powered by two Gotaverken diesel
engines, could have
easily been mistaken for a large private yacht as she was certainly one of the
smallest, yet at the same time one of the prettiest liners on the North Atlantic. Many likened her hull to that of a war
ship having such a slender hull and certainly later her sea worthiness did
rather prove that she sailed more like a corvette than an ocean liner. In America prior to 1956 she was hailed by some as
being “The Worst Roller on the North Atlantic.” However, externally she
looked a delight painted in her traditional Swedish America Line's colours with
her gleaming white hull, yellow funnel with a round blue shield containing the
famed three golden crowns.
The Bridge
Author’s
private collection
Engine Room
Author’s
private collection
Although
being a small ship, but at the time she was the largest ship ever to be built
in Sweden.
She remained one of the smallest Trans-Atlantic Liners for quite a long time
due to her mere 11,650 GRT (Gross Registered Tons) with a passenger capacity of
just 395, made up of 113 First Class and 282 Tourist Class, although there were
some interchangeable cabins between First and Tourist. She had a crew of 220. The Stockholm did have one very one very special
feature, one that was not found on any ship at the time, for all accommodations
and that included all crew quarters were located outside, meaning that every
cabin had a porthole or a window and this was “revolutionary” for
the day!
MS Stockholm departs Gothenburg on her
maiden voyage for New York
Author’s
private collection
On
February 21, 1948 the Stockholm
finally departed Gothenburg on her maiden voyage, which had again been greatly
delayed. Soon passengers found that this rather “yacht-like”
looking ship had one major fault, first, she did not have stabilizers and two,
her long and slender hull design certainly did not aid her stability very much!
For a small ship departing for her maiden voyage in February during the
Atlantic winter, this is certainly not the ideal time to introduce a brand new
ship and to have her sail on her maiden voyage during roughest of weathers
bound for the United States.
The Stockholm I must say did encountered the worst possible winter storms
imaginable and the movement of the ship was extremely wild, and as I have been
told by one passenger who was on board that voyage “She pitched and
rolled wildly at times and then suddenly she would move and heave totally
unpredictably the other way with a massive noise as a huge wave would hit the
ship.” Tragically one passenger passed away during this massive storm on
the Atlantic. It seemed that the Stockholm's ongoing (early) bad luck was following her all
the way to America!
When the Stockholm arrived in New York, sadly the American SAL branch
did not quite welcome their new ship with open arms either, for they had wanted
another bigger and a more grandiose liner, like the those fine ships of the
past and they felt that the Stockholm did not quite measure up with the
competition! But the question begs, was their assessment of this ship really
right, or had they under estimated this attractive looking ship?
A superb aerial
view of the sleek looking MS Stockholm
Author’s
private collection
However,
in spite of their misgivings, the Stockholm had
a great future ahead of her in the American market, one that was far better
than had been first imagined by the US management. Financial success
was certainly not to be found on the Atlantic service although she would
continue to operate it on a regular basis, but she was always a failure on this
run due to her bad sea habits. However, she became a huge success in the calmer
waters of the cruise market!
There was something special about this small intimate ship, which the
American management had missed whilst they were so busy thinking about her size
and the grandeur, they forgot about the special appeal that the Stockholm had with her
sleek exteriors. Her superb curved bow gave her long sleek lines and the
American SAL office were surprised that she became such a sought after cruise
ship! The American public simply took to this yacht-like ship for one she just
looked the part more like a oversized private yacht
and internally she had obviously been built for relaxation and comfort rather
than over the top luxury.
Page Two contains a photo album of her interiors. A link
is located at the bottom of the page.
SAL Orders New Tonnage
In the late forties the Swedish America Line
realized they were in need of new tonnage and had their architects lay down
plans for a new ship, the 21,141 GRT MS Kungsholm. The order was placed with
the Dutch Shipyard De Schelde in The Netherlands and she was completed on
October 9, 1953. With the success of the Kungsholm SAL decided to build a
slightly larger version in 1954 and ordered the 23,191 GRT MS Gripsholm, to be
built by the Italian Ansaldo Shipyards. She was completed and delivered in
April 1957. With the arrival of these two elegant sleek twin funnelled liners,
Swedish America Line had returned to their old days of operating modern large
ships with their famed superior accommodations and grandiose public venues.
