compiled by Dee Finney

Records show that there is a ship collision on the average of every 5 days.
Not all results in deaths. - missing - and not found can be assumed to be dead.

2 killed - North Korea 8-13-08

2 killed, 1 missing - Pekanbaru, Riau - 8-4-08

800 missing - Ferry - Manila, Philippines - 6-24-08
update - only 34 rescued out of 862 passengers

2 dead - New Zealand - 6-20-08
10 dead from Typhoon Frank - 6-19-08
6 dead - 3 missing - China Sea - 5-27-08
6 dead - Sydney Harbour - 5-1-08
19 missing -presumed dead - Hong Kong - 3-23-08
4 deaths - Anchorage, Alaska - 3-23-08
2 deaths - Tokyo, Japan  2 missing -3-6-08
 Namibe, Angola, 3 missing - 2-12-08
2 dead -  South Korea -  1 missing - 2-4-08
15 dead  Yangtze estuary -Shanghai - 2-3-08
- South Korea 14 missing - 12-25-07
- "Formosa 10" Taiwan to South Korea - 19 missing - 12-16-07
1 dead - Greece - ship's captain died - 10-12-07
 31 dead - Nigeria - 10-5-07
 1 dead 10 missing - Yellow Sea - China - 10-3-07
 14 missing - (just one ship) 10-2-07
3 missing - presumed dead - South China Sea - 9-30-07
6 missing -presumed dead - China - 9-29-07
8 dead -  
Huirong China - 9-29-07
1 missing -
Kiku Maru - Japan - No. 2 - 9-15-07
2 dead - Shelly -Israel -  - 8-31-07
16 missing and presumed dead - Golden Rose -China-  5-17-07
1 dead - 7 missing - Hoang Dat 36 - Vietnam-  5-16-07
4 dead - Italy - 1-15-07
15 missing - presumed dead - Vietnam - August 13, 2006
37 missing - presumed dead - Eastern China - February 19, 2006
More than 230 people died or were listed as missing in boat sinkings in China last year, officials reported
4 dead - 5 missing - Wei Hang 9
, Malta - 7-23-05
8 dead -
-China - April 9, 2004
20 missing - presumed dead -
Jinhaikun - China - April 8, 2004
1 dead - China -  September 8,  2003
1 dead  Sassenach - Panama - May 29, 2003
4 dead - 7 missing - A.M. Vella -Hong Kong - China - March 18, 2002
4 dead - 1 missing -
Wan Hai 301 - Hong Kong, China - March 15, 2002hd

51 dead - Andrea Doria - Nantucket Island - July 25, 1956
1198 dead including 128 Americans - Cape Clear Island, Ireland - Lusitania - May 7, 1915
1520 dead (approx)  Titanic - North Atlantic - April 14, 1912

3 dead - RMS REPUBLIC - New York City - January 23, 1909


9-30-07 - DREAM - I've had a lot of complicated dreams, and this one probably beats them all.

Everyone has at least one rival or enemy in the business of what I do. Some love my work and some don't. Some think I'm a great prophet and some think that what I do is 'evil' based on religious grounds.

In that vein, I was writing a web page about 'The Greatest Ship Collision in Maritime History' because that is what I dreamed.  In my dream I actually experienced the collision in real life as it was occurring, and then dreamed it like the ship was made of green plastic (similar to the greenhouse Joe and I are building in our yard)  It seemed so real, that after the dream I woke up and asked Joe if he had heard an news about a ship explosion somewhere.  He hadn't.

While I was working on my web page, I went to my rival's web page to see what she was talking about.  She was talking about me and her opinion of my work, which was not very nice, but I thought I would make peace with her because I also dreamed that she and I both moved and ended up living right across the street from each other.

So, I purchased a large bouquet of roses and took them to her house which was on the other side of town.  My rival, a blonde woman about the same age as myself or perhaps a few years younger, with short curly hair, greeted me at the door.  She reluctantly took the roses and looked extremely skeptical at me as I was trying to make peace with her.  I could see why - her boss was there - an older woman than myself - and she was telling her what to write.

We had held hands for a short time while I was delivering the roses, but now that her boss was there watching, she dropped my hand and went back to being completely her nasty self.

My rival said that a book had come out where people were quoted as to my work and nothing was positive.  She said that she was going to be quoting liberally from that book.

I wanted to tell her about my dream about the ships but was reluctant at that point. I wanted her to know what was going to happen. Just as I left, I told her about the ship collision that I had dreamed and left the building. I was satisfied now that she knew what was going to happen in the future.

I felt very tired as I walked home because I had not really made peace with my rival.  As I got back to my own office building, I ran into two people who had injured themselves. Both were wearing grey gabardine coveralls like workman. One complained he had injured his arm, and the other complained he had injured his leg.  The one who injured his leg said that he needed new grey pants, but I didn't have access to any to help him.

So, I continued walking up the stairs to the 4th floor to my office, where I was working on a map of the United States because the weather was changing all over the country, and I was putting a coating of light orange paint all over the map - the kind of paint you could see the color, but still see the features beneath.

My boss walked in and asked me if that was my original art work, and I was honest and told him that I hadn't created the map, but was just coloring it orange like it was going to look in the future. Another co-worker came up on my left side and pointed out the names of the original authors of the map work was printed right on the map.  I was running out of orange paint at that point so the western states didn't get as much orange paint as they deserved.

I really needed to get back and write about the ship collision, because I wanted to be able to stop it from happening, but knew I couldn't do that. I didn't know which two ships it was, just that there were so many people on both ships, that the death toll was the largest of any two ships colliding - ever.


2-26-08 - Last night I had three dream/visions which referred to ship danger. 

The first one showed me a dark blue loose leaf black bound book with a dark blue cover that said simple:  SURVIVAL

The other two showed me a page of dark blue seed beads lined up, also referring to the danger to ships, and when I attempted to touch the dark blue seed beads, they turned to a page of dark and dirty seed beads.

I can't say for certain what this means, but it's not good.




Ship collision

From Wikipedia, the free encyclopedia

Ship collision is the structural impact between two ships or one ship and a floating or still object. Ship collisions are of particular importance marine accidents. Some reasons for the latter are:

  • The environmental impact, especially in the case where large tanker ships are involved. However, even minor spills from any kind of merchant ship can form a threat to the environment.
  • The loss of human life.
  • Financial consequences to local communities close to the accident.
  • The financial consequences to ship-owners, due to ship loss or penalties.

As sea routes are getting denser and ship speeds higher, there is a good possibility that a ship may experience an important accident during her lifetime. Higher speeds may cause larger operational loads, like slamming, or excessively severe loads, for example during a collision. Denser sea routes increase the probability of an accident – in particular a collision – involving ships or ships and shore or offshore structures. Due to extremely large masses and relatively high velocities the energy involved in such an accident is astonishing: the collision energy of a 10000t RoRo passenger at a speed of 30kn, is equivalent to 10000 cars of approximately 1t each, impacting a small area with a speed of approximately 55km/h (the speed used in Euro NCAP side impact tests for cars).


NKorea allows SKorean ship return home after probe

SEOUL, South Korea: North Korea allowed a South Korean cargo vessel to return home Wednesday after investigating its crew members over a ship collision that left two North Koreans dead, an official said.

North Korea told South Korea in a telephone call that the cargo ship carrying seven people left a North Korean port around 3 p.m. (0600 GMT) to return to the South, said Kim Ho-nyeon, a spokesman at the South Korean Unification Ministry. South Korea's Coast Guard said the vessel crossed into South Korean waters and was sailing toward a southern port.

Kim said the North also promised to send South Korea official documents detailing its investigation into Tuesday's collision between the cargo ship and a North Korean fishing boat in waters north of the eastern sea border between the Koreas.

Two North Koreans died after their fishing boat sank following the wreck. However, its two other crew members were rescued by the South Korean vessel that was transporting sand from the North, according to the Unification Ministry.

The South Korean ship subsequently sailed to North Korea's Jangjon Port for questioning, the ministry official said.

Later Wednesday, the North's official media reported the military sent a separate message stating the country has decided to take "the fraternal measure" of sending back the South Korean ship because the collision was an accident that took place in the middle of the night.

"This incident took place as the captain of the South's cargo ship failed to detect our fishing boat that was in front of his ship, as he was solely navigating it after letting his tired crew members sleep," said the message, carried by the Korean Central News Agency.

A North Korean state-run trading company also sent a message Wednesday to its South Korean business partner responsible for excavating the sand, proposing a meeting between the sides to resolve the issue, according to the Unification Ministry. The North's Korea Joining Trading Company said it would let the South Korean boat return home under a "humanitarian, fraternal viewpoint," it said.

An Hyun-ja, an official at Seoul-based Acheon Global Co., confirmed her company received an official message from its North Korean business partner but did not provide details of the message.

Acheon Global brings North Korean sand to the South for use in construction projects. South Korea's Daebul Construction Co. owns the ship.

The collision came amid continuing tensions between the two nations over the shooting death last month of a South Korean tourist vacationing at that resort.

The North has said the tourist was shot because she entered a restricted military area and ignored warnings to stop. In response, South Korea halted tourist visits to the resort, demanding the North allow investigators into the area.

The two Koreas are still technically in a state of war because their 1950-53 Korean War ended with an armistice, not a peace treaty.

Ties between the countries have soured since a pro-U.S., conservative government took office in February in Seoul with a harder line on the North.



Ship collision, two killed, one missing.

Pekanbaru, Riau, (ANTARA News) - Two passengers were killed and another one still missing after a collision between a passenger ship and freighter in the Malaka waters, in Riau and Riau islands border region on Sunday.

Head of a navy post in Rokan Hilir, First Lieutanant Al Mufit, told ANTARA in Pekanbaru that the accident took place 20 miles from Bagan Siapi-api, Rokan Hilir regencies on Sunday afternoon.

The passenger ship, Damai Lestari with 22 people on board was sailing from Belawan to Karimun while the freighter is called MT Tancoral. The two dead people and the missing one were passengers of Damai Lestari.

"19 Passengers were save and the victims were evacuated to the Tanjung Balai Karimun naval base," he said.

"MT Tancoral may have escaped to the direction of Belawan," he said, adding the identity of the victims were still unkown.(*)




Only bodies under toppled ferry in Philippines

 There were 862 people on board as the passenger ferry capsized, including "751 manifested passengers and 111 crew members", the ship company said on Monday, up from the earlier reported figure of 747. As of now, only 34 have been rescued while most of the others may have died.

MANILA, Philippines (AP) — Divers wriggled into a capsized ferry Tuesday and found only bodies — including that of a crewman still clutching a radio — three days after some 850 people went down with the vessel during a powerful typhoon, officials said.

Hundreds of people were feared trapped when the ship suddenly tilted and went belly up Saturday at the height of the powerful storm that left dozens of people dead in flooded communities in the central Philippines.

Philippines Navy spokesman Lt. Col. Edgard Arevalo indicated it was unlikely there were survivors from the ferry. He said the ship's interior was too dark to determine how many bodies were there and lighting was being brought in.

"Most of the bodies were floating inside. They were trapped when the seven-story ship suddenly tilted and capsized," he told dzBB radio.

Arevalo said it was possible some passengers could have survived initially, but the roiling seas from Typhoon Fengshen had kept rescuers at bay too long and suffocation may have claimed some lives.

He said some of the bodies had life vests but many passengers apparently hesitated to jump into the "turbulent waters" before the ship capsized because "it happened too sudden." Survivors said the ship listed and went down in a half-hour or less.

"If there are survivors, they could only be found in the forward portion, because if the vessel is no longer watertight, water would enter all its spaces that are submerged," Arevalo said.

Coast guard chief Adm. Wilfredo Tamayo said about 20 coast guard and navy divers were at the scene and that the U.S. Navy ship Stockham had arrived with frogmen and search-and-rescue helicopters.

He said the divers had broken windows and used every other gap they could find to slip inside the 23,824-ton Princess of Stars, which has only one end jutting from the water off Sibuyan island.

Arevalo said the priority now is to extricate the bodies. He said options include attaching weights to them and then pulling them out, or cutting the hull — a prospect complicated by a cargo of bunker oil that could leak and turn the human disaster into an environmental one.

On Sunday, divers heard no response when they hammered on the hull, but officials had refused to give up.

Only about three dozen ferry survivors have been found, including 28 who drifted at sea for more than 24 hours, first in a life raft, then in life jackets, before they were found Sunday about 80 miles to the north in eastern Quezon province.

Officials initially reported 747 passengers and crew were aboard the ferry, but said Monday that it was carrying about 100 more.

Six bodies, including those of a man and woman who had bound themselves together, have washed ashore, along with children's slippers and life jackets.

While some relatives tearfully waited for news, others angrily questioned why the ship was allowed to leave Manila late Friday for a 20-hour trip to Cebu with a typhoon approaching.

Sulpicio Lines said it sailed with coast guard approval. The government ordered the company to suspend services pending an investigation and a check of its other ships' seaworthiness.

Debate also began anew on safe-sailing rules in a country prone to storms — Fengshen was the seventh typhoon this year — and dependent on ferries to get around the sprawling archipelago.

While the official national death toll from the typhoon stood at 117, the worst-hit region reported 227 dead and 275 missing. The figures did not include those aboard the ferry.

Associated Press Writers Teresa Cerojano, Jim Gomez and Bullit Marquez contributed to this report.


Update: 800 missing as Philippines ferry sinks


Manila (dpa) - Twenty-eight passengers and crew members of a ferry that sank in stormy seas in the central Philippines were found alive as rescuers on Monday continued to search for more than 800 missing people, a police official said.

Senior Superintendent Fidel Posadas said the 28 survivors reached the shores of Mulanay town in Quezon province, 150 kilometres south-east of Manila, aboard an inflatable life raft from the capsized MV Princess of the Stars.

Posadas said local authorities were coordinating with Sulpicio Lines, owner of the ill-fated ferry, to turn over the survivors.

The recovery brought to 32 the number of survivors from the ferry sinking, with six confirmed killed and more than 800 still missing, according to the Coast Guard and Sulpicio Lines.

Coast guard and navy rescuers scoured islets and coastal towns near Sibuyan Island, 300 kilometres south of Manila, where the Princess of the Stars sank on Saturday, in hopes of finding more survivors. Additional rescue ships were also dispatched by the coast guard and the navy on Monday.

"Our teams are ready to scour the area to find if there are more survivors," said Lieutenant Armand Balilo, coast guard spokesman. "There are even divers and equipment to go under the ship if the weather permits."

