The End of Break Bulk Liner Shipping

By B.F. Bindia

Four Case Studies

The demise of Break Bulk Liner shipping came with the advent of containerisation and container ships. Although the philosophy of containerisation and container ships was developed shortly after WWII, it was not until the mid 1960’s that container shipping started to make its presence felt and by the end of the 1960’s dedicated container ships were being built and were entering service. This was the true shipping revolution, which changed a way of life that had existed for many years, and was to be the death knell to many ships and shipping lines.

During the early to mid 1960’s, a number of shipping lines introduced modern, fast, break bulk tonnage into service. The rapid spread of containerised shipping prematurely cut short the careers of a great many of these ships. Many of these ships were sold to other companies for use on other trade routes. Some were converted into semi – container ships in an attempt to survive and compete, but this was short lived and they were quickly sold. Full container ships replaced them.

Thus the success and careers of many fine ships were cut short, and in some cases so were those of their owning companies some of whom had existed for over a hundred years with a glorious history of achievement.

This monograph looks at four examples of the pinnacle of modern liner break bulk merchant ship development from four companies all of which served one of the premier sea routes, the Europe to East Asia service.

The “Prometheus” of the Blue Funnel Lines ‘Priam’ class, with containers

A Comparison of the Four Ship Types

	Super – P or Priam Class	Benledi Class	Friesenstein Class		Westfalia Class
Owner	Blue Funnel Line	Ben Line Steamers Ltd	Norddeutscher Lloyd		Hamburg Amerika
Route	Europe – Far East express
When built	1966-1967	1965-1967	1967-1968		1964-1967
No of ships in class	8	3	7		7
Length o.a.	563’	563’	161.72m (531’)	176.52m (579’)	163.34m (536’)
Beam	78’	75’-3”	22.56m (74’)	26.5m (87’)	22.04m (72’)
Draught	30’	33’-7”	10m (33’)
DWT		13785	12787	15806	12644
GRT	12094	8765	10481	12702	10919
Main engine	B & W	Sulzer	Bremer Vulkan
Power	22,500 BHP	20,700 BHP	18,400 BHP
Speed	21.0 knots	21.5 knots	21 knots	19 knots	21 knots
Passengers		12	12
Capacity teu	150		-	504
Other ships in Class	“Priam” “Peisander” “Protesilaus” “Prometheus” “Pembrokeshire” “Glenalmond” “Radnorshire” “Glenfinlas”	“Benledi” “Ben Wyvis” “Banalbanach”	“Friesenstein” “Holstenstein” “Badenstein” “Sachsenstein” “Hessenstein” “Schwabenstein” “Bayernstein”		“Wesfalia” “Hammonia” “Alemannia” “Borussia” “Bavaria” “Holsatia” “Thuringia”
Notes	Four latter ships originally with Glen Line, but later transferred to Blue Funnel.		Ships in italics lengthened and converted into semi-container ships.

The ‘Super-P” or ‘Priam’ Class of the Blue Funnel Line.

“Priam” at sea

The ‘Super-P’ or ‘Priam’ class ships were built by Vickers Armstrong Shipbuilders, Newcastle (Walker on Tyne) (six ships) and Mitsubishi Heavy Industries, Japan (two ships, “Pembrokeshire” and Glenalmond”. Four of the ships were built in Blue Funnel colours, and four were built in Glen Line colours.

The careers of all eight ships were cut short by the spread of container shipping. Although attempts were made to keep them in service with the carriage of containers, the ships were unsuitable for such use and could not compete with the dedicated container ships entering service. The first four ships were sold en-bloc in 1978 after only 12 years in service and the last of the class being sold in 1983.

Some of the vessels were converted for the carriage of containers under new owners and on other routes, but by another 6 years almost all had been sent to the breakers, after relatively short lives of only some 18 years.

Details of the ships follow:

“Priam”

Lead ship of the class, completed in 1966. Sold in 1978 with “Peisander”, “Prometheus” and “Protesilaus” to C.Y.Tung, renamed “Oriental Champion”. Arrived Kaohsiung 1985 in tow from Bahrain for demolition.

“Peisander”

Completed in 1966. Sold in 1978 with “Priam”, “Prometheus” and “Protesilaus” to C.Y.Tung, renamed “Oriental Exporter”. 1981 renamed “Main Express”. 1984 renamed “Oriental Exporter”. Arrived Kaohsiung 1986 for demolition.

“Protesilaus”

Completed in 1967. Sold in 1978 with “Priam”, “Prometheus” and “Peisander” to C.Y.Tung, renamed “Oriental Importer”. June 1985 struck by two rockets during Iraq – Iran war while en-route Dammam / Kuwait. July 1985 left for Kaohsiung for demolition.

“Prometheus”

Completed in 1967. Sold in 1978 with “Priam”, “Peisander” and “Protesilaus” to C.Y.Tung, renamed “Oriental Merchant”. 1980 renamed “Oriental Merchant No 1”, then reverted back to “Oriental Merchant” again same year. Arrived Kaohsiung 1986 for demolition.

