–

1
SS JOBST OLDENDORFF (1) on the lower reaches of River Elbe in the 1950s. (Photograph: Rolf Meinecke)

2
 –

This book is dedicated to Egon Oldendorff, 1900–1984

3
 Cover:
GRETKE OLDENDORFF (4) on sea trials

Front paper:
T. A. VOYAGER ex-JOHANNA OLDENDORFF in the
Pacific Ocean

End paper:
YEOMAN BROOK
(FotoFlite)

Note:
Photographs not bearing the name of the
actual photographer have been taken from
the company archives. The publishers’
efforts to trace the names and/or the
current addresses of the photographers
concerned have unfortunately been
unsuccessful.

Conception, text and layout by

Verlag Gert Uwe Detlefsen
Rihimäkistraße 38a
D-23795 Bad Segeberg

Side drawings:
Alfred Schneider, Flensburg

Translation:
C. Norbert Bellstedt, Hamburg

Printed by:
Satz & Druck Leupelt KG
Heideland 0st 24
D-249412 Jarplund-Weding

© Egon Oldendorff
Fünfhausen 1
D-23552 Lübeck
Phone + 4 51 / 1 50 00
Fax + 4 51 / 7 35 22

All rights reserved. No part of this book may be

reproduced, stored in a retrieval system, or transmitted in
any form or by any means, electronic, mechanical,
photocopying, recording or otherwise, without prior
permission in writing from the Publishers.

4
“What Do You Want to Achieve?”
This was the question put to me in
Hong Kong by a respected Indian
shipowner. It was only a courtesy
visit and I was prepared for the usual
exchange of information and niceties.
It was different this time. I heard the
unexpected and philosophical questions:
“What are your objectives in life?”
“What do you really want to achieve?”
I admit: I was speechless for a while.
What was I to answer? I remember
having mumbled something about the
15 percent internal rate of return I would
normally achieve and expect on my
investments. The gentleman on the
other side of the table smiled but did
not seem impressed with the reply.
So, what is it that drives our ambitions ?
Job satisfaction and a healthy family ?
Most certainly, yes. But when we have
achieved that, what makes many of us
want to expand the business further?
Why do we want to see it grow bigger
and bigger? What are we doing on this
planet, in the middle of an endless
universe, from cradle to grave?
You may have the answer. Frankly, I
have not found it yet.
But, even if we still search for that
answer, we strive to give our charterers,
our shippers and receivers a good and
reliable service. They can count on our
commitment to carry their cargoes around
the globe, safely, and arriving on time.
Egon Oldendorff will continue to grow,
but shipping is a cyclical industry with
capital-intensive investments, volatile
markets and a high risk profile.
The safety net is our company policy
whereby debts should not exceed a level
of 50 percent of the market value of all
assets. This way, we will always be on
the safe side.
In this respect I follow the philosophy
of my father, the founder of the
company. His achievements are
described in this book and, in the last
chapter, I am quoted as having
characterized him as a man who was
‘bold and cautious’ at the same time.
He has certainly also striven for growth
provided the risks he took were
calculable and as long as he could steer
clear of greed and arrogance.
Some companies point to their turnover
as a measure of success. It is easy to
blow up your turnover by buying and
selling assets.
Profit and loss accounts can be just as
misleading. Investing at the right time may
produce heavy book losses through
depreciation in a given year, yet the
seeds may have been planted for growth
and good profitability in the future.
The only true indicator of success is a
strong and growing net asset value.
Of course, our most important assets are
our staff.
Today, I pay tribute to the large number
of men and women who, through their
hard work, dedication and loyalty, have
helped Egon Oldendorff grow and
prosper. Without them, there would be
no anniversary and no celebrations.
To describe the skills and efforts of
those who have served the company
afloat and ashore would fill another
book. Also, it would be less than fair to
mention some and leave uncommented
the efforts of many others.
This book commemorates our 75th
anniversary. It tells stories about the
ships and describes the activities of our
subsidiaries.
Let me express my sincere thanks to all
our business friends who have trusted
us and helped us along the way.
What has driven us to achieve what we
did in the past ?
We may never know, but we are
certainly proud of it.
Henning Oldendorff
February 1996
5
 The Development of the Fleet of Egon Oldendorff
(Scale 1:1250)

