MS Stockholm of 1948

ssMaritime.com & ssMaritime.net

With Reuben Goossens

Maritime Historian

Swedish America Line

MS Stockholm

Later names: - Volkerfreundshaft, Volker, Fridtjof Nansen

Italia I, Italia Prima, Vultur Prima, Caribe

Still sailing at 61 years of age as the MV Athena

The delightful yacht-like MS Stockholm seen as built in 1948

Author’s private collection

“Rederie Sverige Nordamerika,” which in 1925 became known as the “Swedish American Line” (SAL), was founded by Wilhelm R. Lundgren who saw an opening for a Swedish shipping line as Sweden had witnessed a vast number of migrants heading for the Americas.

Then in 1915 SAL officially established a Trans-Atlantic service when they obtained the fifteen year old Holland-America Harland & Wolff built liner SS Potsdam, renaming her SS Stockholm. The 12,600-ton liner departed for SAL’s first voyage from Gothenburg to New York on December 11, 1915 and commenced a new and reputable Trans-Atlantic service for the company. In 1922 she was converted for oil firing by Gotawerken, at the same time her 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 ships, the Gripsholm and the Kungsholm which set new standards at sea with their super luxurious interiors. However, by 1925 the migrant trade dropped significantly and SAL had to search for a new market. They realized that now they could also transport families from Scandinavia to visit their relatives in America, as well as bring those now living there home for a visit and add cruises, which were gaining popularity in the United States. The services were successful and cruises gained in popularity! But WWII would soon end all that and SAL ships, like those from other nations would enter war duties.

The two Stockholm’s that 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, however, on December 19 the almost completed liner caught fire due to an electrical short and she was completely burned out and was declared a total wreck and was duly scrapped. The next Stockholm (III) was commenced straight after the destruction of Stockholm (II) and she was launched on March 10, 1940, she was completed in October 1941. However, by then with the long delays, SAL had decided against taking delivery of the ship and as the Italians were short of ships, they took her and named her Sabaudia. She entered the Italian service as a troop ship, but she was sunk towards the end of the war.

With World War II finally over, Swedish America Line was in need of a new ship, however the company was now faced with a new set of problems in relation to the design and the size of the ship required. The first idea was to follow the previous model and build a ship of a similar size and grand style, although more modern, one that the company had been successful with in the past. But it had become obvious; the popularity of air travel was growing rapidly, thus SAL thought that it might be wiser to build a smaller ship. There were objections from the chief executive and from the American branch; however after considerations, SAL finally decided that a smaller ship would be best for the current Atlantic trade!

In October 1944 the task of building the new ship was given to the “Gotaverken shipyards” in Gothenburg and her keel was laid down within six months in Yard 611. However, no sooner had building commenced ongoing troubles seemed to follow her. Due to strikes, the laying of her keel was delayed for several months. Various problems continued, right up to 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. Some said it “was a bad omen.”

She was delivered to SAL on February 7, 1948, and it was obvious to all who saw her that she was very different to the company’s previous 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 lacked the over the top décor of the previous liners, yet in her simplicity she was still rather tasteful in design and decor.

Postcard of the yacht-like MS Stockholm

Author’s private collection

With its sharply raked bow and cruiser stern the 525 foot (160 meter) Stockholm could have been mistaken for a private yacht as it was one of the smallest yet one of the prettiest liners on the North Atlantic. Many likened her hull to that of a war ship being so slender, and certainly later her sea worthiness did rather prove that she sailed more like a war ship than a liner, In America she hailed as being “The Worst Roller on the North Atlantic.” Externally she looked a delight painted in the traditional Swedish America Line's colours: a white hull, a pale yellow funnel with a blue shield containing three golden crowns.

Amazingly at the time she was the largest ship ever to be built in Sweden, yet was the smallest Trans Atlantic Liner for quite some time due to her mere 11,650 GRT 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 carried a crew of 220.

However, SAL did make sure that she had special features, which was not found on many ships. All accommodation even the crew’s quarters were located outside, thus every cabin had a porthole or a window. Especially for the crew, this was “revolutionary.”

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: one, she did not have stabilizers and Two, her poor hull design! A small ship in February, in the middle of an Atlantic winter, is not the most ideal time to head to America in rough weather. The Stockholm I must say did encounter the worst possible winter storms imaginable, the movement of the ship was wild and often unpredictable. Tragically during the massive storm one passenger died. It seemed that Stockholm's ongoing bad luck was following her all the way to America!

A superb aerial view of the sleek looking MS Stockholm

Author’s private collection

Then, when the Stockholm arrived in America, the US SAL branch did not quite welcome the new ship with open arms either, for they had wanted another bigger and a more grandiose liner, like the ones of the past and the Stockholm hardly measured up with the competition!

However, the Stockholm did have a future ahead of her in the American market, one that was better than they had first imagined. It was certainly not on the Atlantic, where she was nothing short of a failure due to her extreme rolling and bad sea habits, but in the calmer waters of the cruise market! There was something special about this smaller ship, which they had missed whilst they were to busy thinking about her size and the grandeur, they forgot the appeal that the Stockholm had with her sleek yacht-like exterior. Americans took to this yacht-like ship for she had obviously been built for internal comfort rather than over the top luxury. 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!