MS Kungsholm of 1953
Author’s
private collection
MS Gripsholm of 1957
Photographer unknown - *Please read photo
notes at bottom of page
MS Stockholm’s 1952 and 1955/56
Rebuilding Programs
Although the MS Stockholm may have been the
“odd ship” on the Atlantic for the
next five years but she continued to prove to be quite popular as a cruise
ship, thus SAL decided in 1952 to give her a comprehensive refit, which would
include some rebuilding. The ship's superstructure was enlarged to include
additional passenger cabins as well as a cinema. Upon completion she
accommodated an additional 178 passengers, a total of 568 in 215 cabins. 132
twin bedded cabins, 28 - 3 berth and 55 - 4 berth. Her tonnage was now
registered as being 12,644 GRT.
She is seen here after her 1952/3
renovations and her forward extensions
Author’s
private collection
More
importantly, late in 1955 the Stockholm was sent
back to the shipyards where she would finally be fitted with those all important
stabilizers, which were to tame her notorious rolling habits on the Atlantic, although SAL decided to keep her cruising
during the winter months. In addition, further accommodations were added
forward on Promenade deck. The work was completed early in 1956, the very same
year that would place the name of MS Stockholm in the books of maritime history
forever, but sadly not for the very best of reasons!
A postcard made after her 1955/56
renovations showing her new forward upper level superstructure
Author’s
private collection
The
Collision between MS Stockholm and T/N Andrea Doria
Italia Lines magnificent and elegant
looking 29,082 ton T/N Andrea Doria
Author’s
private collection
TN
Andrea Doria details:
The stylish Italia Line TS Andrea Doria was built by S. A. Ansaldo, Genoa (yard 918), Italy. She
departed on her maiden voyage from Genoa to New York on January 14,
1953. She was the first of a pair of ships, with her sister the TN Cristoforo
Colombo being completed a year later and it was said that she was by far
superior and more luxurious than the Andrea Doria with her interiors having
received a great deal of attention, whist the Andrea Doria was considered being
rather austere in comparison. Andrea Doria was 213.4 m (700 ft) long and 27.5 m
(90.2 ft) wide, her draught was 14 m (45.9 ft). She had Parsons geared steam
turbines, twin screws, 50,000 SHP and her cruising speed was 23 knots, with a
maximum being 25.5 knots. She accommodated 218 First Class; 320 Cabin Class and
703 Tourist Class. She had a crew of 563.
She was fully air-conditioned and stabilised.
Andrea Doria’s Captain Piero Calamai
Received
from an unnamed SAL contributor
The Collision:
What made this maritime disaster different from all others is
the fact that it was the very first that a well known Trans-Atlantic liner
sinking could be seen on black and white TV in America and around the globe as
the images slowly spread to counties that had TV in those early days of
television. Thus it was the very first major maritime disaster that was viewed
by the masses from the comfort of their lounges, which was a first and that
alone made it even more shocking! But what many did not know that the Andrea
Doria already had problems before she commenced her voyage from Genoa as she had
developed steering problems. In fact it is reported that Captain Piero Calamai had requested to
postpone the voyage and to place the ship into dry-dock for repairs, but the
company decided because it was the height of the summer season and the ship
being fully booked she had to sail. She departed with one of the
company’s older ships the 1927 built MS Saturnia which sailed close
behind her. Another well known fact was that Andrea Doria always had had
stability problems from the day she undertook her deep sea trails and the
combination of her poor stability and the steering problems at the time of the
collision obviously proved to be decisive factors and her eventual sinking.
On July 25, 1956 MS Stockholm departed New York on her 103rd eastbound crossing
bound for Gothenburg. Her Captain was Captain Gunnar Nordensson
who was one of SAL’s most experienced senior officers and he had been
with the industry since 1911. On the bridge as she was sailing
out to sea was 3rd.Mate Carsens Johannsen and at the helm was helmsman Peter Larsen.