NDR

1 KOMET

NDR

2 PLANET

NDR

3 OLGA ELISABETH

NDR

5 NORDSTERN

NDR

6 NORDLAND

NDR

8 NORDMARK

NDR

9 NORDKAP

NDR

11 GISELA OLDENDORFF

6
EO

12 LUDOLF OLDENDORFF (1)

EO

13 KLAUS OLDENDORFF (1)

EO

14 DORA OLDENDORFF (1)

EO

15 HUGO OLDENDORFF (1)

EO

16 ERNA OLDENDORFF (1)

EO

17 HENNING OLDENDORFF (1)

EO

18 DIETRICH OLDENDORFF (1)

7
 EO

23 IRENE OLDENDORFF (1)

EO

24 BIRTE OLDENDORFF (1)

EO

25 DORTHE OLDENDORFF (2)

EO

26 IRENE OLDENDORFF (2)

EO

27 KLAUS OLDENDORFF (2)

EO

28 DIETRICH OLDENDORFF (2)

EO

29 HUGO OLDENDORFF (2)

8
 EO

30 HENNING OLDENDORFF (2)

EO

31 ERNA OLDENDORFF (2)

EO

32 LUDOLF OLDENDORFF (2)

36 DORA OLDENDORFF (2)

EO

33 IMME OLDENDORFF (1)

EO

34 CHRISTOFFER OLDENDORFF (1)

EO

35 DIETRICH OLDENDORFF (3)

EO

37 GRETKE OLDENDORFF (1)

9
 EO

38 HILLE OLDENDORFF (1)

45 ANNA OLDENDORFF (1)

EO

39 TETE OLDENDORFF (1)

EO

40 EIBE OLDENDORFF (1)

42 HINRICH OLDENDORFF (1)

EO

41 CATHARINA OLDENDORFF (1)

EO

43 JOBST OLDENDORFF (1)

46 HANS OLDENDORFF (1)

EO

44 GEBE OLDENDORFF (1)

EO

47 HELGA OLDENDORFF (1)

48 JOHANNA OLDENDORFF (1)

10
 EO

49 MAGDALENA OLDENDORFF (1)

EO

50 ILSABE OLDENDORFF

EO

51 DORTHE OLDENDORFF (2)

EO

52 KLAUS OLDENDORFF (3)

EO

53 GRETKE OLDENDORFF (2)

EO

54 BIRTE OLDENDORFF (2)

55 CHRISTIANE OLDENDORFF
EO 56 HANS OLDENDORFF (2)
58 ERNA OLDENDORFF (3)
60 JOBST OLDENDORFF (2)

11
 EO

57 HUGO OLDENDORFF (3)

59 HENNING OLDENDORFF (3)

61 CHRISTOFFER OLDENDORFF (2)
EO
62 HELENA OLDENDORFF (1)

63 DIETRICH OLDENDORFF (4)

EO

EO

65 TETE OLDENDORFF (2)

67 RIXTA OLDENDORFF (1)

EO

69 GERDT OLDENDORFF (1)

73 HUGO OLDENDORFF (4)
80 GRETKE OLDENDORFF (3)

EO

70 ELISABETH OLDENDORFF (1)

71 CAROLINE OLDENDORFF (1)
61 MARIA OLDENDORFF (1)

72 EMMA OLDENDORFF (1)

75 ECKERT OLDENDORFF (1)
EO

12
 EO

76 GEBE OLDENDORFF (2)

81 LUDOLF OLDENDORFF (3) 83 DORA OLDENDORFF (3) 86 BIRTE OLDENDORFF (3) 87 HELGA OLDENDORFF (2)
EO

88 SCHLESWIG-HOLSTEIN 89 NIEDERSACHSEN

EO
90 GOOD FAITH
91 FUTURE HOPE
92 GLOBE TRADER

EO

93 SEA SCOUT
94 BALTIC MERMAID
95 MARINE RANGER

EO

96 RIXTA OLDENDORFF (2)

97 REGINA OLDENDORFF (2)
98 HELENA OLDENDORFF (2)

EO

99 DIETRICH OLDENDORFF (5)

100 JOHANNA OLDENDORFF (2)

13
 101 CHRISTOFFER OLDENDORFF (3)
102 MAGDALENA OLDENDORFF (2)
EO

EO EO

103 MARIA OLDENDORFF (2)

110 BEATE OLDENDORFF

EO

104 BIRTE OLDENDORFF (4)

105 TETE OLDENDORFF (3)

EO

108 HANS OLDENDORFF (3)

EO

112 GERMAN SENATOR

EO

113 COLUMBOS OLIVOS

14
 EO

114 EMMA OLDENDORFF (2)

115 ECKERT OLDENDORFF (2)
116 EIBE OLDENDORFF (3)

118 ANNA OLDENDORFF (2)

EO
119 ERNA OLDENDORFF (4)

EO

120 HELGA OLDENDORFF (3)

125 HENRIETTE OLDENDORFF

EO

121 YEOMAN BANK