The life raft that reached Mulanay initially carried 30 people, but two fell overboard during the rough journey, Posadas said.

Susan Lesbo, one of the survivors, told local television that they were able to successfully manoeuvre their life raft to shore because some of their companions were seamen.

"We were successful because the seamen knew how to manoeuvre the raft," she said.

Jonathan Rendo, another survivor, added that they all helped each other through the harrowing ordeal.

"We knew that we had to be strong together because if not, we will all die," he said, holding back tears.

On Sunday, four survivors were found in San Fernando town on Sibuyuan Island.

The 24,000-tonne Princess of the Stars sank after running aground due to huge waves and strong winds spawned by Typhoon Fengshen, which left at least 156 people dead.

Attorney Manuel Espina, a spokesman for Sulpicio Lines, said 724 passengers and 121 crew members were aboard the Princess of the Stars when it sank.

The Philippine Coast Guard has reported only 626 passengers aboard the vessel.

Sea travel is a major mode of transportation in the Philippines, an archipelago of more than 7,000 islands.

The Philippines was the site of the world's worst peacetime shipping disaster in 1987, when more than 4,000 people perished in a collision between the ferry Dona Paz and an oil tanker off the central island of Mindoro just before Christmas.

Earlier report:

Manila (dpa) - Twenty-eight survivors have been recovered from a passenger ferry with 800 passengers aboard that sank in the central Philippines, a police official said Monday.

Senior Superintendent Fidel Posadas said the 28 people from the sinking of MV Princess of the Stars were recovered in Mulanay town in Quezon province, 150 kilometres south-east of Manila.

Posadas said that local authorities were coordinating with Sulpicio Lines, owner of the ill-fated ferry, to turn over the survivors.

The recovery brought to 32 the number of survivors recovered from the sinking of the Princess of the Stars Saturday off the coast of Sibuyan Island in the central Philippines.

On Sunday, four survivors were found in San Fernando town on Sibuyuan island.

The 24,000-tonne ferry sank after running aground due to huge waves and strong winds spawned by Typhoon Fengshen, which left at least 152 people dead.

The death toll included 10 fatalities from the ferry sinking, according to the Philippine National Red Cross.

Attorney Manuel Espina, a spokesman for Sulpicio Lines, said that 724 passengers and 121 crew members were aboard the Princess of the Stars when it sank.

The Philippine Coast Guard has reported only 626 passengers aboard the vessel.

Rescuers were braving rough seas in search of more survivors and fatalities as Fengshen continued to unleash heavy rains and strong winds.

Two dead in boating accident in New Zealand

    WELLINGTON, June 20, 2008 (Xinhua) -- Two people were dead and another person was in critical condition on Friday following a boating accident at Waikawa Bay in New Zealand South Island's Picton.

    Police said several people were injured when a runabout collided with a moored ex-naval boat on Friday, Radio New Zealand reported.

    The group was rescued from the water and treated by ambulance crews. Two rescue helicopters were also sent to the area.

    Harbor officials said visibility was clear when the collision happened.

    Summit Rescue Helicopters, which flew two men to Wellington Hospital, said the boat was hit by sun strike and ran into the back of the other vessel.

    A spokesperson said there were five or six people on board, two of whom died.

    Maritime New Zealand has begun an investigation into the incident.  

10 ‘Princess’ victims named
Ferry sunk by Typhoon Frank

By Marian Z. Codilla, Justin Anjuli K. Vestil, Chris Ligan
Cebu Daily News
First Posted 15:25:00 08/18/2008

CEBU CITY, Philippines - After almost two months of waiting, Narcisa Antimaro finally found closure.

On Sunday, Manang Narcisa, 74, was reunited with her son Jonathan, 39, who would have remained one of the unidentified victims of the ill-fated MV Princess of the Stars were it not for the DNA matching that gave him back his identity.

It was a bittersweet moment for Manang Narcisa as she cried tears of joy and sorrow, along with the kin of nine other passengers of the capsized vessel whose remains were identified by matching their DNA with that of their relatives.

The bodies of the 10 passengers were released on Sunday to their families at the Cosmopolitan Funeral Homes on Junquera Street in downtown Cebu.

“Nagpasalamat gyud mi ug dako nga nailhan na ang akong anak intawon (We are deeply thankful that my son was finally identified),” said Manang Narcisa.

Jonathan, a beautician based in Manila, was coming home to Cebu to celebrate his 39th birthday on June 24.

When the Princess of the Stars sank on June 21, Manang Narcisa prayed that he survived and was just stranded somewhere.

But she has since accepted the fate of her son and now could only thank the International Commission on Missing Persons (ICMP), the International Police Organization (Interpol) and the Cebu City government for helping identify her son.

Manang Narcisa would bring the remains of Jonathan to Toledo City, their hometown, where he would be buried.

But for Roweno Adolfo, 27, there could be no relief yet even if the remains of his wife, Mercedita Escuardo Adolfo, 29, had been identified by DNA matching and turned over to him on Sunday.

Roweno said he wanted to bring his wife's body to her hometown in Dumanjug where she would be buried but he did not have the money to do it.

He said he had yet to receive the promised financial assistance from Sulpicio Lines Inc., the owner of MV Princess of the Stars.

Roweno said he could not give his wife a decent burial. He would have to ask help from his wife’s employer, the Cebu-based East-West Meddah Spa, which operated a branch on board the ill-fated ship.

Roweno said he also lost his job in a glass company in Mandaue City because he spent more time following up on the whereabouts of his wife and processing the documents needed to identify her than at work.

“Di na gyud madala sa akong trabaho kay ka tulo na lang ko ka report matag semana. Naundang nalang gyud ko. (I could only report for work three days a week. I had no choice but to stop working),” Roweno said.

Dr. Renato Bautista, officer-in-charge of the Disaster Victim Identification of the National Bureau of Investigation (DVI-NBI), told reporters on Sunday that 25 bodies had been matched but they could only release 10 bodies that had gone through and passed the required documentation for proper identification.

Bautista said the other 15 bodies would still go through the identification board, which is composed of himself as chairman, and forensic experts such as a DNA analyst, a dentist and a fingerprint examiner.

Bautista said the process could take a while. They would release the results to the public as soon as these were completed.

Aside from Antimaro and Adolfo, the DVI-Information Management Center identified the eight other bodies as: Ephraim Tayongtong Jr., 26, of Western Poblacion, Poro, Camotes Island, Cebu; Benedict Tibon, 30, Placencia Compound, Barangay (village) Tipolo, Mandaue City; Pedro Yurag, 59, Kawit, Medellin, Cebu; Henry Tiro, 31, Datag Cansubing, Cordova, Cebu; Eric dela Cruz Jr., 34, Martirez, Cebu City; Julito Laurente Abaño, 36, Purok 6, Barangay Linao, Ormoc City; Dario G. Ano-os, 31, Magay, Daanbantayan, Cebu; and Prescilla O. Tulda, 29, Magsaubay Maya, Daanbantayan, Cebu.

Kathryne Bomberger, ICMP director general, arrived in Cebu on Sunday to assure the families of the victims that they would give them the most accurate result of DNA matching.

She said the DNA matching results would take three weeks if the blood samples of the immediate families and the bone marrow samples from the victims were available at the ICMP headquarters in Sarajevo, Bosnia.

Bomberger said they have received 1,663 blood samples from the family members of 777 missing persons out of the 866 originally reported as missing from the Princess of the Stars tragedy.

The bodies recovered that are now in the Cosmopolitan Funeral Parlor might not all have come from the capsized ship. Authorities suspected that some of the bodies might also be fatalities of other sea mishaps that occurred on June 21 at the height of typhoon Frank.

At least 1,376 persons died or went missing at sea due to typhoon Frank.

Redj Antido of the Cosmopolitan Funeral Homes in Cebu City, which supervised the refrigerated morgue where the cadavers were kept, said nine of the bodies were claimed by their relatives as of 3 p.m. Sunday.

Antido said the remains of Tulda had no claimants until 5 p.m. Sunday.

Antido said the NBI forensic team called up the relatives and informed them that their missing relative had been identified.

To ensure order, relatives of the victims were earlier advised not to flock to the Cosmopolitan Funeral Parlor, the NBI office here or at the Camp Sergio Osmeña. They were told to wait for calls from the NBI for further instruction.

Around 200 cadavers have been brought to Cebu for identification.

The bodies were recovered off and around Sibuyan Island in Romblon, where MV Princess of the Stars capsized on June 21 amid foul weather spawned by typhoon Frank, and from within the sunken vessel.

Before the identification of the 10 bodies on Sunday, NBI forensic teams released at least 19 bodies to their relatives.

Bautista called on families of missing persons to submit their blood samples so that all of the bodies recovered could be properly identified.

Bomberger said there are 170 staff members at the ICMP headquarters who are working seven days a week solely to match the blood samples of the Typhoon Frank victims in the Philippines.

“We are doing the DNA matching more rapidly and accurately with the help of the modern technology,” Bomberger told Cebu Daily News.

The blood samples from the families and the bone samples from the victims are shipped to Sarajevo, while ICMP will send to Cebu the results of the DNA matching electronically through e-mail.

Ronald Noble, director general of Interpol, also assured that the results of the victims’ identification were 100 percent accurate.

Noble said each victim has an individual folder containing all ante-mortem, post-mortem data and results from all the examinations done on the remains.

It might be a lengthy process but “we want better results than 100 percent accuracy in identifying the victims,” Noble said.

Despite the identification of some bodies, there are still hundreds of passengers and crew believed to be trapped inside the capsized vessel.

Although the length of time the bodies have been soaked in seawater might cause the DNA quality to deteriorate, the time is not long enough for the bodies to become unidentifiable, said Bomberger.

But she said it would be best if the vessel is immediately re-floated as it would speed up the bodies’ recovery and fast-track their identification.

But Bomberger and Noble assured that the ICMP and the Interpol would remain in the country until the last recovered body is identified.

Bomberger said her heart goes out to families of the victims who have waited patiently for the results to arrive.

She said she hoped that they would be able to produce 10 to 20 identifications on a weekly basis.

Cebu City Mayor Tomas Osmeña, meanwhile, called on the media to treat the deceased with respect.

He said the media should be considerate to the families of the victims since most of those who died in the tragedy were breadwinners.

“Don't treat them as another set of statistics,” the mayor said. /With a report from Jhunnex Napallacan To subscribe to the Cebu Daily News newspaper, call +63 2 (032) 233-6046 for Metro Manila and Metro Cebu or email your subscription request here.

Copyright 2008 Cebu Daily News. All rights reserved

Capsized Fisherman Helped By Hero Dolphin

Capsized Fisherman Helped By Hero Dolphin

20th August 2008

Masbate, The Philippines -- A dolphin rescued a fisherman after his fishing boat capsized Saturday in the wake of typhoon "Frank" off Negros, although both of them died upon reaching the shore of Burias Island in Masbate.

Online news site Visayan Daily Star reported Thursday that a survivor who witnessed the incident recounted the episode Wednesday.

The dolphin rescued Joseph Cesdorio, 34, a fisherman from Cebu who was among the crew members of the F/B Nicole Louise 2, a Cadiz-based fishing boat.

Caratao said he saw a dolphin, which was about the size of an adult human, drag and push Cesdorio, 34, toward Burias Island.

Unfortunately, neither Cesdorio nor the dolphin survived, he added.

The story of the dolphin’s heroism was corroborated by other survivors who were aboard the Nicole Louise 2. One of them told local radio reporters that because of what he witnessed, he vowed never to eat dolphin meat again.

The body of Cesdorio, which was retrieved from Burias Island, was among the four fatalities brought to Cadiz City and was claimed by his father who is a resident of San Jose, Cebu.


May 28, 2008 18:36 PM

Six Dead, Three Missing After East China Ship Collision

NANJING, May 28 (Bernama) -- Six people died and three were missing after a ship carrying students preparing for a maritime piloting test struck a cargo ship in the Yangtze River in eastern Jiangsu Province, Xinhua news agency quoted the local maritime authority as saying Wednesday.

There were 24 people aboard the "Yuejiang" ship, heading to Zhenjiang City for the test. The ship hit the cargo carrier "Jiangxiazhan" in Jurong City at 11:35 a.m. on Tuesday, a Jiangsu Provincial Maritime Bureau official said.

The Yuejiang, which belonged to the Port of Nanjing, sank after the collision. Six people died and 15 were saved by rescuers.

Twenty maritime ships and 10 rescue ships were on the spot, seeking the three missing.

No casualties were reported on the Jiangxiazhan, which was from Shanghai.

The Transport Ministry set up an investigation team on Wednesday to probe the cause of the accident, the official said.


Eight missing in E China ship collision

    NANJING, May 27, 2008 (Xinhua) -- Eight passengers were missing after a yacht collided with a cargo ship in a section of the Yangtse River in the eastern Jiangsu Province on Tuesday, the local maritime authority said.

    In total, there were 24 people on board the "Yuejiang" yacht, of which 16 were rescued after the two ships collided in Jurong City at 11:35 a.m.. No casualties were reported on the "Jiangxiazhan" cargo ship from Shanghai, a Jiangsu Provincial Maritime Bureau official said.

    A total of 20 maritime ships were on the spot to make the rescue. The cause of the accident is under investigation.  

Sydney Harbor Boat Collision Death Toll Reaches Six (Update1)

By Ed Johnson

May 2 (Bloomberg) -- A boat crash on Sydney Harbor between a fishing trawler and an overloaded cruiser claimed a sixth life after a man died in hospital from brain injuries, police said.

The collision took place in the early hours of yesterday morning, triggering a rescue operation on the harbor involving more than 50 emergency workers, police boats and helicopters, New South Wales police said.

Four women and a man died at the scene, while another man died yesterday at the city's Royal North Shore Hospital. Officers released the identities of five of the six victims, aged between 20 and 29. The U.S. Embassy in Canberra said one was American.

The accident, described by police as the worst fatal crash on the harbor in living memory, came a month after the state's transport safety watchdog called for tighter regulation of recreational boating on Sydney's waterways.

Police yesterday impounded both vessels for forensic tests. Officers are determining whether possible consumption of alcohol played any part in the collision, said Superintendent Mark Hutchings of Marine Area Command.

``A number of people were breath tested and a number of people had blood samples taken from them,'' he told reporters.

Repair Company

The six dead and eight injured were on board a seven-meter (23-foot) half-cabin cruiser which belongs to a ship repair company and is licensed to carry only eight people.