Captain Gunnar Nordensson
Received
from an unnamed SAL contributor
Due
to a variety of errors, the vast majority being due to an error made by the
master of the Andrea Doria who made a gave the order to turn to port, when he
should have gone to starboard, according to Maritime Law when it is obvious
that there is a ship close at hand, then at around 11:10 to 11.20 pm, on this
foggy night in the North Atlantic Ocean off the coast of Nantucket, the MS
Stockholm and the Italian liner collided in what was to become one of history's
most talked about maritime disasters, considering it was the very first
televised events.
Although the vast majority of passengers and crew survived the
collision, the much larger Andrea Doria tragically capsized and sank the next
day. Due to the collision lifeboats on the portside of the Andrea Doria were
unusable. However, other ships in the region rapidly responded and provided
assistance, which averted a large loss of life. Sadly, five crewmembers on the Stockholm who were located far forward were
killed instantly with several trapped in the wrecked bow.
Yet the crippled Stockholm
assisted in the rescue and ended up carrying 327 of Andrea Doria’s
passengers as well as 245 of her crewmembers. After the Andrea Doria had
finally sank, the Stockholm returned to New York under her own
power and arrived the next day on July 27.
The main picture shows the 3rd
Mate Carsens Johannsen
– Inset is helmsman Peter Larsen
Received from an
unnamed SAL contributor
Stockholm’s radar
Received from an
unnamed SAL contributor
A
map of the collision area and showing the ships that came to the rescue
Inquiries
later revealed that officers aboard the Andrea Doria had used improper radar
procedures, and that a decision had been made which resulted for the ship to
turn suddenly to port (the left) moments prior to the collision, rather than to
starboard (the right) which would have been protocol, or as we could call it
the “rule of the road” when a head on crossing or collision at sea
seems close at hand. Obviously with the fog, visibility was poor and it did not
help the situation that night, especially for the Andrea Doria as she was in
the fog band, whilst the Stockholm
was outside of this band and could not as yet see the Andrea Doria, except on
their radar. With Andrea Doria having turned to port the Stockholm rammed Andrea Doria about amidships
on the starboard side, meaning that the Andrea Doria quickly started to flood
her engine room. The enquiry was later told that some of her watertight
bulkheads in the effected area were non operational that night and had they
been functional the ship would not have sunk, thus together with her already
steering problems and her other problems, she was a floating disaster waiting
to happen! Although it was decided that the Stockholm also did not uphold every procedure
in the circumstances, mainly the use of their fog horn, even though they were
not in the fog at the time, but she was soon to enter it and the Andrea Doria
was just inside the fog band. Also, both ships had continued at speeds considered
too fast considering the conditions. But, it was deemed that the captain of
Andrea Doria would have to take the majority share of the blame considering he
did order the ship to port, rather than starboard according to maritime
regulations and this meant that this tragedy would cost Italia Line a great
deal more than SAL!
The Andrea Doria is
seen here from the decks of the French liner Ile de France
Author’s
private collection
Above
and below: Andrea Doria is slowly capsizing to starboard and eventually
succumbs
Author’s
private collection
In total 40 lives were lost on the
Italian liner as well as 5 crew members on board the Stockholm, which had its bow sheered off.
Although Italia Line was to pay for Stockholm’s
bow, the Swedish
American Line agreed to cover the $1 million replacement of the ship’s
bow, thus this left Italia Line with the total cost of the loss of the Andrea
Doria and having to deal with the human issues back home and in America.
PS: Most of the senior crew of the
Andrea Doria developed massive problems, especially
the captain and sadly all vanished into obscurity, whereas the captain and his
crew were mostly promoted in due course and continued with successful careers.
As can be seen Stockholm’s bow was
completely sheered off when it had entered into the Andrea Doria
Author’s
private collection
The
Stockholm
managed to remain afloat thanks to her watertight bulkheads that were located
between holds one and two
Note:
This is an illustration of the Stockholm
as built in 1948, but her hull section was unaltered after her refits
Author’s
private collection
Stockholm’s bow seen at the Bethlehem shipyard and ready for repairs
Received
from an unnamed SAL contributor
The
bow was repaired at the
Bethlehem Steel Company Shipbuilding Division in New York
just over three months later and the Stockholm
returned to her duties.