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 sleek twin funnelled liners, Swedish America Line returned to their old days of operating modern ships with far superior accommodation.

MS Stockholm’s 1952/55/56 Rebuilding Programs

Although the she was the “odd ship” on the Atlantic, for the next five years Stockholm 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 was able to accommodate an extra 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.

More importantly, late in 1955 the Stockholm was finally fitted with those all important stabilizers, which were to tame her notorious rolling a little, especially during her Atlantic sailings, although SAL decided to keep her cruising during the bad weather times. 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 infamous maritime history forever!

She is seen here after her 1952/3 renovations and her forward extensions

Author’s private collection

The disastrous collision between the Stockholm and Andrea Doria

On July 25, 1956 Stockholm departed New York on her 103^rd eastbound crossing bound for Gothenburg. Her Captain was, Captain Gunnar Nordensson who was one of SAL’s most experienced senior officer’s and had been with the industry since 1911.

Italia Lines magnificent T/N Andrea Doria

Author’s private collection

At 11:10 PM, in heavy fog in the North Atlantic Ocean off the coast of Nantucket, both the Stockholm and the Italian liner Andrea Doria collided in what was to become one of history's most famous maritime disasters.

Inquiries later revealed that officers aboard the Andrea Doria had used improper radar procedures, and had made a sudden turn to port (the left) during the moments prior to the collision rather than to starboard (the right) being the proper “rule of the road” for a head on crossing at sea. Obviously visibility with the thick fog did not help the situation that night. Thus what occurred is that the Stockholm rammed the Andrea Doria about amidships on the starboard side, which quickly started to flood the engine room. In addition, the enquiry was later told that some of the watertight bulkheads in that area were non operational on the Andrea Doria that night. Although the Stockholm it was decided that the also did not uphold all procedures, mainly the use of their fog horn, although they were at the time not in the fog, but were about to enter it where the Andrea Doria was located. Also, both ships continued at speeds too fast considering the conditions. Although, it was deemed that the crew of Andrea Doria would have to take the major share of the blame, considering they did steer the ship to port, rather than starboard according to regulations.

A map of the collision area and showing the ships that came to the rescue

Although the vast majority of passengers and crew survived the collision, the much larger Andrea Doria capsized and sank during the next morning. Due to the collision lifeboats on the starboard side of the ship were unusable. However, other ships in the region responded and provided assistance, which averted a large loss of life. Sadly, five crewmembers on the Stockholm were killed instantly with several trapped in the wrecked bow.

The crippled Stockholm assisted in the rescue and ended up carrying 327 of Andrea Doria’s passengers and 245 crewmembers, in addition to her own passengers and crew. After the Andrea Doria finally sank, the Stockholm sailed to New York under her own power and arrived the next day, July 27.

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 the Stockholm, which had its bow sheered off. Swedish American Line agreed to cover the $1 million replacement of the Stockholm’s bow, whilst Italia Line had bear the cost of the loss of the Andrea Doria.

As can be seen Stockholm’s bow was completely sheered off and had sunk

Author’s private collection

The Stockholm managed to remain afloat thanks to the watertight bulkheads that were located between holds one and two.

Author’s private collection

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 their “odd ship” the Stockholm.

Technical details – MS Stockholm - 1948

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 8 Cylinder Wärtsilä 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)

Crew: 220

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Stockholm Sold in 1959

After several failed attempts, she was sold on May 15, 1959 to East German “Freier Deutscher Gewerkschaftsbund,” an East German Union Movement Organisation.

Postcard of the MS Volkerfreundschaft

Author’s private collection

After a refit she was renamed Volkerfreundschaft on January 3, 1960. She operated as a simple down to earth Trade Union Soviet cruise ship for the next twenty years mainly visiting Eastern bloc countries as well as Cuba. In addition she was also chartered out to Stena Line on and off from 1966, and thus she visited homeland on various occasions.

Original postcard of the MS Volkerfreundschaft

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. She first was laid up at Holmestrand, until December when she sailed to Southampton. However she returned to Oslo in the same month as she was chartered by Norwegian interests to become an accommodation ship for refugees. She was renamed Fridtjof Nansen.

She is seen here as the Fridtjof Nansen a refugee accommodation ship

Photograph taken by & © Hans Jurgen Amberg

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Italia Prima – 1989-93

Four years later, May 1989, she was sold to the Italian Star Lauro Lines who hoped to refit the liner to become a luxury cruise ship but laid her up. She was finally renamed, Italia I in 1993.

In October 1994 she was taken over by Nina Cia. di Navigazione who renamed the ship Italia Prima. They decided to completely rebuild the ship retaining only the magnificent solid riveted steel ice strengthened hull and made it into a luxury cruise ship! Thus, only the superbly built ice strengthened hull of the original Stockholm remained.