“Pembrokeshire”

Completed in 1967 for Glen Line. Transferred 1972 to Blue Funnel and renamed “Phrontis” . Sold in 1982 to Gulf Shipping Lines, renamed “Gulf Osprey”. 1983 sold to Islamic Republic of Iran Shipping Lines, renamed “Iran Etjehad”. Arrived at Gadani Beach in 1995 for demolition under the name “Dolphin VIII”.

“Glenalmond”

Completed in 1967 for Glen Line. Transferred 1973 to China Mutual and renamed “Patroclus”. 1974 transferred to Blue Funnel subsidiary ‘NSMO’. 1978 transferred back to Blue Funnel. Sold in 1982 to Rajab & Co, Jeddah, renamed “Rajab 1”. 1984 arrived at Port Rashid on fire. Sold and broken up at Gadani Beach.

“Radnorshire”

Completed in 1967 for Glen Line. Transferred 1973 to China Mutual and renamed “Perseus”. 1978 sold to China Navigation Co as “Kwangsi”. 1981 renamed “Asia Dragon”, unknown owners. Sold in 1982 to Saudi Venture Organisation, renamed “Saudi ZamZam”. Sold to China in 1984 for demolition.

“Glenfinlas”

Completed in 1967 for Glen Line. Transferred 1973 to Blue Funnel and renamed “Phemius”. 1978 sold to China Navigation Co as “Kweichow”. Sold in 1983 to Saudi Venture Organisation, renamed “Saudi Kawther”. Sold to China in 1984 for demolition.

The six ships of this class that were built in the UK have the distinction of being the last Blue Funnel ships to have been built in the UK. Significant delays to the delivery of these ships meant that the Mitsubishi built ships although ordered later were in fact to enter service first. The labour problems in the UK yard that caused the delivery delays meant that Blue Funnel were never again to place a newbuilding order with a British yard. The decline and near extinction of British shipbuilding had begun.

Another point of significance was that the transfer of the “Patroclus” ex “Glenalmond” from NSMO and Dutch registry back to Blue Funnel and British registry meant the end of NSMO and the Dutch blue funnelers – the end of another long tradition.

The “Pembrokeshire” / “Phrontis” was the last of the ‘Super-P’s to be broken up in 1995 at the grand age of 28 years, outlasting her 7 sisters by some 10 years – a good innings for a class of ship whose careers with their original owner were prematurely curtailed after only 12 years.

Container loading trials aboard a ‘Priam’ class vessel in Liverpool docks.
© John Marshall

“Oriental Exporter” ex “Peisander” converted for container carriage.

Priam sailing from Liverpool
© John Marshall

Glenalmond at Singapore – similar view to above, but red funnel

The ‘Benledi’ Class of Ben Line Steamers Ltd.

“Benalbanach” of Ben Line Steamers

All three units of this class were built by Charles Connell & Co, Scotstoun, UK. Like the ‘Super-P’s of Blue Funnel, their careers with Ben Line were prematurely ended with the advent of containerisation. Unlike Blue Funnels ‘Super-P’s, little if any effort seemed to have been made to adapt them to handle containers, instead all three ships were quickly disposed of en-bloc to the Italia Line.

These ships bore a certain outward similarity to Blue Funnel’s ‘Super-P’s.

Details of the ships follow:

“Benledi”

Yard number 505, launched Thursday, 18 February 1965. Sold 1972 to Italia Line 1972, renamed “Da Noli”. 1980 sold to Panama, renamed “Tina B”.

“Ben Wyvis”

Yard number 509, launched 1967. Sold 1972 to Italia Line, renamed “Da Recco”. Scrapped 1979 at La Spezia after a fire.

“Benalbanach”

Yard number 510, launched Wednesday 12 August 1967. Sold 1972 to Italia Line, renamed “Da Verrazano”. 1979 sold to Liberia, renamed “Rea B”.

“Benledi”, as lead ship of the class, had the longest service under the Ben flag of 7 years, the other two ships of the class sailed under the Ben flag for only 5 years. Short careers indeed.

The “Benledi” of Ben Line Steamers

Aft end view of “Benalbanach”

The ‘Friesenstein’ Class of the NordDeutscher Lloyd Line.

The “Friesenstein” of North German Lloyd, name ship of the class

The picture above shows the “Friesenstein” as built, with her plain buff NDL funnel. After the merger of NDL with Hapag on 1-9-1970, to form Hapag – Lloyd, the Hapag funnel colours of black, white and red bands were added to her funnel top.

Planning for this class of seven fast freighters was started by NDL in 1965, intended to compete on the East Asian service with the seven fast freighters of Hapag, the ‘Westfalia’ class the first of which had entered service in 1963. The first and name ship of the class, “Friesenstein” entered service in 1967.

With the merger of Hapag and North German Lloyd, in 1972, all seven ships came under the ownership of the new company, Hapag-Lloyd. They were transferred from the East Asian service to the South American service, and a few years later four of the class were sold: “Hessenstein” (1974), “Badenstein” (1978), “Sachsenstein” (1979), “Bayernstein” (1980).