MS Stockholm is seen here in her final
days with additional extensions on her fore Promenade deck
Author’s
private collection
Although
Stockholm
continued on her regular schedules and cruises, she remained the “odd
ship” of the fleet, for she simply could not offer the same high
standards as the newer and larger Gripsholm and Kungsholm. Thus, several years
later, in 1959 SAL decided to dispose of the “odd ship” of the line
- MS Stockholm.
Technical details – MS Stockholm
– 1948
to 1959
Built
by: Gotaverken AB
Gothenburg, Sweden
Official
Hull No: 8926
Ordered
on: October 1944
Yard: 611
Launched
& named: September 9, 1946
Delivered: February 7, 1948
Maiden Voyage: February
21, 1948 – Gothenburg
/ New York
IMO
No: 5383304
Gross Tonnage: 11,650 GRT / 4,700
DW – (12,644 GRT / 4,800 DW in 1952)
Length: 160.8m
– 525.2ft
Breadth: 21.4m
– 69ft
Draft: 7.9m
– 25.11ft
Main
Engine: 2 x Gotaverken diesel engines,
2-stroke/single acting, 8-cylinders
Total
power of 12.000 BHP (8,900 kW)
In
1989 she received - 2 x 8 Cylinder Wartsila Diesels
Propellers: 2 X
12,000 BHP
Speed: 19 knots
max
Stabilizers: no – (yes 1952)
Decks: Eight
Passenger
Lifts: Two
Passenger
Capacity: 113 First Class
and 282 Tourist Class (1948)
86
First Class and 584 Tourist Class (1952)
24
First Class and 584 Tourist Class (1956)
Crew: 220
/ 330
MS
Stockholm Memorabilia
In March/April 2011, whilst on a cruise from
Australia to England on MV Athena being the ships current name, which will be
covered later in the Stockholm’s history, I met a delightful couple Mr
and Mrs Knutzelius and Mr. Nils Knutzelius
was kind enough to give me a flip top match packet which came from a voyage
undertaken by his mother Mrs. Wilga Knutzelius and her children Hans (7), Nils (7) and Marianne
(2) sailing from Gothenburg to New York in January 1949. The unusual thing is
that this little packet opens at the top – thus opening somewhat like a V
shape - rather than the typical flip over style lid like of the modern style
matches found on ships in days gone and still around. I recall that many used
to be real collectors of the items. Sadly I cannot recall, which of the
aforementioned children was the actual child passenger on board the Stockholm and Athena who
gave me these matches, but I am most grateful!
Thank you to Mr and
Mrs Nils Knutzelius for providing this
delightful item of memorabilia
**************************************************
Stockholm Sold in 1959
Having
placed on the market by SAL and after several failed bids was eventually sold on
May 15, 1959 to the East German “Freier Deutscher
Gewerkschaftsbund” being an East German Trade Union Movement Organisation who would
place her in operation as a fulltime cruise ship for workers.
Postcard
of the MS Volkerfreundschaft
Author’s
private collection
After
she has received a refit she was renamed the Volkerfreundschaft on January 3,
1960 and she commenced to operate as a simple down to earth Trade Union Soviet
cruise ship and did so very successfully for the next twenty years. She mainly
visited various Eastern bloc countries as well as Cuba. At times she was chartered by
other European companies, one of these Stena Line who obtained her on charter
from 1966, and thus she whilst with them the ship did visited her homeland on a
number of occasions. The atmosphere on board the
Volkerfreundschaft was very homely and she had that friendly environment as the
photographs on the photo page will prove. But in due course it was decided to
sell her and she was placed on the market early in 1985.
Original
postcard of the MS Volkerfreundschaft
Author’s
private collection
MS
Volkerfreundschaft seen towards
the end of her career
Author’s private collection
Volker
- Fridtjof Nansen - 1985
In
April 1985 she was sold to “Neptunus Rex
Enterprises” and her name was shortened to Volker and she was laid up at Holmestrand until December when she sailed for Southampton where plans were in hand for her. She arrived
on December 11 but plans did not eventuate and thus she departed again on the
18th.that same month sailing for Oslo where she was
chartered by Norwegian interests to become an accommodation ship for refugees.
For the purpose she was renamed Fridtjof Nansen.