Italia Prima seen in August 1994, and is obviously close to completion

From a newspaper clipping – photographer unknown

Italia Prima was fitted with new diesel engines, machinery, a modern streamlined superstructure, and funnel. Her spacious public rooms and cabins are all first class and were constructed whilst part of the classic lines of the Stockholm’s hull was retained, but as a massive “Duck Tail” (sponson) had to be added to her stern, which is almost one third of the ship in length at the stern, just to aid her stability. Obviously her new owner was well aware of her sea going problems from her logs. This “Duck Tail” was is the largest ever fitted to any ship and it was especially designed to aid her stability and speed efficiency, although many future passengers would argue that for the stability factor it did very little in bad weather, and that her stabilizers were seldom used. On the world voyage in 1997, the Staff Captain stated that they could “not use her stabilizers (during a period of bad weather) as it could damage the stabilizers.”

MV Athena seen in Sydney in 1997 whilst on a world voyage

Note the largest & longest “Duck Tail” ever fitted to the stern of a ship!

In the mid 1997 the 16,144 ton Italia Prima conducted its first world cruise, which included inaugural visits to Australian ports including Sydney, when the author was onboard her. Her facilities were certainly excellent, fine public rooms and accommodations were modern and well equipped. However, we need to remember that in those days she was a 4 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 today operate a fleet of ships.

In 1998 Italia Prima was chartered to Valtur Tourist Organization and she was renamed Valtur Prima, however, this operation was a relatively short lived operation.

A Vultur Prima publicity image

MS Athena -2004

In December 2001, Italia Prima was chartered by Festival Cruises and renamed Caribe; however, her cruises struggled to gain popularity and the ship again proved to be 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 chartered her to Portuguese Arcalia Shipping who placed her their Classic International Cruises fleet. Having had an extensive refit MV Athena entered service with the company and she spends most of the year cruising in and around UK/Europe for CIC with the Mediterranean always being popular. She was registered in, and flew the Portuguese flag. From January 2005, until August 18, 2008, when she was reregistered in Italy and sold to First Quality Cruises Inc of Panama and under the management of World Cruises Agency of located at 128, Avenida 24 de Julho, Lisbon Portugal, on October 13, 2008, but she is sailing under the banner of Classic International Cruises.

Australian Cruises!

During the 2008/09 Australian summer she undertook a line voyage to Australia via the Suez Canal and was allegedly attacked by pirates, according to all news and passenger reports, although the shipping company claims it was all a mistake??? Upon arrival she arrived in Fremantle (Perth) Western Australia and she commenced a summer series of cruises, which over the past four years has been operated by the popular MV Funchal. The company has announced that she will return for the 2009/10 summer in spite of a flood of 61 bad cruise reports to 1 positive received.

Current registration details as of February 2009. MV Athena: IMO 5383304; Call Sign ICZU; GRT (Gross Registered Tonnage) 16,144-ton; currently flying the Italian flag. During an official December inspection of the ship in Fremantle Australia, there was one deficiency found in regard to “Life saving Appliances.” However, I am sure this was soon corrected for the ship could not have sailed otherwise, thus it could not have been too serious, but it is listed in the official equasis.org reports! However having checked her recent records, she has had a long list of problems, such as the following: “Safety of Navigation” and two other items notified in Greece. “Structural Safety” and “Operational deficiency” (United Kingdom). “Fire safety measures” and Propulsion & Aux” (New York). These are just a few in the past twelve months, however what worries me is that the same deficiencies have come up time and time again, especially “Life saving Appliances,” “Fire safety measures” and “Safety of Navigation” in the past few years. Source of inspections done on the ship and their results are from; equasis.org of which I am a member.

As I stated earlier, when she was the Italia Prima, she was a 4 Star luxury cruise ship, whereas today’s Classic International Cruises MV Athena, is a basic 2½, possibly a 3 Star budget ship, but she does offer good value for money but the ship is obviously operated to a budget to suit!

The 61 year old MV Athena, known in maritime history “Worst Roller of the North Atlantic” is still with us today

But she is expected to be sold for scrap late 2010 as she will NOT pass the new 2010 SOLAS safety regulations

End of the Line in 2010!

2010 will be her final year as from a report received from one of her crew member’s; she will not pass SOLAS, being the new “Safety Of Life At Sea” regulations that will cone into effect in September/October 2010. Thus after a busy year, she will be 62 years old and will most likely be sold for scrap. As I love classic liners of yesteryear, it is sad, but this ship was a rare beauty to look at when built, there is no doubt about that, but the fact is, she was without doubt the worst SAL ship ever built and she had the worst hull design in history for a passenger liner, it was one that was more suitable for a naval frigate, thus her poor sea handling capabilities, which has plagued her 60 plus years! Nevertheless, it will be sad to see what was once “a pretty looking ship” go!

Her long slender hull lines are obvious - she is seen towards the end of her Stockholm days

… and she had her superstructure stretched far forward to facilitate additional accommodations

Photographer unknown - *See photo notes at bottom of page

Page Two – Photo Page

PLEASE NOTE: The photo page covers the interiors and exteriors of the three stages of this ship

MS Stockholm, Volkerfreundshaft with a Deck Plan – Also, after her rebuilding as a cruise ship; the MV Italia Prima & Athena

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