122 LUCY OLDENDORFF

124 ELISABETH OLDENDORFF (2)
EO 131 CAROLINE OLDENDORFF (2)
132 DOROTHEA OLDENDORFF
134 DORTHE OLDENDORFF (4)
135 GRETKE OLDENDORFF (4)

123 YEOMAN BROOK

EO

15
 126 HINRICH OLDENDORFF
128 GERDT OLDENDORFF (2)
EO
130 HUGO OLDENDORFF (5)

127 GEBE OLDENDORFF (3)

EO

EO

129 CHRISTOFFER
129 OLDENDORFF (4)

EO

133 CCNI AUSTRAL

EO

136 ERNA OLDENDORFF (5)

139 ANNA OLDENDORFF (3)

EO

137 CCNI VALPARAISO

138 MAGALLANES

16
 140 LINDA OLDENDORFF
EO

EO

Gdansk
141/142
Newbuildings

EO

Dalian
143/144
Newbuildings

EO

145/146/147/148 Wuhu
Newbuildings

EO

150 FROTA DURBAN

EO

151Jiangnang
Newbuilding

17
 and load cargo wherever offered,
hopefully at rates that made ends
meet. To this day ballast positioning
voyages are part of the game as are,
if less frequently, idle times. And then
there are specialized ships far and
few between in the twenties but
quite numerous in this day and age.
World War I, terminated in 1918,
◆ left the world fleet decimated but
92,270 to 2,974. That ratio steadily
declined ever since and steamers
increasingly catered for bulk cargoes,
a virtual monopoly occupied by
sailships well into the first decade of
this century.
Large barks and full-rigged ships
went through a short illusory boom
during a few years following 1919
when ships were scarce, but many

Shipping had not impaired the role of the

irreplaceable ocean-going steamer.
The advent of steamers gave birth to
different types of sailships held their
own much longer in the coastal
trades and in fishery. Steel had

in the Early regular and reliable liner services

around the globe and on many a
replaced brittle iron and as early as
1901, a full 95 % of vessel

Twenties local or regional route. Trade

expanded in tune with rapid
newbuildings worldwide were made
of steel. The first motorships already

◆
Shipping is more than flashy luxury
passenger liners, floating hotels or
fast ferries. The real workhorses of
the industry are the untiring
freighters, be they tramp ships or
liner vessels. In the old days
trampers used to be humble ships
certainly not over-engined and with
modest cargo gear. They would seek
industrialization during the second traded in 1920 but marine engines
half of the nineteenth century and were yet to commence their real
shipping duly followed suit. Initially development and assumed a leading
liner and semi-liner services would role only from 1950 onwards.
be the almost exclusive domain of
steamers. In the year 1880 the
merchant navies of all European
nations totalled 127,170 sailships
and no more than 13,858 steamers.
1860 is acknowledged as the absolute
peak of European sailships which
outnumbered steamers at the rate of