Above
& below: The Fridtjof Nansen is seen here
as a refugee accommodation ship
Photograph
above was taken by & © Hans Jurgen Amberg
Photographer
unknown - *Please read photo notes at bottom of page
**************************************************
Italia
Prima – 1989-93
Four
years later, May 1989, she was sold to the Italian Star Lauro Lines who had
hoped to refit this unique liner into a luxury cruise ship, but due to
circumstances she was laid up until she was finally renamed
in 1993, Italia I.
However in
October 1994 she was taken over by Nina Cia. di Navigazione who renamed the
ship Italia Prima and finally her future was secure. They decided to completely
rebuild her by striping her down to her magnificent solid steel riveted ice
strengthened hull and they rebuilt her into an elegant looking luxury cruise
ship! Thus, only that superbly built steel hull of the original Stockholm remained.
Italia
Prima seen in August 1994, and is seen here close to completion
From
a newspaper clipping – photographer unknown
Italia
Prima was fitted with new diesel engines and a modern streamlined
superstructure including a modern stylised funnel with her soon to become famous
Crown logo. Her magnificently spacious public rooms and accommodations are all
first class and were constructed whilst the classic lines of the
Stockholm’s hull was retained, however a large “Duck Tail”
(sponsoon) was added to her stern, which runs along the stern of the ship,
which is not only an additional aid to her stability but it also aids her speed
and fuel economy, and having sailed on her I can testify she is now sails
wonderfully and she is certainly not a “roller” like she used to
be, pre 1956! Obviously her new owner was well aware of her previous sea faring
capabilities from her logs. This “Duck Tail” is one of the largest
ever fitted to a ship of her size and it was especially designed for her.
A
wonderful view of the completed Italia Prima at sea
Company
Postcard
MV
Athena seen in Sydney
in 1997 whilst on a world voyage
Note
the largest “Duck Tail” ever fitted to the stern of a ship!
Photograph
© Reuben Goossens
In
the mid 1997 the now 16,144 ton Italia Prima conducted her first around the
world voyage, which included inaugural visits to Australian ports including
Sydney, with the author invited on board for a tour and lunch I found her
facilities to be excellent. Her fine public rooms and accommodations were
modern and superbly equipped. In those days she was rated as a 4.5 Star luxury
cruise ship. Italia
Prima was a popular ship and was frequently under charter for the luxury German
market, including operators such as the German Neckermann Seereisen, who
continually operate a fleet of luxury ships for a very demanding market.
A
postcard obtained by the author whilst on board MV Italia Prima in Sydney – 1997
Author’s private
collection
Italia Prima Memorabilia
The following two
items, a plate and an ashtray originate from the MV Italia Prima, however
remarkably some of these have long survived and remain on board the ship to
this day on the MV Athena. Both were made by “RADIF” S.p.A. Porcelain in Genoa Italy.
In 1998 the
Italia Prima was chartered to Valtur Tourist Organization and she was renamed
MV Valtur Prima, however, this operation was a relatively short lived operation.
MV
Vultur Prima
A
Vultur Prima publicity image
**************************************************
MS
Athena -2004
In
December 2001, Italia Prima was chartered by Festival Cruises and renamed the
Caribe; however, with the company already struggling financially the Caribe also
struggled to gain popularity for the company proved to be rather unpopular with
the public.
The
ship was once again obtained by her original Italian owners Nina Cia. di
Navigazione on January 17, 2005 who renamed her Athena and she was chartered by
the famed Portuguese, Arcalia Shipping who placed her in their Classic
International Cruises fleet. Having given her an extensive refit the MV Athena
entered service with the company. Currently she is fully owned by the company
and she is registered in and fly’s the Portuguese flag, sailing
under the banner of Classic International Cruises. She spends most of the year cruising in and around
UK/Europe for CIC with European ports and the Mediterranean
always being popular. In addition she also operates a good number of charter
cruises for well known companies such as Page & Moy Cruises and others well
known operators.
Australian
Cruises!
During
the 2008/09 Australian summer Athena undertook a delivery voyage to Australia via the Suez
Canal. Upon arrival she arrived in Fremantle (Perth)
Western Australia
and she commenced a summer series of cruises, which in the past years had been
operated by the extremely popular MV Funchal. CIC announced that Athena would
return for the 2009/10 & 2011 summers and she has done this with huge
success! In fact the author sailed on her from Fremantle Western
Australia to Portsmouth England
on March 6, 2011 and has written and extensive four page review that includes
countless photographs of all her facilities and accommodations. A link can be
found below.