John McPherson, whose Sydney Ship Repair and Engineering company owns the boat, said yesterday it was taken from its berth without permission and wasn't being used by any of his workers.

Most of the injured and dead were workers or customers at a bar in the Sydney harbor-side suburb of Balmain, the Sydney Morning Herald reported.

The crash came 13 months after an out-of-service commuter ferry and a private cruiser collided beneath the Harbor Bridge, killing four people, including two international skating judges.

In a report on that accident issued in late March, the Office of Transport Safety Investigations called for tighter boating license regulations and an increased number of police patrols on the harbor.

To contact the reporter on this story: Ed Johnson in Sydney at

Last Updated: May 2, 2008 00:04 EDT

Five die after cabin cruiser is hit by trawler in Sydney harbour

  • The Guardian,
  • Thursday May 1, 2008
  • Five people were killed and another nine injured after a trawler collided with a cabin cruiser in the dark in Sydney harboure.

    The collision threw all 14 people aboard the cruiser into the water and left the vessel badly damaged, a police spokesman said. All the dead and injured - who were aged between 18 and 31 - had been in the smaller boat.

    The harbour is the site of Australian landmarks such as the Opera House and Sydney Harbour Bridge, and the crash was in an area where sightseeing is common. But it was cold as well as dark at the time of the collision, and the manager of Sydney Ship Repair and Engineering, which owns the six-metre (23-ft) half-cabin cruiser, designed to carry eight passengers, said it was not on company work at the time; staff arrived at work to find it missing.

    The manager, John McPherson, told a local newspaper that all his workers had been accounted for and none worked overnight. The injured are in hospital, where a doctor said one injured man was in critical condition, two were in a serious condition, while the others had minor injuries.

    Australia's prime minister Kevin Rudd told a radio station he was shocked by news of the collision: "This is every parents' nightmare. For the parents of those who have lost their lives this is just a terrible, terrible day."

    Passing vessels raised the alarm and pulled injured people from the water, which was chilled by a cold snap in what is Australia's autumn.

    Ambulance and water police described a chaotic scene as the injured were treated on a small wharf before being moved to hospital. "It was pitch black, quite cool," said an ambulance inspector, Stephanie Radnidge.

    Collisions are rare in the harbour of Australia's largest city. It was once a busy commercial port, but is now dominated by pleasure craft, passenger ferries and cruise ships.


    Coast Guard: 4 dead from sinking ship

    Associated Press Writer

    ANCHORAGE, Alaska - The Coast Guard says four crew members are dead after a Seattle-based fishing boat began sinking off Alaska's Dutch Harbor.

    Coast Guard Lt. Eric Eggan (EE'-gan) says 43 other crew members who abandoned ship early Sunday have been recovered safely.

    Eggan says all are heading to Dutch Harbor in a Coast Guard cutter and a sister ship of the 184-foot Alaska Ranger. The vessel began taking on water shortly before 3 a.m. after losing control of its rudder 120 miles west of Dutch Harbor.

    Eggan says it's unknown how or when the four died. The identities of the dead are also unknown.

    THIS IS A BREAKING NEWS UPDATE. Check back soon for further information. AP's earlier story is below.

    JUNEAU, Alaska (AP) — All 47 crew members of a Seattle-based fishing boat have abandoned ship after the vessel started sinking about 120 miles off Alaska.

    Coast Guard Lt. Eric Eggan (EE'-gan) says 26 people have been safely recovered from life rafts.

    The 180-foot Alaska Ranger started taking on water shortly before 3 a.m. Sunday after losing control of its rudder.

    A Coast Guard cutter and aircraft and the Alaska Ranger's sister ship are taking part in the rescue.

    Nineteen missing, feared dead as two ships collide off Hong Kong

    Sun, 23 Mar 2008 01:28:02 GMT
    World Hong Kong -
    Marine police divers in Hong Kong were Sunday searching for survivors after at least 19 crew members were lost as two ships collided in thick fog. Seven people - six men and one woman - were pulled from the waters between Hong Kong's Lantau Island and its Kowloon peninsula after the tugboat and freighter collided at around 9 pm on Saturday.

    Some crew were thrown into the water by the force of the collision while others are believed to have been trapped inside a cabin aboard one of the vessels, a marine police spokesman said.

    The freighter sank after the collision, which took place near to a group of islands called The Brothers a few miles from the runway of Hong Kong International Airport on Lantau island.

    Thick fog had reduced visibility to as little as 700 metres at the time of the accident. Fireboats and a government helicopter joined in the search for survivors Sunday morning.

    If the 19 missing are confirmed dead, the incident will count as the worst single marine accident in Hong Kong's busy but closely regulated waters for decades.
    Copyright, respective author or news agency


    Body of Missing Sailor Found

    TOKYO - Fishermen have found the body of a Filipino ship's captain who fell overboard after a three-ship collision overnight in southern Japan, bringing the death toll to 2, Japan's coast guard said Thursday.

    Rescuers are still searching for two other sailors from the cargo vessel Gold Leader who also went overboard and remain missing, said Japanese Coast Guard official Tomoyuki Sato.

    The Belize-registered cargo ship sank after it was involved in collision Wednesday with a Japan-registered vessel and a tanker in the Akashi Strait, near the western city of Kobe.

    The crew of a fishing boat working Thursday in nearby waters found the body of the Gold Leader's captain, Tomas Nirid Demandaco Jr., 51, Sato said.

    One of the six crew members who had been rescued after the accident died at a hospital early Thursday, Sato said. All nine of the Gold Leader's crew were Filipinos.

    None of the crew members from the other two ships were injured in the collision.

    Tanker warned prior to collision in Akashi Strait

    KOBE--The 5th Regional Coast Guard Headquarters radioed warning messages to a tanker shortly before it collided with two other vessels, causing one of them to sink, in the Akashi Strait off Kobe on Wednesday, it was learned Thursday.

    The coast guard headquarters received no response from the 2,948-ton tanker Ocean Phoenix and is investigating how the accident occurred.

    Of the three missing crew members of the Gold Leader, a Belize-registered cargo ship that sank shortly after the collisions, the body of Capt. Tomasniri D Demanaco Jr. was found Thursday afternoon by a trawler.

    The coast guard and other organizations have begun removing fuel oil leaked by the Gold Leader from the surface of the sea.

    The oil that leaked from the sunken vessel was floating near Harimanada off Kakogawa, Hyogo Prefecture, forming a slick 36-kilometers long and 10 kilometers wide.

    According to the coast guard headquarters, the Osaka Wan Traffic Advisory Service Center in Awaji, Hyogo Prefecture, which is responsible for marine traffic in Osaka Bay, confirmed that the Daigo Eisei Maru cargo ship, carrying a cargo of gravel, rapidly approached the Ocean Phoenix from behind about one minute before the first collision.

    The headquarters then radioed the tanker twice, saying, "A vessel is approaching from starboard." There was no reply, even though ships are required by law to acknowledge radio transmissions. The coast guard has begun inspecting the Ocean Phoenix.

    (Mar. 7, 2008)
    3 Chinese sailors missing in ship collision

    An oil tanker and a fishing boat collided at high sea, 16 km from the Angolan coast at Namibe, south Angola, leaving three sailors missing, an official of the Namibe Port Administration said on Monday.

    Antonio Germano, director of the Namibe Port Administration, told reporters that the accident occurred at 3 a.m. (0200 GMT)) Thursday, leaving three Chinese sailors from the fishing boat missing.

    The accident occurred when the fishing boat owned by a South Korean fishing company collided with the "Iceia" vessel, a Greek oil tanker registered in Panama which was making the regular Luanda-Cape Town (South Africa) route, he added.

    The official affirmed that an investigation team was set up by the Sea Ports Administration of Angola to assess the cause of the accident.

    (Xinhua News Agency February 12, 2008)


    2 dead, 1 missing after South Korea cargo ship collision

    Associated Press
    First Posted 17:03:00 02/04/2008

    SEOUL, South Korea -- A South Korean cargo ship sank Monday after a collision with a tug boat off the country's west coast, leaving two crew dead and one missing, the Coast Guard said.

    Three other crew members were rescued after a 600-ton freighter collided with a 270-ton tug boat, said Coast Guard official Cho Young-chol.

    Coast Guard officials were investigating the cause of the Monday afternoon accident in waters near the western port of Incheon, he said. Ten Coast Guard vessels were dispatched to the site to find the one missing.

    The accident occurred a day after a similar collision in waters near the southern resort island of Jeju that left one fisherman dead and two others still missing.


    15 killed in ships collision at Yangtze estuary

    Updated: 2008-01-30 20:07

    The cargo ship, with 17 crew aboard, sank after crashing into another cargo ship at 1:30 a.m. Wednesday at the No. 3 anchorage.

    Only one member of the crew was rescued. The sunken ship was hoisted out of the water as rescue operation continued. Local authorities have started an investigation into the cause of the accident.

    SHANGHAI, China -

    Fifteen sailors drowned and another was missing after two ships collided Wednesday on China's Yangtze river, state media reported.

    Xinhua News Agency said one of the ships sank after the pre-dawn collision. It said of the 17 on board, 15 died, one was rescued and another was missing.

    It did not give any other details. Earlier, the government's work safety agency said 14 were missing after the collision.

    The 3,500-mile Yangtze runs from the Tibetan plateau to the sea near Shanghai and is a major shipping route.

    South Korean ship leaks chemicals, crew lost

    Published: Tuesday 25 December 2007 07:49 UTC

    Yeosu (25 December) - A cargo ship carrying 2,000 tonnes of nitric acid has sunk off the coast of South Korea. The authorities say there is no environmental danger as the chemical dissolves easily in water.

    Only one member of the crew was rescued on Tuesday and 12 South Korean and two Burmese shipmates are missing. The ship was sailing from the southern port of Yeosu to Taiwan.

    South Korea's coast was badly polluted a few weeks ago when a tanker leaked oil following a collision with a barge. The captains of the barge and a tug were arrested on Monday in connection with the incident.

    Ship collision leaves 19 fishermen missing off China


     Beijing - Rescue services were searching on Sunday for 19 people missing since their fishing boat collided with a Liberian-registered ship off the coast of eastern China's Zhejiang province, state media said. Only one of the 20 crew on the fishing boat was rescued after the accident late Saturday evening capsized their vessel, the official Xinhua news agency said.

    The Liberian ship "Formosa 10" was sailing from Taiwan to South Korea when it his the smaller boat, the agency quoted the Zhejiang Maritime Affairs Bureau as saying.

    The bureau mobilized 10 rescue boats, 20 fishing boats and a helicopter to search for the missing people on Sunday, but held slim hopes of finding them alive in the winter sea.

    "The visibility at the sea is favorable but the temperature of the sea water is very low," the agency quoted rescue officials as saying.

    "Usually, it's hard for people to survive more than 12 hours in such cold water," they said.

    Copyright, respective author or news agency


    Boat, Cargo Ship Collision Kills 31 In Nigeria

    October 5, 2007 8:01 p.m. EST

    Windsor Genova - AHN Writer

    Kano, Nigeria (AHN) - A passenger boat and a cargo ship, both sailing at night without lights, collided in a river in Nigeria killing 31 people.

    A police official in northwestern Nigeria said the collision happened on Wednesday night on the Dola Kaina River, about 250 miles (400 kilometers) northwest of the capital, Abuja. Police Commissioner Muktar Ibrahim confirmed the two vessels were sailing without lights.

    The official said rescuers recovered 31 bodies. Six survived the accident and were sent to a hospital in Birnin Kebbi for treatment.

    One dead, 10 missing in ship collision on Yellow Sea
    Beijing, October 03, 2007
    At least one person was killed and 10 others went missing when a Chinese fishing boat hit a cargo ship on the Yellow Sea off northeast China's Liaoning Province early on Wednesday, the local maritime police said.

    The fishing boat, registered in Liaoning's Dandong city, collided with a 10,000-tonnage ship from the port city of Dalian about 30 nautical miles southwest of Dadong Port.

    The fishing boat capsized and all the 11 people aboard fell into the sea.

    One person was taken out but died despite medical treatment, Xinhua news agency reported, adding that rescuers are still searching for the 10 missing. One dead, 10 missing in ship collision in Yellow Sea

    Beijing, Oct. 3 (PTI): At least one person was killed and 10 others went missing when a Chinese fishing boat hit a cargo ship on the Yellow Sea off northeast China's Liaoning Province early today, the local maritime police said.

    The fishing boat, registered in Liaoning's Dandong city, collided with a 10,000-tonnage ship from the port city of Dalian about 30 nautical miles southwest of Dadong Port.

    One person was taken out but died despite medical treatment, Xinhua news agency reported, adding that rescuers are still searching for the 10 missing.


    14 Missing: Cargo Ship Sinking in Western Philippines

    7:55 p.m. A U.S. Navy P3 Orion and Malaysian patrol craft have joined Philippine Navy and Coast Guard rescue teams frantically searching for fourteen crewmen of an ill-fated cargo ship that floundered in heavy seas after a tropical storm surge whipped up huge waves in the Sulu Sea this weekend.

    The search is taking place near the Tuabataha reef, where the vessel went down late Thursday night. Four crewmen of the vessel, the MV Mia, left San Fernando town in Cebu province and were two days overdue when a search party found the men, radio reports said.

    The first group of survivors were rescued late Monday evening and said all of the crew had abandoned ship. Warm tropical waters and seasonal rain give the men a good chance of survival.

    However authorities are concerned of the the location of the vessels sinking. The Sulu Sea and in particular, the Tubataha reef area, is a major breeding ground for tuna schools and is infested with large populations of predator fish, Barracuda, Hammerhead, Tiger, and, Black and Grey Reef Sharks.

    Authorities are conducting round the clock search and rescue operations in hopes of finding the remaining men who are believed to be on a life raft.

    Past sinking's in the area have led to stories of both miraculous survival, such as a fisherman whose vessel sank here and survived for 41 days till he was carried by currents to the Palau Islands.

    The Sulu Sea, also has been the scene of some the worst disasters in maritime history, such as the sinking of the MV Dona Paz, after a collision with a tanker that left over 8,000 dead from the two vessels. - PNC International

    Other Records say that 4,375 drowned when the Dona Paz hit the tanker Victor on 12-21-1987.  In the Sulu Sea off the Phillipines.