The three remaining ships, “Friesenstein”, Holstenstein”, “Schwabenstein”, were delivered in 1980 to Thyssen Nordsee Werke for conversion into semi-container ships. The first to be converted was the “Schwabenstein”, which entered dock on the 21 February 1980. She was cut in two just ahead of the superstructure, to be lengthened by the insertion of a new hull section 14.8m long. Beam was increased by 4 m to 26.5m to maintain stability – this was done by adding 96m long blisters to the underwater hull. The new hull section provided a new cargo hold – no 5 – and between this hold and the original no 4 hold a 28 t container crane was mounted. Container capacity was 322 below deck and 182 above deck. “Schwabenstein” was completed on 22 April 1980 to be followed for the same conversion by the “Friesenstein” during April – June 1980 and then the “Holstenstein” which completed on 7 August 1980. After conversion, the service speed of the ships dropped from the previous 21 knots to 19 knots. All three ships entered service on the South American route, sailing between Hamburg, Bremen, Amsterdam and Antwerp in Europe and Buenaventura, Guayaquil, Callao and Valparaiso in South America. However, some 3 – 4 years later these three ships were sold.

Details of the ships follow:

MS “Friesenstein”

Was sold in February 1983 to Tilsamar Inc, Panama, and re-named “Kinaros”. In 1987 she was sold again to the Greek South American Line, Piraeus, renamed “Athinai”. In January 1994 she was broken up at Alang in India.

MS “Holstenstein”

Built by Flender Werke - launched 28-11-1967 Converted into semi container ship in 1980. Sold January 1984 to Tilsamar Inc, Panama as “Karos”. Sold 1987 to Greek Regular Lines Special Shipping Co, Piraeus.

MS “Badenstein”

Built by Flender Werke - launched 8-1-1968 Sold 1978 to Cia. Sudamerikana Vapores, Chile, as “Rapel”. Broken up 1984 at Kaohsiung, Taiwan.

MS “Sachsenstein”

Built by Flender Werke - launched 14-3-1968 Sold 9-3-1979 to Cia Sudamerikana Vapores, Chile, as “Renaico”. Broken up 1984 at Kaohsiung, Taiwan.

MS “Hessenstein”

Built by Bremer Vulkan - launched 21-11-1967 Sold 14-6-1974 to Transnave, Ecuador, as “Isla Puna”. Broken up 1987 at Kaohsiung, Taiwan.

MS “Schwabenstein”

Built by Bremer Vulkan - launched 8-1-1968 Converted into semi container ship in 1980. Sold 1984 to Tilsamar Inc, Panama as “Karpathos”. Sold 1987 to Greek Regular Lines Special Shipping Co, Piraeus.

MS “Bayernstein”

Built by Bremer Vulkan - launched 7-3-1968 Sold in August 1980 to South Star Shipping Co, Singapore, as “South Star”. Broken up 1983 at Kaohsiung, Taiwan.

The “Schwabenstein” of the ‘Friesenstein’ class, converted into a semi – container ship

The ‘Westfalia’ Class of the Hamburg Amerika Paketfart Aktien Gesellschaft (HAPAG).

The “Westfalia” of HAPAG, name ship of the class

Hapag decided in 1963 to build a class of seven ‘Fast freighters’ for their express East Asian cargo service. These ships were of 12,000 dwt with a speed of 21 knots, similar in concept to the seven NDL fast freighters, also to operate on the same service.

The order was placed with Blohm & Voss of Hamburg and the first ship, after whom the class was named, the “Westfalia”, was delivered on 17-12-1964. She was followed by the “Hammonia” (15-5-1965), “Alemannia” (14-8-1965), the “Borussia” (4-12-1965), the “Bavaria” (14-5-1966), the “Holsatia” (15-10-1966), and the final ship “Thuringia” on 13-3-1967. The “Thuringia” was the 50th ship to be built by Blohm & Voss for Hapag since the first in 1888.

However, this concept of ‘fast freighter’ was doomed, as no sooner had the last ship of the class, the “Thuringia”, entered service than the East Asian service for which they had been built started to be containerised. With the merger on 1-9-1970 of Hapag and NDL, all seven ships came under the ownership of the new company Hapag – Lloyd.

Four new container ships entered service in 1972/1973 for Hapag – Lloyd on the East Asian service. The seven ships of the ‘Westfalia’ class were converted into semi-container ships.

By the mid 1980’s, all the seven ships had been disposed of. The “Westfalia” was transferred in December 1977 to Hapag – Lloyd International SA, Panama, under the German flag with Hamburg as home port. She was followed by the “Holsatia” in 1978, the “Hammonia”, “Alemannia” and “Bavaria” in 1979 and the “Borussia” in 1980. The “Thuringia” was transferred in 1982 to Thuringia Carriers Pte Ltd, Singapore, and was chartered back for a three year period.

The “Westfalia”, “Alemannia” and “Bavaria” were broken up in 1986, followed by the “Hammonia”, “Borussia”, “Holsatia” and “Thuringia” in 1987.

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