Current
registration details as of February 2009. MV Athena: IMO 5383304; Call Sign ICZU; GRT
(Gross Registered Tonnage) 16,144-ton.
Athena Memorabilia
The Athena plate follows in colour and
the style of the Italia Prima plates, but with its own logo. It is stoneware
made by “ViSTA ALeGRE”
of Portugal
As I stated earlier, when
Athena was rebuilt as the luxury cruise ship MV Italia Prima, whereas
today’s Classic International Cruises MV Athena, is somewhat more of a
budget cruise ship, however, she does offer excellent value for money and CIC
has a long and devoted following, especially from the Funchal passengers and
without doubt Athena is finding her own following not only in Australia but in
the UK and Europe. May she sail on for many more years yet! And
having experienced Athena myself, all I can say is please sail on this superb
ship for she is a real lady of the sea, a ship with a superb atmosphere, a ship
that feels like a ship, a ship that is enduring and one that continues to offer
a classic style service that is long lost on the modern big boxes they call
ships these days!
Thank goodness
for companies like Classic
International Cruises who retain and impeccably maintain a fleet of
superb classic ex liners, MV Athena (MS Stockholm), MV Funchal (SS Funchal). MV Princess Daphne & Princess Danae (MS
Port Sydney & MS Port Melbourne) and MV Arion (MS Istra). Read about all these excellent ships at: “Classic
Ocean Voyages”
The
classic liner, now the modern M/V Athena seen berthed at Phuket Thailand on
March 15, 2011
Photograph
by & © 2011 Reuben Goossens
Below
is the way classic liner enthusiasts like to remember this fine ship!
Her
long slender hull lines are obvious – here she is seen towards as she was
built
Author’s private collection
Page
Two – Photo Page
PLEASE
NOTE: This photo page covers
the interiors and exteriors of the three stages of this fine ship
…
MS Stockholm – MV
Volkerfreundshaft with a Deck Plan – Also, after her
rebuilding as a cruise ship when she became the MV Italia Prima & Athena
Also
read my MV Athena 2011 Cruise Review
For
information on CIC’s MV Athena and their other classic ships - visit
… “Classic
Ocean Voyages”
And … www.classicintcruises.com
for Reservations
contact:
“The
Cruise Specialists”
Australia’s #1 and first
registered Australian all Cruise Agency – Established in 1982
Email
Corie: info@cruisespecialists.com.au
(Please NAME the SHIP you are enquiring about)
For
other agencies or for International visitors
There
is a listing of recommended Australian, New Zealand & International Cruise’n’Travel
Agents
ENTER
HERE
Please note: This is a non-commercial site and
I do not receive any commissions!
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Who is the Author
of ssMaritime?
Commenced in the passenger Shipping Industry in
May 1960
ssMaritime.com & ssMaritime.net
Where
the ships of the past make history & the 1914 built MV Doulos Story
Also
visit: Cruise-Australia and
“Save The Classic Liners Campaign” & “Classic
Ocean Voyages” pages
Photographs on
ssmaritime and associate pages are by the author or from the author’s
private collection. In addition there are some images that have been provided by Shipping
Companies and private photographers or collectors. Credit is given to all
contributors. However, there are some photographs provided to me without
details regarding the photographer/owner concerned. I hereby invite if owners
of these images would be so kind to make them-selves known to me (my email
address may be found on www.ssmaritime.com only), in order that due credit may
be given. I know what it is like, I have seen a multitude of my own photographs
on other sites, yet these individuals either refuse to provide credit or remove
them when asked, knowing full well that there is no legal comeback when it
comes to the net. However, let us show these charlatans up and do the right
thing at all times and give credit where credit is due!
This notice
covers all pages, although, and I have done my best to ensure that all
photographs are duly credited and that this notice is displayed on each page,
that is, when a page is updated!
ssMaritime is owned
and © Copyright 2011/12 - by Reuben Goossens - All Rights Reserved