    Three missing in ship collision in S China Sea

    2007-07-30 18:48:35     
    GUANGZHOU, July 30 (Xinhua) --

    Three fishermen are missing in a ship collision in South China Sea, local authorities said on Monday.

        A wooden fishing boat carrying eight fishermen capsized after colliding with an oil tanker at about 10:30 a.m. on Sunday on seawaters off the coast of Yangjiang and Jiangmen cities, local police and maritime affairs authorities said.

        Five of the fishermen -- all from Dongping, Yangjiang -- were rescued and rushed to hospital.

        Rescuers are still searching the area for the missing people.

        Maritime affairs authorities are investigating the accident.


    Responsibilities in ship collision to be identified

    Updated: 2007-05-17

    The mystery surrounding a collision between an ROK freighter and a Chinese container ship last Saturday thickened today when it was revealed that some of the crew of the Chinese ship had had contacts with the stricken "Golden Rose" at 9 a.m. on Saturday.

    According to earlier reports, the "Golden Rose" sank off the coast near Yantai City, in east China's Shandong Province, around 3:00 a.m. Saturday in heavy fog after colliding with the Chinese container ship "Jinsheng", operated by Shandong Lufeng Shipping Company Ltd.

    "The crew of the 'Jinsheng' told the investigation team that it had contacts with 'Golden Rose' at 9 a.m. on Saturday, but why both parties failed to inform the maritime authorities is a mystery. The investigation team is looking into it," he said.

    Liu Gongchen, executive deputy director of the China Maritime Search and Rescue Center, said at a press conference held in Beijing on Thursday that China's Ministry of Communications has set up an investigation team.

    "China will invite ROK experts to join the Chinese team investigating the accident and the "Jinsheng" and its operators," Liu told reporters.

    "We promise we will announce the investigation results as soon as possible. If the 'Jinsheng' is found out to have broken the law, the people concerned will be held responsible and prosecuted, " he said.

    "China will use due legal process to determine responsibilities in the accident", he insisted.

    Investigators are wondering why neither ship sent an SOS signal at the time of the accident and why the container ship continued to steam toward port in Dalian, in northeast China's Liaoning Province, apparently without going to help the stricken vessel.

    Sixteen sailors from the ROK ship "Golden Rose" -- eight ROK nationals, seven from Myanmar and one from Indonesia -- are still missing almost a week after the accident.

    An emergency Chinese diving team, including 16 divers, two instructors, two doctors and an engineer, on Thursday arrived in the sea area off Yantai where the collision occurred, according to the official.

    "They are ready to dive down to the sunken ship whenever sea conditions permit," he said.

    Zhai Jiugang, director of the General Office of the China Maritime Search and Rescue Center, said the "Golden Rose" is supposed to be equipped with three life rafts, and only two have been found, "so there is a possibility that someone may have survived".

    But Zhai said that people can usually survive for only about three hours in water with temperatures ranging from four to 10 degrees Celsius. If the temperature of the water is 10 to 15 degrees, they may survive for six hours.

    "Hopes of survival are obviously very slim if the seamen fell overboard because water temperatures in the area where the collision occurred are only about nine to 10 degrees," he said.

    Asked at the press conference whether Chinese authorities had reported the accident to the ROK authorities in a timely manner, Zhai responded that the Yantai Maritime Affairs Bureau received the collision report from Shandong Lufeng Shipping Company Ltd. at 11:40 a.m. on Saturday. The China Maritime Search and Rescue Center received the report in turn at 1:00 p.m. and informed ROK authorities at 1:07 p.m.

    "International maritime practice states that ships must be equipped with manual and automatic alarms so that they can immediately send out SOS signals if they are in danger, but neither China nor the ROK or any other neighboring country or region received an SOS signal from the 'Golden Rose'," Zhai said.

    More than 300 Chinese ships and three aircraft have joined the search for the missing sailors, and China has invited the ROK to send rescue boats and coast guard vessels. Rescuers have retrieved two life rafts, four life rings, traces of fuel oil and other debris from the "Golden Rose" -- but have found no sign of the seamen.

    Vietnam ship collision leaves 1 dead, 7 missing

    Associated Press

    HANOI, Vietnam -- Two ships collided in southern Vietnam and one sank, leaving one person dead and seven missing, state media reported Tuesday.

    The vessel Gas Shanghai, registered in Marshall Islands, slammed into the Vietnamese Hoang Dat 36 near the mouth of the Saigon river, the online version of the Thanh Nien (Young People) newspaper said.

    The Vietnamese ship sank nearly an hour after being hit, the report said.

    The Gas Shanghai was being held by Vietnamese authorities for further investigation, the online VnExpress reported.

    The body of a local sailor was recovered two hours after the afternoon incident, and rescuers were still searching for seven others who were reported missing, the Thanh Nien said.

    The dead sailor and all those missing had been on the Vietnamese ship.

    The Hoang Dat 36 vessel, carrying 2,000 tons of tin sheets from Jakarta, Indonesia with 16 Vietnamese sailors aboard, had been preparing to anchor when the accident occurred, the newspaper said.

    It said eight other sailors on the Vietnamese ship swam to safety.

    Port officials were not available for comment Tuesday evening.


    Two die in Israel ship collision
    August 31, 2007

    Israeli divers have found the bodies of two sailors missing in the Mediterranean after an Israeli cargo ship was hit by a Cypriot cruise liner.

    The Slovakian men were found inside the sunken ship, Shelly, 2.5km (1.9 miles) from the Israeli port of Haifa.

    The discovery followed an intensive search that included six Israeli navy boats and several military aircraft.

    Eleven other members of the Shelly's crew were rescued by the navy shortly after the collision on Thursday.

    None of the 700 passengers and crew of the Cypriot vessel, Salamis Glory, was injured. They will be flown to Cyprus on Friday.

    'Cut in two'

    The collision is believed to have occurred around 2200 (1900 GMT) on Thursday, shortly after the Salamis Glory left Haifa's port.

    The cruise ship is said to have struck the Shelly as it lay anchored near the coast.

    Although Israeli police have said they will be investigating the cause of the accident, unconfirmed reports say it may have been the result of a malfunction in the steering equipment on the Cypriot vessel.

    The Salamis Glory returned to Haifa on Friday morning with light damage visible on its hull.

    Ship collision kills Ukrainian, Indonesian-police
    31 Aug 2007 11:32:42 GMT
    Source: Reuters

    JERUSALEM, Aug 31,2007 -  (Reuters) - Israeli forces retrieved the bodies on Friday of two Ukrainian and Indonesian sailors who died when an Israeli freighter sank following a collision with a Cypriot cruise ship off the coast of Haifa, police said.

    The forces had rescued 11 crew from the Israeli-owned "Shelly" cargo vessel, but the freighter had sunk and its captain and crew member had gone down with it, officials said.

    Israeli navy divers retrieved the bodies of the sailors following hours of rescue efforts. Israeli Police spokesman Micky Rosenfeld said the captain was a 30-year-old from Indonesia and the crew member was a 22-year-old Ukrainian.

    They were not identified by name.

    Some 700 passengers and crew of the "Salamis Glory" cruise ship were unharmed by the collision near the northern port of Haifa and a spokesman for the company said they would be flown to Cyprus. The cause of the crash was not immediately clear.

    "Salamis Glory passed inspection by the Greek authorities in Mytilini on Aug 19," said Kyriacos Kofteros, officer at the Cyprus Department of Merchant Shipping "They did not find any problems. In addition, the ship passed an inspection on June 30 by Lloyds experts".

    Kofteros said experts from the shipping department would leave for Israel later on Friday to help authorities with the investigations.
    August 31, 2007 05:53pm Article from: Reuters
    ISRAELI forces retrieved today the bodies of two sailors declared missing off the coast of the northern port of Haifa after an Israeli freighter collided with a Cypriot cruise ship, emergency services said.

    The forces had rescued 11 crew from the Shelly cargo vessel, which sank in yesterday's collision. Israeli media said they were mostly Indonesian and Ukrainian and were en route to Cyprus. Israel Radio said the men who died were from Slovakia.

    All of the 700 passengers and crew of the Cypriot cruise ship Salamis, which had sailed from Cyprus, were unharmed and the vessel remains anchored.

    The cause of the collision is being investigated. Crew on Israeli ship involved in deadly collision with Japanese boat arrestedBy: Associated Press   Published: October 24, 2005   The captain and two other crew members of the Israeli ship involved in a deadly collision with a Japanese fishing boat have been arrested on charges of causing death by negligence and failure to save lives at sea, Israeli police said Monday.

    The Israeli captain of the Zim Asia, Moshe Ben David, was released on bail and placed under house arrest until Oct. 31, police spokesman Mickey Rosenfeld said. The Yugoslav second captain, citizen Pilastro Zdravko, and the ship's Bulgarian lookout man, Lache Galin, have been jailed until that date. In the interim, police will continue their investigation and decide how to proceed, Rosenfeld said.

    The three were detained for police questioning in Israel on Sunday after the Zim Asia docked in the northern Israeli port of Haifa. Police also raided Zim corporate headquarters in Haifa, confiscating documents, Rosenfeld said.


    Treating Contaminated Sand in Kiryat Haim
    Israel Ministry of the Environment, Israel - Oct 10, 2007
    The collision and subsequent sinking of the cargo ship "Shelly" led to the spill of large quantities of diesel oil, which settled on the shores of Kiryat

    NOTE: This article was pulled as soon as it was posted.


    Seven Japanese sailors died after the 41,507-ton Zim Asia collided with their fishing boat, causing it to capsize 25 miles off the cape of Nosappu in northern Japan on Sept. 28.

    Ben David has denied responsibility for the incident, and his lawyer, Gad Nashitz, told Israel Radio on Sunday that his client was asleep at the time of the accident.

    Israeli Transportation Minister Meir Sheetrit has vowed to punish the skipper if he is found responsible. Rosenfeld said material from the investigation would be handed over to Japanese authorities.

    Ship collision leaves 20 missing in E.China sea

    Updated: 2007-04-08 16:08

    HANGZHOU -- A Chinese ship collided with a foreign cargo ship off the east China coast at around 4:00 a.m. Sunday. The foreign ship sank immediately and 20 crew members are missing, according to marine police in Taizhou city, in east China's Zhejiang province.

    The 6,500-ton cargo ship "Harvest" was en route from Shanghai to Vietnam when it collided with the Chinese cargo ship "Jinhaikun", at 28 degrees 20.8 minutes north latitude and 122 degrees 2.6 minutes east longitude, in Taizhou Bay, east China.

    All 20 crew members aboard -- nineteen Chinese and an Indonesian -- are missing.

    The 17,061-ton Chinese ship is from Fuzhou, capital of east China's Fujian province and was bound for Zhangjiagang, Jiangsu Province.

    Three patrol boats from Zhejiang marine police, two professional rescue vessels, a helicopter and four fishing boats have converged on the area to try to save the seamen. The Chinese navy has also sent two escort vessels and a helicopter to assist rescue work.

    An investigation has been launched into the cause of the accident.


    Six Missing In Ship Collision In China

    September 29, 2007 2:29 p.m. EST

    Mercedes Rullan - AHN News Writer

    Beijing, China (AHN) - Two Chinese ships collided and capsized in China's northeast Liaoning Province on Saturday. Six people were reported missing after the collision, local maritime officials said.

    A spokesman of Liaoning Maritime Affairs Bureau told the local media that the two vessels, used for carrying sand, collided and capsized on Saturday off the coast of Huludao City.

    All 22 sailors fell into the Bohai Sea.

    Rescuers and divers were able to rescue 16 sailors and they are still searching for the other six people.

    Six missing in ship collision in northeast China

    2007-09-29 04:56:05 
    DALIAN, Sept. 29 (Xinhua) -- Six sailors were reported missing after two ships collided in northeast China's Liaoning Province on Saturday, local maritime authorities said.

    The two vessels, used for carrying sand, collided and capsized at about 8 a.m. off the coast of the Huludao City, and altogether 22 sailors fell into the Bohai Sea, said a spokesman with the Liaoning Maritime Affairs Bureau.

    So far, the Liaoning Provincial Maritime Search and Rescuer Center has rescued 16 sailors, the spokesman said.

    Rescuers and divers are still searching for the six missing people, he said.

    September 29, 2007

    Ship Collision Kills Eight in Chongqing

    A passenger ship collided into a boat carrying sand and stones at noon Saturday in Tongnan County of Chongqing, killing nine people and leaving several others missing.

    More than 20 people were on board the boat before it sank and about a dozen survived, according to sources.

    The two owners of the boats, who had tried to flee the scene, have been detained.

    Investigation into the cause of the accident is underway.

    Bodies from ship collision found off China

    Published: 19, 2007

    BEIJING, 19 (UPI) -- The bodies of eight sailors from a Hong Kong ship involved in a weekend collision with a Chinese ship were recovered Monday, rescue crews reported.

    There were 29 sailors aboard the "Huirong" when it collided with the Chinese-registered "Pengyan" cargo ship late Saturday in waters in the East China Sea, the state-run
    Xinhua news agency reported.

    The Honk Kong ship sank immediately and 12 of its crew were rescued. However, nine remained missing Monday, the report said.

    More than 40 boats and three helicopters were deployed in the search-and-rescue attempt, which was continuing, officials with Zhejiang Province said.

    The province also dispatched environmental crews to clear oil that leaked in the collision, Xinhua said.


    1 missing, another hurt in ship collision off Hokkaido peninsula
     Sep 15, 2007

    KUSHIRO, Japan, Sept. 15 (AP) - (Kyodo)—One person went missing and another suffered injuries Saturday after their leisure fishing boat collided with a fishing boat in waters off the Shiretoko Peninsula in northeastern Hokkaido, the Japan Coast Guard said.

    The collision between the leisure fishing boat Kiku Maru No. 2 and the salmon boat Mutsu Maru No. 21 occurred at around 10:30 a.m. in the sea about 2 kilometers off the peninsula's Rusha River in the town of Shari, the coast guard said.

    One of the nine people aboard the leisure fishing boat was thrown overboard and went missing and another was injured and later taken to hospital, the coast guard said, adding the remaining seven were rescued by nearby ships. The salmon boat had a crew of six.

    Collision Between Ship, Hydrofoil in Italy Kills 4

    Monday, January 15, 2007

    Associated Press

    ROME  —  A container ship and a commuter hydrofoil collided near the entrance to the Sicilian port of Messina, killing four crew members on the hydrofoil, and injuring dozens of passengers, police and port officials said early Tuesday. There were 80 injured of the 130 passengers.

    Messina police headquarters' operations room said the captain and three other crew members were found dead in the wreckage of the hydrofoil, which was nearly pierced in two on its right side by the collision shortly after twilight Monday evening with the much larger cargo vessel.

    Hours later, firefighters were trying to extract the last two bodies from the wreckage, working gingerly, police said, because of fears any false move might cause the stricken hydrofoil to sink.

    Calabria, the "toe" of the boot-shaped Italian peninsula, is linked to the island of Sicily by air and sea routes.

    The collision occurred about 6 p.m. (1700 GMT) when many commuters were returning home from jobs on the mainland.

    15 Vietnamese fishermen feared lost after ship collision
    August 13, 2006

    Hanoi - A ship collision off southern Vietnam has left 15 fishermen missing and feared drowned, local media reported Sunday.

    The small Vietnamese fishing boat collided with an unidentified cargo ship in the South China Sea near the port town of Vung Tau on Friday night, according to the Vietnamese-language Thanh Nien newspaper.

    The fishing boat, registered in southern Kien Giang province, overturned and sank with 17 crew on board. A nearby boat rescued two fishermen but 15 were still missing and searches Saturday yielded no sign of them, the newspaper said.

    Authorities had no information on the cargo ship, which left the scene.

    In March, eight Vietnamese fishermen drowned in a similar collision off Vung Tau, in which a cargo ship kept going after hitting a fishing ship.

    Authorities later identified a Singapore-owned cargo ship as responsible for the accident. The ship's Romanian captain is being held pending investigation on charges of negligence.

    © 2006 dpa - Deutsche Presse-Agentur


    37 missing after ship collision

    February 19, 2006

    ONLY two survivors have been plucked from the sea since a cargo ship carrying 37 people sank in high winds off eastern China on Thursday, the Beijing Youth Daily said overnight.
    China's state media had no word on the fate of 24 others reported missing after a fishing boat ferrying 27 people sank in the same stretch of the Taiwan Strait early on Friday.

    Rescue operations for the Panamanian-flagged cargo ship, bound for Indonesia carrying aquatic products, had been hampered by strong winds and huge waves, the Xinhua news agency said.

    Hopes of finding survivors were now very slim, said Xinhua, quoting a maritime safety official in coastal Fujian province.

    More than 230 people died or were listed as missing in boat sinkings in China last year, state media said.


    Four dead, 5 missing in ship collision
    By Guan Xiaofeng (China Daily)
    Updated: 2005-07-23 07:13

    Three Chinese crew members were confirmed dead while five remain missing following a collision between two ships early Friday morning off Japan's eastern coast, a Chinese Embassy spokesman in Tokyo said.

    The collision occurred at around 5:10 am (2010 GMT) about 10 kilometres southwest of the Cape Inubosaki in the Chiba prefecture that neighbours Tokyo in the east.

    The Wei Hang 9, a 3,947-ton freighter registered in Malta, with 21 Chinese crew members sank after the incident. The other ship, a Japanese-registered 499-ton freighter, survived the accident and its crew remained unhurt.

    The victim died of a serious injury in the hospital after being rescued.

    Two consulates from the Chinese Embassy have arrived at the hospital and visited the rescued sailors, some of whom were slightly injured.

    Japan Coast Guard ships and helicopters searched for the missing Chinese crew members. The cause of the accident is still under investigation.

    The sunken ship set off from Shiogama in Japan's Miyagi prefecture and was bound for Dalian, a port in Northeast China's Liaoning Province, carrying 5,800 tons of scrap iron.

    Beijing Time) Friday, April 09, 2004

    Death toll from ship collision on Yangtze River rises to 5

    Dead bodies of three of the nine missing crew in a major ship collision on the Yangtze River near Wuhu, east China's Anhui Province, were found on Thursday.

    Dead bodies of three of the nine missing crew in a major ship collision on the Yangtze River near Wuhu, east China's Anhui Province, were found on Thursday.

    So far, the death toll from the collision between an oil tanker and an ocean-faring cargo ship occurred Sunday has risen to five, according to the information from the rescue and salvage team. The rescue operation is continuing.

    When the oil tanker collided with a cargo ship near Wuhu on Sunday, 13 crew members on the cargo ship fell into water and the ship was submerged. Rescuers later saved three victims and recovered one body the same day, said Chen Yousheng, director of the Yangtze River Maritime Affairs Bureau with the Chinese Ministry of Communications, who is put in charge of the rescue work.

    The bureau has mobilized 21 vessels to search for the nine missing crew members in about 10 kilometers away from the site of the accident in the lower reaches of the Yangtze, said Chen.

    The oil tank belongs to an oil transport company of Nanjing City, capital of east China's Jiangsu Province. The ocean-going ship, loaded with granite, is from Ma'anshan City of Anhui Province.

    The cause of the accident is under investigation.

    Source: Xinhua


    4 dead, 1 missing after ship collision near H.K. waters

    HONG KONG, March 15, 2002-  Kyodo

    Four Chinese fishermen died and one is missing after their boat collided with a Singapore-registered container ship on Friday, a second similar accident around Hong Kong waters in three days.

    The collision took place about 3.7 kilometers from the southeast boundary of Hong Kong waters, the Marine Department here said in a statement.

    The Chinese fishing boat, with 12 crew members on board, capsized after the accident.

    Seven of the fishermen have been rescued, the department said, adding that search and rescue operations for the missing are continuing.

    There were no reports of injuries on the container ship Wan Hai 301, which was on its way to Osaka, Japan, after leaving Hong Kong.

    On Tuesday night, a Hong Kong-registered dredger sank in a collision with another Singapore-registered container vessel off Tsing Lung Tau in Hong Kong waters.

    One Russian seaman from the sunken dredger died while seven other crew members -- five Russians and two Hong Kong men -- were missing.

    Hong Kong rescuers called off search operations for the seven Thursday evening as there was little hope of finding them alive.

    COPYRIGHT 2002 Kyodo News International, Inc.


    Greek Cargo Ship Sinks After Collision

    THESSALONIKI, Greece (AP) — A cargo ship carrying coal sank in the northern Greek port of Thessaloniki after colliding with another vessel, and the captain was killed, authorities said.

    Seven other crew members from the Greek-flagged Diamond 1 were rescued after it hit the Panama-flagged Dubai Guardian, the city's port authority said.

    "The captain died heroically. He stayed with the ship," Regional Gov. Panayiotis Psomiadis told state-run ET-3 television.

    The 220-foot Diamond 1, carrying coal, collided with the other vessel as it was leaving Thessaloniki, authorities said.

    The 614-foot Dubai Guardian, sailing from Singapore, was carrying metal ore. The vessel was successfully tugged to port.

    Giorgos Tsamaslis, the regional government's environmental officer, told The Associated Press that divers were examining the hull of the Diamond 1 at a depth of about 52 feet, and that floating barriers were being set up around the site in case of a fuel leak.


    1 dead, 7 missing after ship collision in H.K. waters

    HONG KONG, March 13 Kyodo

    One Russian sailor is dead and seven other seamen are missing Wednesday after their Hong Kong-registered dredger collided with a Singapore-registered container ship in Hong Kong waters Tuesday night.

    Hong Kong police said the Russian's body was recovered Wednesday morning from an island near the site of the collision off Lantau Island.

    Search operations are continuing for five other Russian crew members and two Hong Kong sailors who were on board the dredger, A.M. Vella, when it capsized after the collision.

    Seven other Russian crewmen were earlier rescued.

    Police said the dredger was on its way to the Sha Chau area to unload sand and mud when it collided with the container vessel Kota Hadiah, which was heading to Singapore from Shekou in southern China via Hong Kong.

    None of the crew aboard the 13,000-ton container ship were reported injured or missing.

    COPYRIGHT 2002 Kyodo News International, Inc.

    Ship Collision Leaves one Dead in South China
    September 08, 2003

    A collision between an oil tanker and a freighter near the estuary of the Pearl River early Sunday, leaving one woman dead, according to sources with the Maritime Affairs Bureau of Guangzhou, capital of south China's Guangdong Province.

    A collision between an oil tanker and a freighter near the estuary of the Pearl River early Sunday, leaving one woman dead, according to sources with the Maritime Affairs Bureau of Guangzhou, capital of south China's Guangdong Province.

    The oil tanker rammed into the bow of the freight vessel when the former was about to leave the Zhongran Wharf of Panyu City at about 3:00 a.m. Sunday. The ill-fated freighter, fully-loaded with stones, flooded with water and capsized. Two men on board jumped onto the oil tanker but a woman at the helm failed to escape.

    The Guangzhou Maritime Affairs Bureau immediately sent one lifeboat, two tugboats and three coastguard vessels to the accident site. The sunken freighter was recovered at noon Sunday.

    The collision caused no major damage to the oil tanker and no oil leaked from the ship.


    Fisherman dies in ship collision

    30 March 2003

    The Australian Transport Safety Bureau (ATSB) investigation report released today deals with the collision between a ship, Asian Nova, and a fishing vessel, Sassenach, off Townsville on 29 May 2003 in which a local fisherman lost his life.

    The fishing vessel’s skipper lost his life as a result of the collision, his body was recovered from the sunken trawler on 5 June 2003. The boat’s other crew member, the deckhand, was able to jump clear at impact and was rescued some five hours later by a searching fishing boat.

    Poor watch handover practices and a poor lookout were identified as major contributing factors in the collision which occurred at about 0001 on 29 May 2003. The 225 m long, fully loaded, Panamanian bulk carrier fouled the trawl warps of the Australian registered fishing vessel and the prawn trawler was dragged against the hull of the bulk carrier, damaging its port quarter and causing it to capsize and sink.

    The report concludes that the handover of watch on the bulk carrier should not have occurred until the ship had passed the fishing vessel and that neither of the officers on watch had followed internationally recommended practice or company requirements when changing watch. In addition, the oncoming officer of the watch did not adequately assess the navigational and traffic situation before altering course as he approached the fishing vessel.

    On Sassenach the assessment that the ship would pass clear was made on scanty information.

    The report makes recommendations about watch changeovers, lookouts, and about correct use of navigational recording devices.

    Copies of the report (Marine Safety Investigation Report 195) can be downloaded from the website, or obtained from the ATSB by telephoning (02) 6274 6425 or 1800 020 616.

    Media Contact: George Nadal business hours (and after hours duty officer) 1800 020 616

    Author shares story of ill-fated luxury liner
    The Andrea Doria

    Andria Doria


    The Stockholm was the first new passenger ship to cross the North Atlantic after the second World War. She was the largest ship ever built in Sweden but at the same time was the smallest passenger liner in the North Atlantic trade. The Swedish-American Line in 1953 had the Stockholm's superstructure enlarged to increase its passenger capacity from 395 to 548. The ship still retained the sleek appearance of a racing yacht. She was 525 feet long, 69 feet at the beam, with a long forecastle, severely raked destroyer bow and gracefully rounded cruiser stern As her owners pointed out, the Stockholm was a ship built for comfort rather than luxury. 

    Contributing Writer

    Anyone who has seen the 1997 James Cameron film “Titanic” will recall the story of Rose, an elderly survivor of the doomed ship, telling her account of what happened to a captivated audience.

    Pierette Simpson has a lot in common with the fictional Rose from “Titanic.” Both survived a horrific accident at sea and both have mesmerized audiences with their stories. Unlike Rose, though, Simpson is real and her tale is as awe-inspiring as the story portrayed in the popular movie.

    Last year, Simpson published the book “Alive on the Andrea Doria! The Greatest Sea Rescue,” a nonfiction account of the July 25, 1956 accident. On Oct. 4, Simpson will share stories from the book, as well as her own memories of the accident, during a luncheon at Jovan’s restaurant in Sterling Heights. The Sterling Heights Rotary is sponsoring the event, which will also include a book signing.

    “I am thrilled to present Pierette and this fascinating topic,” said Dr. Martin Brown, Rotary Club president. “I keep visualizing the Titanic when I hear her story. It is so fascinating to have a survivor of a major shipwreck available to share her story.”

    Simpson, whose book was also published in Italian and is being considered for an Italian movie said, “I am so grateful to have the opportunity to share my story with others and so many people have been captivated by this story.”

    The book explores the collision from many different aspects, including Simpson’s own personal account of the events before, during and after the catastrophe. Simpson, only 9 years old at the time of the collision, and her grandparents had left their village of Pranzalita, near Torino in Italy, to begin a new life in America. Simpson and her grandparents boarded Italy’s crown jewel, the Andrea Doria, for their long journey to what they referred to as the “promised land.”

    Simpson describes the ship in vivid detail and the vessel sounds as plush as any modern-day cruise ship. She describes a luxurious pool, a dining room filled with meats, cheeses, fruits and wines. Huge flower arrangements, ice sculptures, crystal chandeliers and a well-appointed cabin with four beds were other highlights of the liner.

    “The ship really was beautiful,” Simpson said. “It was truly a sight to behold.”

    The ship and all of its beauty were slowly engulfed by the Atlantic Ocean on that fateful night in 1956. Due to thick fog and human error, the Swedish liner, Stockholm, rammed into the Andrea Doria, resulting in the only large collision between passenger liners in the 20th century. The collision took place 45 miles southwest of Nantucket Island. The Doria sank 11 hours after the collision. There were 1,706 people on board; 46 died on the Doria, five on the Stockholm.

    Simpson shares her eyewitness account of the collision in detail. She recalls the thunderous noise of the two ships colliding and the abrupt accompanying jolt. Other witnesses describe the “fireworks” that were created by the grinding steel of the two ships. What followed was pandemonium. Passengers lay on the floor screaming from shock or injury. Others frantically shouted out the names of loved ones. Simpson remembers the smell of the smoke, water in the corridors and people being covered in foul-smelling oil.

    Her escape from the ship was just as dramatic. As the Doria sank and after rescue ships arrived, Simpson was lowered into the black ocean by a rope tied around her waist. A stranger in a nearby lifeboat pulled her to safety. Simpson’s grandmother was lowered down, too. Shortly after, Simpson met up with her grandfather, who was also rescued unharmed.

    “There was a 97 percent survival rate for the Andrea Doria and that was due to the very fortunate conditions and the rescuers who were there to help us,” Simpson said.

    The Coast Guard and ships of various nationalities were involved in the rescue of the Doria’s passengers. The Stockholm, the ship that collided with the Doria, did not sink. It carried more than 500 survivors to New York.

    The book not only details Simpson’s personal account of the tragedy, she also interviewed dozens of other survivors. The book features the sinking from various points of view. Likewise, the book offers scientific documentation and analysis of the collision and sinking as explained by nautical experts. Its details are so precise that the book is being used as a guide for those studying maritime forensic science.

    The book also discloses never-before-published data compiled in both the U.S. and Italy which poses questions for the reader regarding who was to blame for the disaster.

    Today, the Doria remains at the bottom of the Atlantic, in one of its deepest spots at 256 feet. The shipwreck is so challenging to reach that it is often referred to as the “Mt. Everest of the Deep.”

    Many more details about the Doria, its passengers and crew are available in the book. Simpson, a retired teacher and Novi resident, started compiling stories about the accident after sharing the account with her students, many of whom shared an interest in the story.

    Others have taken to the book and its author. The popular book has been featured in national and international print, and on television; was chosen as the Book of the Month by the United Kingdom’s premier maritime journal “Ships Monthly”; and the Order of the Sons of Italian Americans is including the book on its annual recommended reading list.

    Simpson is planning a second book titled “Thank God I ... Stories of Appreciation,” which should be in stores in January.

    The Oct. 4 speaking engagement at Jovan’s restaurant will take place at 12:10 p.m. Cost is $10. Call the Sterling Heights Rotary for more information at 979-6460. Simpson will appear again locally at Macomb Community College in March.

    Simpson’s book is available at Borders, Barnes and Noble, and on For further information on her book, visit her Web site at  

    It was Wednesday, July 25th 1956. At 11:10pm on a dark and foggy night, two great ocean  liners, T/N Andrea Doria and MV Stockholm, collided near Nantucket, Massachusetts.

    On July 25, 1956, approaching the coast of Nantucket, Massachusetts bound for New York City, the Andrea Doria collided with the eastward-bound SS Stockholm of the Swedish-American Line in what became one of history's most famous maritime disasters. Struck in the side, the list of the Andrea Doria left half of her lifeboats unusable, which might have resulted in significant loss of life, but improvements in communications and rapid responses by other ships averted a disaster similar in scale to the Titanic disaster of 1912. Most passengers and crew survived. On the Andrea Doria, 1660 people were rescued and 46 died. The evacuated luxury liner capsized and sank the following morning.

    Some of the following excerpts are from the book "Lido Fleet" by Peter C. Kohler)

    The keel of the Yard No. 918, was laid on the No. 1 slipway at Ansaldo's Sestri Ponente yards on February 9th, 1950. On May 22nd, 1951 the New York Times reported on the progress of the construction.

    Towering almost one hundred feet above the suburb of Sestri Ponente, the 637 foot long hull is visible for miles, and the red bottom, surmounted by many feet of black painted steel, lends color to this otherwise drab and dreary part of Genoa's port, from which the new liner, flying the flag of the Italian Line, will depart regularly next year. A visit to this birthplace of such famous ships as the Rex, the Roma and the Augustus, well remembered in prewar days, is a noisy one. The sight of the huge sides of the nearly completed ship set off by countless squares of scaffolding is embellished by the beats of riveting hammers, the pounding of twenty-pound sledges.

    To the whining of electric motors, large prefabricated pieces weighing as much as four tons, slide down to the construction site, traveling approximately 300 yards from the assembly area to a point directly above the precise spot where they are to be installed in the hull by one of 2,000 construction workers.

    Planned for June 10th, 1951, it was six days later when, blessed by His Eminence Cardinal Siri, Archbishop of Genoa, and christened Andrea Doria by Signora Giuseppina Saragat, wife of the former Minister of the Merchant Marine, Italy's first postwar North Atlantic liner slid down the Ansaldo ways. By the 23rd, she was in the fitting-out basin and expected to be ready "by next summer". Decorating the interior of this ship consumed another eighteen months and on November 6th, 1952 Andrea Doria left Sestri Ponente for her preliminary engine trials. Nine days later, amid reports of machinery problems, her maiden voyage was rescheduled from December 14th, 1952 to January 14th, 1953.

    On acceptance trials from 3-9 December over the Portofino-Chiappa measured mile, Andrea Doria maintained a speed of 25.3 knots for six hours with a top speed of 26.218 knots. Any earlier defects had been corrected and her performance was eminently satisfactory. Andrea Doria returned to Genoa at 11:20pm on the 9th and was formally handed over on the 19th, one of the proudest days in Italia's history.  The Italian Line in designing this ship which was to mark the rebirth of the Italian merchant marine after the second World War, decided wisely not to compete with the United States and Britain for size and speed of their ships. Instead the Andrea Doria was imbued with Italy's matchless heritage of beauty, art and design.  The 29,083 gross ton ship, 696.5 feet long and 89.9 feet wide, of course was no slowpoke midget. She was among the fastest ships in the world. The Andrea Doria had the capacity of 218 First Class, 320 Cabin Class, 703 Tourist Class passengers and 563 Officers and crew.

    On January 14th, 1953 the Andrea Doria began her maiden voyage and was given one of Genoa's most heartfelt send-off. Named after the ports favorite son and built by local shipwrights, Andrea Doria was more than a line and national flagship; she belonged to every Genoese. The city, laid out like an amphitheater around the port that gave it wealth and power, was the setting for her 11:25am departure. Every quay, breakwater and coastal road was thronged by cheering spectators and Ansaldo shipyard workers paused from building her sister ship to salute their creation's maiden voyage. 

    As beautiful as it was, the Andrea Doria is said to have a curse. Many serious accidents happened in the shipyard and when the Andrea Doria and the Conte Biancamano saluted each other in Naples by blowing their whistles, the Andrea Doria's whistle got stuck. It could not stop blowing and it became a bad omen for some.

    Most of the crossing was enjoyed in fine weather, but conditions quickly deteriorated as Andrea Doria made her final approach to New York. What Captain Calamai characterized as one of the worst storms in his 35 years at sea, started at 5:00am on January 22 with 45 mph winds and heavy seas and reached its peak at 2:00pm with Force 9 winds. 

     Despite the storm, the ship was only minutes late arriving at New York early on January 23rd. The welcoming delegation, which included New York Mayor Vincent R. Impellitteri, boarded off Quarantine. With the U.S.S. Osberg leading the escort, Andrea Doria triumphantly steamed into the harbor and docked at Pier 84 just after 10:00am.

    The Lusitania:

    RMS Lusitania

    From Wikipedia, the free encyclopedia

    The Lusitania
    Career British Blue Ensign
    Nationality: British
    Owners: Cunard Line
    Builders: John Brown & Co. Ltd, yards in Clydebank, Scotland
    Port of registry: Liverpool, United Kingdom
    Laid down: June 16, 1904
    Launched: Thursday, June 7, 1906[1]
    Christened: by Mary, Lady Inverclyde
    Maiden voyage: September 7, 1907
    Fate: Torpedoed by German U-boat U-20 on Friday May 7, 1915. The wreck lies approximately 7 miles off of the Old Head of Kinsale Lighthouse in 450 feet of water.
    Gross Tonnage: 31,550 GRT
    Displacement: 44,060 Long Tons
    Length: 787 ft (239.87 m)
    Beam: 87 ft 6 in (26.67 m)
    Number of funnels: 4
    Number of masts: 2
    Construction: Steel
    Power: 25 Scotch boilers. Four direct-acting Parsons steam turbines producing 76000 hp geared to quadruple screws
    Propulsion: Four triple blade propellers. Quadruple blade propellers were installed in 1909.
    Service Speed: 25 knots (46.3 km/h / 28.8 mph) Top speed (single-day's run): 26.7 knots (49.4 km/h) (March, 1914)
    Passenger Accommodation (Designed): 552 first class, 460 second class, 1,186 third class. 2,198 total
    Crew: 850

    RMS Lusitania was a British luxury ocean liner owned by the Cunard Steamship Line Shipping Company and built by John Brown and Company of Clydebank, Scotland. Christened and launched on Thursday, June 7, 1906. Lusitania met a disastrous end as a casualty of the First World War when she was torpedoed by the German submarine, U-20, on May 7, 1915. While carrying many American passengers, the great ship sank in just 18 minutes, eight miles (15 km) off of the Old Head of Kinsale, Ireland, killing 1,198 of the 1,959 people aboard. The sinking turned public opinion in many countries against Germany. It is often considered by historians to be the second most famous civilian passenger liner disaster after the sinking of the Titanic.

    Lusitania was owned by the Cunard Steamship Line Shipping Company, built by John Brown and Company of Clydebank, Scotland, and launched on Thursday, June 7, 1906. Lusitania sailed on her maiden voyage to New York City on September 7, 1907 arriving on September 13, 1907, taking back the Blue Riband in 1907.

    "Lusitania" and her sister, RMS Mauretania, were built during the time of a passenger liner race between shipping lines based in Germany and Great Britain, and were the fastest liners of their day. At the beginning of the twentieth century, the fastest Atlantic liners were German, and the British sought to win back the title. Simultaneously, American financier J.P. Morgan was planning to buy up all the North Atlantic shipping lines, including Britain's own White Star Line. In 1903, Cunard chairman Lord Inverclyde took these threats to his advantage and lobbied the Balfour administration for a loan of £2.6 million for the construction of Lusitania and Mauretania, providing they met Admiralty specifications and Cunard remain a wholly British company. The British Government also agreed to pay Cunard an annual subsidy of £150,000 for maintaining both ships in a state of war readiness, plus an additional £68,000 to carry Royal Mail.

    Lusitania's keel was laid at John Brown & Clydebank as Yard no. 367 on June 16, 1904. She was launched and christened by Mary, Lady Inverclyde, on Thursday, June 7, 1906.[2][3] Lord Inverclyde(1861-1905) had died before this momentous occasion.

    Starting on July 27, 1907, Lusitania underwent preliminary and formal acceptance trials. It was then she smashed all speed records ever set in the history of the shipping industry. Engineers discovered high speed caused violent vibrations in the stern, forcing the fitting of stronger bracing parts. After these physical alterations, she was finally delivered to Cunard on August 26.

    that week.


    The Lusitania in a 1907 painting, described as an "Auxiliary Cruiser in Warfare".
    The Lusitania in a 1907 painting, described as an "Auxiliary Cruiser in Warfare".

    Lusitania, like a number of liners of the era, was part of a subsidy scheme meant to convert ships into Armed Merchant Cruisers (AMC) if requisitioned by the government. This involved structural provisions for mounting deck guns.

    At the onset of World War I, the British Admiralty considered Lusitania for requisition as an armed merchant cruiser; however, large liners such as Lusitania consumed too much coal, presented too large a target, and put at risk large crews and were therefore deemed inappropriate for the role. They were also very distinctive. Smaller liners were used as transports, instead.

    The large liners were either not requisitioned, or were used for troop transport or as hospital ships. Mauretania became a troop transport while Lusitania continued in her role as a luxury liner built to convey people between Great Britain and the United States. For economic reasons, Lusitania's transatlantic crossings were reduced to once a month and boiler room Number 4 was shut down. Maximum speed was reduced to 21 knots (39 km/h), but even then, Lusitania was the fastest passenger liner on the North Atlantic in commercial service, and 10 knots (18.5 km/h) faster than submarines.

    On February 4, 1915, Germany declared the seas around the British Isles a war zone. Effective as of February 18, Allied ships in the area would be sunk without warning. This was not wholly unrestricted submarine warfare, since efforts would be taken to avoid sinking neutral ships.[5]

    Lusitania was scheduled to arrive in Liverpool on March 6, 1915. The Admiralty issued her specific instructions on how to avoid submarines. Despite a severe shortage of destroyers, Admiral Henry Oliver ordered HMS ships Louis and Laverlock to escort Lusitania, and took the further precaution of sending the Q ship Lyons to patrol Liverpool Bay. Captain Dow of Lusitania, not knowing whether Laverock and Louis were actual Admiralty escorts or a trap by the German navy, evaded the escorts and arrived in Liverpool without incident.[6]

    On April 17, 1915, Lusitania left Liverpool on her 201st transatlantic voyage, arriving in New York on April 24. A group of German–Americans, hoping to avoid controversy if Lusitania were attacked by a U-boat, discussed their concerns with a representative of the German embassy. The embassy decided to warn passengers not to sail aboard Lusitania before her next crossing.

    The Imperial German embassy placed this warning ad in 50 East Coast newspapers, including those in New York. This ad was prepaid and requested to be put on the paper's travel page a full week before the sailing date. However, even though the ads were sent to newspapers in time for the requested deadline, the State Department of the United States intervened by raising the specter of possible libel suits. The ads, intended by the German government to save American lives, were to appear in only one newspaper, the Des Moines Register. It has been argued (without any historical evidence) the actions taken by the U.S. government were taken to ensure the U.S. would become embroiled in WWI as the killing of innocent women and children by Germany would stir popular opinion against the Central Powers.[7]

    Last voyage and sinking - Last departure

    Lusitania departed Pier 54 in New York on 1 May 1915. The German Embassy in Washington had issued this warning on 22 April.[8]

    TRAVELLERS intending to embark on the Atlantic voyage are reminded that a state of war exists between Germany and her allies and Great Britain and her allies; that the zone of war includes the waters adjacent to the British Isles; that, in accordance with formal notice given by the Imperial German Government, vessels flying the flag of Great Britain, or any of her allies, are liable to destruction in those waters and that travellers sailing in the war zone on the ships of Great Britain or her allies do so at their own risk.
    Washington, D.C. April 22, 1915

    This warning was printed right next to an advertisement for Lusitania's return voyage.

    The warning led to some agitation in the press and worried the ship's passengers and crew. The captain, an experienced 58-year old sailor and master named William "Bowler Bill" Turner, tried to calm the passengers by explaining that the ship's speed made it safe.

    Lusitania steamed out of New York at noon that day, two hours behind schedule due to a transfer of passengers and crew from the recently requisitioned Cameronia. Shortly after departure, three German spies were found on board, arrested, and detained below decks.

    The Lusitania at end of the first leg of her maiden voyage, New York City, September 1907. (*photo taken with a panoramic lens.)


    Lusitania carried 1,959 passengers on her last voyage. Those aboard included British MP David Alfred Thomas (survived) and his daughter Margaret, Lady Mackworth (survived); American architect Theodate Pope (survived); Oxford professor and writer Ian Holbourn (survived); H. Montagu Allan's wife Marguerite (survived) and daughters Anna (died) and Gwendolyn (died); actresses Rita Jolivet (survived) and Josephine Brandell; Belgian diplomat Marie Depage (died), wife of Antoine Depage; New York fashion designer Carrie Kennedy (died); playwrights Justus Miles Forman (died) and Charles Klein (died); American theatre impresario Charles Frohman (died); American philosopher, writer and Roycroft founder Elbert Hubbard (died) and his second wife Alice (died); wine merchant and philanthropist George Kessler (survived); American pianist Charles Knight; renowned Irish art collector Sir Hugh Lane (died); Socialite Beatrice Witherbee (survived), her son Alfred Scott Witherbee, Jr. (died), and her mother, Mary Cummins Brown (died); American engineer and entrepreneur Frederick Stark Pearson (died) and his wife Mabel (died); genealogist Lothrop Withington (died); sportsman, millionaire, leader of the Vanderbilt family, Alfred Gwynne Vanderbilt (died); and scenic designer Oliver P. Bernard (survived), whose sketches of the sinking were published in the Illustrated London News.Eastbound

    Lusitania's landfall on the return leg of her transatlantic circuit was Fastnet Rock, off the southern tip of Ireland. As the liner steamed across the ocean, the British Admiralty was tracking through wireless intercepts the movements of the German submarine U-20, commanded by Kapitänleutnant Walther Schwieger and operating along the west coast of Ireland and moving south.

    On 5 May and 6 May, U-20 sank three vessels in the area of Fastnet Rock, and the Royal Navy sent a warning to all British ships: "Submarines active off the south coast of Ireland". Captain Turner of Lusitania was given the message twice on the evening of the 6th, and took what he felt were prudent precautions. He closed watertight doors, posted double lookouts, ordered a black-out, and had the lifeboats swung out on their davits so they could be quickly put into the water if need be. That same evening, a Seamen's Charities fund concert took place in the first class lounge.

    At about 11:00, on Friday, May 7, the Admiralty radioed another warning, and Turner adjusted his heading northeast, apparently thinking submarines would be more likely to keep to the open sea and so Lusitania would be safer close to land.

    U-20 was low on fuel and only had three torpedoes left, and Schwieger had decided to head for home. She was moving at top speed on the surface at 13:00 when Schwieger spotted a vessel on the horizon. He ordered U-20 to dive and to take battle stations.


    Lusitania was at approximately 30 miles from Cape Clear Island (Ireland) when she encountered fog, and reduced speed to 18 knots.[9] She was making for the port of Queenstown (now Cobh), Ireland, 70 kilometers (43.5 miles) from the Old Head of Kinsale when the liner crossed in front of U-20 at 14:10.

    Schwieger gave the order to fire, but his quartermaster, Charles Voegele, would not take part in an attack on women and children, and refused to pass on the order to the torpedo room — a decision for which he was court-martialed and served three years in prison at Kiel,[10] although this story may be apocryphal. The torpedo hit under the bridge, and was followed by a much larger secondary explosion in the starboard bow. Schwieger's own log entries attest he only fired one torpedo. Some doubt the validity of this claim, contending the German government subsequently doctored Schwieger's log,[citation needed] but accounts from other U-20 crew members confirm it. The torpedo struck just forward of the bridge, sending a plume of debris, steel plating and water upward and knocking Lifeboat #5 off its davits. Lusitania's wireless operator sent out an immediate SOS and Captain Turner gave the order to abandon ship.

    Water flooded the ship's starboard longitudinal compartments, causing an immediate 15 degrees starboard list. Captain Turner tried turning the ship toward the Irish coast in the hope of beaching her, but the helm would not respond. The torpedo had knocked out the steam lines to the rudder, rendering the controls useless. The ship's propellers continued to drive the ship at 18 knots, forcing water into her hull.

    Lusitania's severe starboard list complicated the launch of her lifeboats — those to starboard swung out too far to conveniently step aboard.[11] While it was still possible to board the lifeboats on the port side, lowering them presented a different problem. As was typical for the period, the hull plates of the Lusitania were riveted. As the lifeboats were lowered, they dragged on these rivets, which threatened to rip the boats apart. Many lifeboats overturned while loading or lowering, spilling passengers into the sea; others were overturned by the ship's motion when they hit the water. It was claimed, without merit that some boats, by the negligence of some officers, crashed down onto the deck, crushing other passengers, and sliding down towards the bridge. This has been refuted in various articles and by passenger and crew testimony. Lusitania had 48 lifeboats, more than enough for all the crew and passengers, but only six were successfully lowered, all from the starboard side.

    Despite Turner's efforts to beach the liner and reduce her speed, Lusitania no longer answered the helm. There was panic and disorder on the decks. Schwieger had been observing this through U-20's periscope, and by 14:25, he dropped the periscope and headed out to sea.

    Within six minutes, Lusitania's forecastle began to go underwater. Her list continued to worsen and 10 minutes after the torpedoing, she had slowed enough to start putting boats in the water. On the port side, people panicked and got into the boats, even though they were swinging far in from the rails. On the starboard side, the boats were hanging several feet away from the sides. Crewmen would lose their grip on the lifeboat falls as the ship lurched over further, sending passengers in the boats spilling into the sea. Others would tip on launch as some panicking people jumped into the boat.

    Captain Turner stayed in the bridge until the water rushed upward and destroyed the sliding door, sending him out the imploded windows. He took the ship's logbook and charts with him. He managed to get out and find a floating chair in the water, which he clung to. He was pulled unconscious from the water but miraculously survived after spending 3 hours in the water. Lusitania's bow slammed into the bottom about 100 m (300 ft) below at a shallow angle, given her forward momentum as she sank. Along the way, some boilers exploded, including one that caused the third funnel to collapse, with the remaining funnels proceeding to snap off soon after. Captain Turner's last navigational fix had been only two minutes before the torpedoing, and he was able to remember the ship's speed and bearing at the moment of sinking. This was accurate enough to locate the wreck after the war. The ship travelled about two miles (3 km) from the time of the torpedoing to her final resting place, leaving a trail of debris and people behind.

    Lusitania sank in 18 minutes, 8 miles (13 km) off of the Old Head of Kinsale. 1,198 people died with her, including almost a hundred children.[12] The bodies of many of the victims were buried at either Lusitania's destination, Queenstown, or the Church of St. Multose in Kinsale, but many other bodies were never recovered and remain entombed in the wreck.

    Political consequences

    Schwieger was condemned in the Allied press as a war criminal.

    Of the 197 Americans aboard, 128 lost their lives. There was massive outrage in Britain and America. The British felt the Americans had to declare war on Germany. U.S. Secretary of State William Jennings Bryan, fearing the US would declare war, resigned from the Cabinet in protest; however, President Woodrow Wilson still did not want the country to get involved in a European dispute because the American population (many of whom were German-American) did not want to be involved in a war.[citation needed] Instead of declaring war, he sent a formal protest to Germany. Wilson was bitterly criticised in Britain as a coward.

    Although unrestricted submarine warfare continued at a varying pace into the summer, on August 19 U-24 sank the White Star liner Arabic, with the loss of 44 passengers and crew. Three of the dead were Americans, and President Wilson angrily protested through German diplomatic channels.

    On August 27, the Kaiser imposed severe restrictions on U‐boats attacks against large passenger vessels. On September 18, 1915, he called off unrestricted submarine warfare completely.

    Munich metalworker Karl Goetz struck commemorative medallions in August 1915 to satirize what he saw as the greed of the Cunard Line and the foolishness of contraband he suspected was being smuggled with the help of US neutrality. The original medal has the incorrect date of 5 May 1915 on it. Some time thereafter British intelligence obtained a copy and saw a propaganda opportunity as the medal apparently celebrated the sinking as a premeditated crime. The incorrect date was taken as proof of this theory and combined with possibly apocryphal German press reports touting the triumph. British propagandists precommissioned Selfridges of London to make 250–300,000 copies of the medal in an attractive case claiming to be an exact copy of the German medal, which then were sold for a shilling to benefit the British Red Cross and other charities. Belatedly realizing his mistake Goetz issued a corrected medal with the date of 7 May. The Bavarian government suppressed the medal and ordered their confiscation in April 1917. The original German medals (fewer than 500 were struck) can most easily be distinguished from the English copies because the date is in German; the English version spells 'May' rather than 'Mai'. After the war Goetz expressed his regret his work had been the cause of increasing anti‐German feelings, but it remains one of the most celebrated propaganda acts of all time.

    According to French newspapers, the opening of the Paris Peace Conference, which resulted in the Treaty of Versailles, coincided deliberately with the anniversary of the sinking of the Lusitania.Living survivors

    There are two known Lusitania survivors still living. They are:

    Contraband and second explosion

    The telegraph on the wreck of Lusitania
    The telegraph on the wreck of Lusitania

    Lusitania was carrying small arms ammunition, which would not have been explosive.[13] Under the "cruiser rules", the Germans could sink a civilian vessel only after guaranteeing the safety of all the passengers. Since Lusitania (like all British merchantmen) was under instructions from the British Admiralty to report the sighting of a German submarine, and indeed to attempt to ram the ship if it surfaced to board and inspect her, she was acting as a naval auxiliary, and was thus exempt from this requirement and a legitimate military target. By international law, the presence (or absence) of military cargo was irrelevant.

    Recent expeditions to the wreck have shown her holds are intact and show no evidence of internal explosion. The question remains, however: if ammunition and alleged "secret" cargo did not cause the violent second explosion, what did?

    In 1993, Dr Robert Ballard, famous explorer who discovered Titanic, conducted an in-depth exploration of the wreck of Lusitania. Ballard found Light had been mistaken in his identification of a gaping hole in the ship's side. To explain the second explosion, Ballard advanced the theory of a coal-dust explosion. He believed dust in the bunkers would have been thrown into the air by the vibration from the explosion; the resulting cloud would have been ignited by a spark, causing the second explosion. In the years since he first advanced this theory, it has been argued this is a near-impossibility.

    Critics of this theory say coal dust would have been too damp to have been stirred into the air by the torpedo impact in explosive concentrations; additionally, the coal bunker where the torpedo struck would have been flooded almost immediately by the influx of seawater which poured through the damaged hull plates.

    More recently, marine forensic investigators have become convinced an explosion in the ship's steam-generating plant is a far more plausible explanation for the second explosion. There were very few survivors from the forward two boiler rooms, but they did report the ship's boilers did not explode; they were also under extreme duress in those moments after the torpedo's impact, however. Leading Fireman Albert Martin later testified he thought the torpedo actually entered the boiler room and exploded between a group of boilers, which was a physical impossibility. It is also known the forward boiler room filled with steam, and steam pressure feeding the turbines dropped dramatically following the second explosion. These point toward a failure, of one sort or another, in the ship's steam-generating plant. It is possible the failure came, not directly from one of the Scotch boilers in boiler room no. 1, but rather in the high-pressure steam lines to the turbines.

    In any case, most researchers and historians agree a steam explosion is far more likely than clandestine high-explosives as the reason for the second explosion. It must be noted, however, it is quite likely the original torpedo damage alone, striking the ship on the starboard coal bunker of boiler room no. 1, would have sent the ship to the bottom without the aid of the second explosion. This first blast was able to cause, on its own, off-center flooding of a serious nature. The deficiencies of the ship's original watertight bulkhead design exacerbated the situation, as did the many portholes which had been left open to aid in ventilation.

     Deliberate action by the British admiralty?

    Some historians have theorised that Great Britain, in particular First Lord of the Admiralty Winston Churchill, conspired to have Lusitania sunk to draw the United States into the First World War. However, there is some argument against this. It was well known by British, American, and German governments at the time that if the Americans entered the war, they would divert war materials and ammunition toward raising and equipping their own army for fighting, rather than toward keeping the British going in their war effort. Indeed, U.S. Secretary of State Robert Lansing, while serving as Assistant to then Secretary of State William Jennings Bryan, had prior to the sinking prepared a memorandum clearly outlining why American involvement in the war would be detrimental to the Allies. Similarly, two days after the sinking, the British Ambassador to the United States, Sir Cecil Spring-Rice, telegraphed London advising that it was in Britain's "main interest to preserve U.S. as a base of supplies." It would take quite some time for the United States to train and equip its army.Recent developments

    The wreck is owned by New Mexico diver and businessman F. Gregg Bemis Jr, who bought it in 1968 from former business partners, one of whom had previously bought it in 1967 for £1000 from the Liverpool & London War Risks Insurance Association.[14][15]

    The Irish Government in 1995 declared the wreck a heritage site under the National Monuments Act. This protects the wreck for 100 years. One reason for this is attributed to the presumed presence of art treasures in lead containers located in the hold believed to have been carried by Sir Hugh Lane.

    In June 2005, Bemis won a High Court challenge with the Irish State and is now in a position to legally inspect and carry out a $2 million research expedition on the wreck. Mr Bemis wants to send divers down to prove his theory the second explosion was caused by munitions being carried. The Supreme Court upheld the High Court's decision in a judgment delivered on March 27, 2007.

    A dive team from Cork Sub Aqua Club, under license, made the first known discovery of munitions aboard in 2006. These include 15,000 rounds of 0.303 (7.7×56mmR) caliber rifle ammunition in boxes in the bow section of the ship. The 0.303 round was used by the British army in all of their battlefield rifles and machine guns. The find was photographed but left in situ under the terms of the license.

    Bemis also hopes to salvage components from the wreck for display in museums. Any fine art recovered, such as the Rubens rumoured to be on board, will remain in the ownership of the Irish Government.

    On March 28, 2007, the Irish Times reported the Irish Government will grant Bemis a licence to carry out research on the vessel, but the Supreme Court's decision makes it clear a further licence application would be required by Bemis.


    • Thomas A. Bailey. "The Sinking of the Lusitania," The American Historical Review, Vol. 41, No. 1 (Oct 1935), pp. 54–73 in JSTOR
    • Thomas A. Bailey; Paul B. Ryan. The Lusitania Disaster: An Episode in Modern Warfare and Diplomacy (1975)
    • Ballard, Robert D., & Dunmore, Spencer. (1995). Exploring the Lusitania. New York: Warner Books.
    • Hoehling, A.A. and Mary Hoehling. (1956). The Last Voyage of the Lusitania. Maryland: Madison Books.
    • Layton, J. Kent (2007). Lusitania: An Illustrated Biography of the Ship of Splendor.
    • Layton, J. Kent (2005). Atlantic Liners: A Trio of Trios. CafePress Publishing.
    • Ljungström, Henrik. Lusitania. The Great Ocean Liners.
    • O'Sullivan, Patrick. (2000). The Lusitania: Unravelling the Mysteries. New York: Sheridan House.
    • Preston, Diana. (2002). Lusitania: An Epic Tragedy. Waterville: Thorndike Press. Preston (2002 p 384)


    1. ^ Atlantic Liners.
    2. ^ Lusitania, Atlantic Liner.
    3. ^ Lost Liners.
    4. ^ Inquiry.
    5. ^ Germany's second submarine campaign against the Allies during World War One was unrestricted in scope, as was submarine warfare during the Second World War.
    6. ^ Patrick Beesly, Room 40: British Naval Intelligence 1914–1918 (1982) p.95; Preston (2002), pp76–77
    7. ^ New York Times Archives, May 1, 1915, Saturday
    8. ^
    9. ^ Lusitania (1907-1915), The Great Ocean Liners.
    10. ^ Des Hickey and Gus Smith, Seven Days to Disaster: The Sinking of the Lusitania, 1981, William Collins, ISBN 0-00-216882-0. However, Diana Preston writes in her book cited in the list of sources for this article that "the details of what really happened remain tantalisingly obscure. None of the surviving crew members of the U-20 seems ever to have referred to the incident. There is no trace of his court martial papers." However, "his story is currently being researched in Strasbourg for inclusion in a dictionary of Alsatian biographies". Preston also writes that Voegele was an electrician on board U20 and not a quartermaster. See also Blog on BBC docu-drama Lusitania
    11. ^ Report.
    12. ^ Robert Ballard, Exploring the Lusitania. This number is cited, probably to include the German spies detained below decks. The Cunard Steamship Company announced the official death toll of 1,195 on March 1, 1916.
    13. ^ Included in this cargo were 4,200,000 rounds of Remington 0.303 rifle cartridges, 1250 cases of 3 inch (76 mm) fragmentation shells, and eighteen cases of fuses. (All were listed on the ship's two-page manifest, filed with U.S. Customs after she had departed New York on May 1.) However, the materials listed on the cargo manifest were small arms and the physical size of this cargo would have been quite small. These munitions were also proven to be non-explosive in bulk, and were clearly marked as such. It was perfectly legal under American shipping regulations for her to carry these; experts agreed they were not to blame for the second explosion. Allegations the ship was carrying more controversial cargo, such as fine aluminium powder, concealed as cheese on her cargo manifests, have never been proven.
    14. ^ How deep is his love, Class Notes, Stanford Magazine, March/April 2005
    15. ^ Millionaire diver wins right to explore wreck of the Lusitania, David Sharrock, The Times, London, Apr 2 2007

    Primary sources


    The Royal Mail Ship REPUBLIC sank after collision off Nantucket
    Were there millions or even billions in gold aboard?
    submitted by
    Van Field
        On the morning of January 23, 1909 the RMS REPUBLIC had left New York harbor and was bound for the Mediterranean with 742 vacationing passengers and crew. What the contents of her hold contains is still a mystery!
        The White Star ship was built for the carriage trade with on board opulence and comfort, rather than speed.  On the six-day crossing, passengers would spend their time dining in style and drinking the best wines, dancing to the music of fine orchestras and being served by an attentive staff of servants. She was a cruise ship intending to ply the sunny Mediterranean sea for two months. 
        Passengers could enjoy something new aboard ships. A newspaper printed daily aboard with news and stock reports copied by the ship’s wireless operator.  The wireless aboard was thought of as a luxury more than a safety device. 
         In the hours before dawn, the ship encountered a fog bank.  Captain Inman Sealby ordered a small reduction in the speed. He was in open sea in the Nantucket traffic lane south of Nantucket Island.  The ship was sounding the fog signal in accordance with International Rules of the Road.  At about 5:30 a.m. an answering fog signal was heard off the port bow.  The Captain immediately ordered full astern and the helm to hard a-port, while signaling his intention with his foghorn. Out of the fog appeared the bow of a ship.  The oncoming ship hit REPUBLIC amidships killing three passengers as they slept.  The ships soon drifted apart and out of sight in the fog.  Water was pouring in to the engine and boiler rooms killing the lights and soon the ship was listing.
        The crash awakened the young Marconi wireless operator, Jack Binns, who discovered his cabin was in shambles. The wireless shack had its roof torn away by the impact. As there was no power, he hooked up the emergency batteries and sent out a distress call.  He sent the newly agreed upon Marconi co. signal “CQD”.  It was the first use in such a large life-threatening situation, of this abbreviation.  CQ is a general call to all listening and the D stood for distress.  By the time of the TITANIC sinking in 1912, it had been replaced by the new international distress signal dubbed SOS because it resembled the Morse characters, however the dots and dashes are run together making one character.  
        Jack Irwin, the operator on duty at the Marconi Station on nearby Nantucket picked up the distress signal and relayed it so the world was soon informed.  The U.S. Revenue Cutter Service, forerunner of the U.S. Coast Guard dispatched two cutters, SENECA from New York City and GRESHAM from Boston to the scene.  The BALTIC, LaLORRAINE, salvage tug CITY OF EVERERETT and the Revenue Cutter ACUSHNET from Woods Hole upon hearing the distress call all rushed towards the location of the collision.      
        This was the first demonstration of Marconi’s Wireless ability to aid victims of disasters at sea.  It would be another three years before the United States would require passenger ships to carry wireless.  It is interesting to note that the other operator at Nantucket was a recent trainee of Marconi’s named David Sarnoff, who went on to become the President of the Radio Corporation of America (RCA), which later absorbed the American Marconi company.
        Meanwhile the Italian ship FLORIDA had suffered her bow pushed in and three crewmen killed in the collision.  Fortunately the FLORIDA wasn’t leaking as the damage was above the water line.  She was on her way from Italy with 900 Italian immigrants. As a result of the earthquake on December 28, 1908 in Messina, Italy, the Italian Government arranged steamship transportation for many of the traumatized survivors to go to America in steerage, whether they wanted to or not!  There were more than 200,000 dead and countless others left homeless.  The ship’s Captain was only 28 years old, but performed admirably in the circumstance he found himself.   
    The FLORIDA returned to the scene of the accident and was able to take aboard all of the REPUBLIC’s passengers and most of the crew. This was not an easy task at sea for the smaller damaged FLORIDA.
    Meanwhile Jack Binns, the REPUBLIC’s wireless operator kept in communication with the White Star Liner BALTIC.  By noon the next day, the BALTIC was about 10 miles from the disaster scene.  The fog remained heavy so the ship was moving very slowly with extra lookouts on duty.  It was arranged by wireless for the ships to signal via small signaling bombs.  Ship’s chronometers were synchronized via wireless and crews listened attentively for the noise.  Nothing was heard until they down to their last bomb.  The eight left on the REPUBLIC formed a circle looking out and listening intently.  Two thought they heard a faint noise so the course was sent to the BALTIC and in about 15 minutes their foghorn was heard.  By this time Jack Binns had been at his post at the wireless with no food and no heat, day and night until ordered off the sinking ship by the Captain shortly before its final plunge.
        The French Government gave Jack Binns a medal for his heroism as wireless operator.  In 1912 he was slated for a post on the TITANIC, but love intervened to save him.  He had just gotten married and didn’t wish to leave his new wife to go to sea again. 
    The White Star Liner BALTIC finally arrived, the passengers were again transferred, this time to the BALTIC as the FLORIDA had lost 30 feet of bow accordioned into the ship and was severely overloaded with all the people aboard.  The women and children were transferred first, then the rest of the First Class passengers, then finally all of FLORIDA’s passengers.   A riot almost ensued because the Italian steerage passengers felt they were being considered last.  The transfer at sea of so many people took eight hours.  This left the FLORIDA to limp into port for repairs while the BALTIC brought the passengers to New York minus their jewels and luggage.    
        Most of the REPUBLIC’s crew as well as the passengers had been put on the BALTIC.  Captain Sealby and eight others remained with the sinking “unsinkable” ship along with the wireless operator.
    Jack Binns reported in an interview years later, “when daylight broke the next morning, it revealed one of the greatest concourses of ships ever seen on the seas.  Everywhere, as far as the eye could see were ships.  Every liner and every cargo ship equipped with wireless that happened to be within 300 mile radius of the disaster, overhearing the exchange of messages between the BALTIC and REPUBLIC had gathered around and stood by ready to be of whatever assistance they could.  It was a fine testimonial to the value of wireless.”       
    The 15,000 ton 570 foot, REPUBLIC with a 70-foot beam was taken in tow by the two Revenue Cutters, SENECA and GRESHAM bound for the shallow water around Nantucket. They tried to tow at 2 knots.  The Anchor liner FURNESSIA had tied up to the stern to act as a rudder for the disabled ship.  At about 8 p.m. with their searchlights on the tow, it was determined that the giant ship was rapidly sinking!
    The tow started at 10 a.m. Sunday morning and continued until 7 p.m. Sunday night.  No actual progress was being made, as the strong current they were bucking was the same speed as their forward motion, so all four ships stood virtually still.  
        The FURNESSIA cast off their line as the stern of the REPUBLIC was under water flooding the wireless room. At this time the Captain ordered the rest of the crew off save one volunteer to stay with him. The rest departed in the Captain’s gig. 
        “At this time the REPUBLIC was attached to the GRESHAM by a steel hawser.  As soon as we put off in the Captain’s gig we pulled over to the GRESHAM, told the Captain of that ship the condition of the REPUBLIC, and asked him to pay out a nine-inch rope hawser and stand by, ready to cut the hawser as soon as he got a signal from the bridge of the REPUBLIC that the ship was about to go under.  It had been previously agreed that Captain Sealby was to flash a blue Coston light when the moment did arrive. 
        “This, the Captain of the GRESHAM did.  He stationed a man with an ax over the hawser, with instructions to cut it the moment he saw the blue light. We stayed off in the lifeboat waiting for developments and holding ourselves ready to go to the rescue of Sealby and Williams the moment the ship went down. 
        “Fortunately there were four or five other ships in the vicinity watching the proceedings.  Each one played his searchlight on the REPUBLIC. By the aid of many searchlights the two lone figures could be seen pacing to and fro on the uptilted bridge.  And then came the signal of the blue light.  Then we saw one of the men jump on to the rat-lines of the foremast, climb up to the top of the mast and wait.  The other man ran forward, jumped up on the rail, and taking one last long look at the little cabin on the bridge, turned and dove 40 feet into the sea. 
        “For one minute more the bow of the REPUBLIC trembled above the waves and then sank.
        “We rowed to the spot where it went down.  The light of each observing ship was trained upon the spot. Fortunately a quiet sea was running at the time, but even so it was most difficult to see very far from the open boat as the lights, intercepted by the crests of the waves, threw darkened shadows over most of the surrounding water. 
        “For 20 minutes we rowed around, earnestly but yet aimlessly, for we did not know where to go.  On all sides we saw glaring searchlights, but nowhere could we discern any sign of life in the sea.  I don’t think any more sorrowful moment ever came to the lives of the men in the open boat, not to mention those on the nearby ships, for Captain Sealby and Second Officer Williams had nobly upheld the tradition of the sea.  But the length of time did not diminish our hopes. 
        “Suddenly, to our right, from out of the murky blackness of the waters of the sea, a revolver shot rang out.  We pulled over in that direction immediately, and found Captain Sealby hanging on to a floating crate, so nearly exhausted that he had just sufficient strength to pull the trigger of his revolver.  ‘Williams over there’, he said, ‘get him.’ But we pulled the Captain in and sure enough we found Williams too, clinging to a hatch cover that had floated off the REPUBLIC as she went down. 
        At the time of this interview in the April 1924 issue of RADIO BROADCAST, he was working as the Radio Editor of the New York Tribune.  This may explain the rather vivid account that he gave of the event 15 years afterward.       
    Why did the Captain wait for the last possible moment to abandon his ship?  Perhaps it had to do with the chance a salvor might have been able to save and claim the ship and cargo.  
    The sinking took place in 40 fathoms, 9 nautical miles W.S.W.  of the Nantucket light ship.  The exact position given by the two Revenue Cutters in their reports was about 8 miles apart.  In 1981 the wreck was located about halfway in between the two positions. The sunken remains were found six miles from the charted location.
        At this point in this story the facts have been told, now begins the conjecture.  Captain Sealby surrendered his Captain’s license, as was the custom.  It was to be re-instated after a court of inquiry had determined that he was blameless.  However, the required board of inquiry was never held, leaving the Captain without a job.  He went back to school and took up Maritime Law, which he practiced in San Francisco until World War 1when he went back to sea serving as a transport Captain with the Merchant Marine. 
    It is believed that the ship was carrying a secret cargo of gold destined for France, to be loaned to Czarist Russia to pay for the War with Japan that they were engaged in at the time. The amount is said to be 15 tons of gold bars and 3 million 1909 dollars in $20 gold pieces in mint condition.  In addition there was a large some of money destined for relief of the victims of an earthquake in Italy.  There was also a $265,000 payroll aboard for the U.S. Navy fleet that was in the Mediterranean on a good will tour promoted by President Teddy Roosevelt.  
        All Government records of the cargo seem to be missing.  Captain Martin Bayerle formed a Dive Corporation to salvage the gold and silver from the ship. It is believed that there may be as much as $15 billion aboard!  The loss of so much gold in 1909 could have caused a panic in the world markets and may have been hushed up because of this. 
        There are many interesting web sites for those who wish to read further.  Http:// will give you the long version.  This web site is almost book length detailing the search for more information and any official records.  You can just type SS REPUBLIC into your favorite browser and find these sites. The site has a complete bibliography of the incident.

    PRESIDENT IS HURT IN SHIP COLLISION; His Face and Hands Cut by Glass from a Smashed Window. MAGNOLIA HIT BY FREIGHTER His Tender Beached, Mr. Roosevelt on Another Vessel Reaches the Cruiser West Virginia Safely. PRESIDENT IS HURT IN SHIP COLLISION

    Special to The New York Times.

    October 28, 1905, Saturday

    NEW ORLEANS, Oct. 27, 1905. -- President Roosevelt was slightly cut on the face and hands by broken glass of a window in a collision which occurred at 11 o'clock last night between the lighthouse tender Magnolia, on which he was being conveyed from this city to the cruiser West Virginia on his return to Washington, and the United Fruit Company's steamer Esparta, inward bound.



    This database focuses on incidents of ships striking icebergs dating from 1800 to ... The 2 picked up by schooner ENERGY which was sunk in collision with SS ...