18
ss PLANET in the severe winter of 1928/29

19
 shipowners but without ships, and
also seafarers (the latter included
women who had served as stokers
during the final stages of the war)
with very few ships to sail in. German
ships would mainly be found in the
coastal and in the Baltic trades, pre-
dominantly served by vessels under
1,600 GRT which did not have to be
surrendered to the Allies. Numerous
◆ steamers of all sizes found employment
(now known as Bremerhaven).
At the age of 16 and having taken
O levels he decided to serve an
apprenticeship at the farm of his
uncle, Gustav Schmidtmann at Alsum.
To grow up close to the coast, like
the Oldendorffs, meant being in
contact with shipping from an early
age. Thus, Egon Oldendorff became

Egon Oldendorff in those trades, as did sailships and

barges. The Hamburg firm of Lilien-
feld & Homuth was active in the barge

from the trade in the year 1920. The company

hardly qualified as ship owners at

North Sea that very time and it cannot be traced

in any of the registers as owners of

◆
sea-going or selfpropelled vessels.
However, the company was in
business which presumably tempted Egon Oldendorff as a young man

The German merchant fleet had lost
1.2 million GRT in World War I
through direct war action and
another 1.5 million GRT had to be
surrendered to the victorious Allies.
What was left were so many
businessmen registered as
young Egon Oldendorff to apply for
a job. Egon Oldendorff was born at
Dorum, situated in Land Wursten
between Cuxhaven and Bremer-
haven, on 17 February 1900 as the
youngest of three children. His father,
Ludolf, was an auctioneer and ran
a private bank. Egon went to
school in Dorum and in Lehe
familiar with the coast, the tidal
flats and the North Sea beyond
them when his father took him seal
hunting on the banks near the
coastline. He would watch ships
passing by, be it on outings to Cux-

20
haven or during his time at the
Lehe school.

Egon Oldendorff was drafted for

military service shortly before the
war ended and was discharged from
the army on 31 December 1918 as a
qualified cavalryman. He seriously
considered to take up farming but
agreed to his father’s suggestion to
commence his working life in the
parental private bank and thereafter
serve as a trainee in Hamburg before
finally deciding his future career.
He worked in the bank until June
1920 and opted for shipping during
his time as a trainee with Lilienfeld
& Homuth.

In those days barges played the dual

role of floating stores and of “feeder”
vessels. Barges would collect export
goods from provincial ports and
convey them to the larger seaports
for onward carriage to distant
countries. Conversely, they would
take imported goods from the
seaports to smaller outports. To a
lesser degree barges were employed
Circular letter, announcing change of partnership and new company style.

21
 in the shortsea trades. Whilst port
tugs would busily be scurrying back
and forth, barges would often sit
moored at their berths for weeks
before discharging or re-loading.
Companies like Lilienfeld & Homuth
that owned barges but no tugs
depended entirely on third parties for
towing services, and this was being
felt even more acutely where the
barges were mainly employed on
liner routes. Lilienfeld & Homuth had
liner services going from Lübeck to
Stockholm and other eastern Swedish
ports, and from Emden/Delfzijl to the
United Kingdom, using their owned
barges ROLF and GUNTHER plus a
number of small barges chartered in.
A broking department attended to
chartering and S&P business. The
headoffice was on the first floor of
No. 55 Vorsetzen, owned by Hambur-
ger Hafen-Dampfschiffahrt AG, on
the river Elbe. There were two
partners, two senior managers, Hans
F. Schössow and Otto Alwin Michael-
sen, plus a number of staff.
22
The company also had a branch
office in Lübeck, at No. 6 Grosse
Altefähre.
When Alfred Homuth retired early in
1921, Albert Lilienfeld made young
Egon Oldendorff, the trainee of only
nine months, his partner, as
evidenced by the entry in the Ham-
burg register of companies dated 19
February 1921. The company style
changed to Lilienfeld & Oldendorff,
Shipowners and Shipbrokers, Ham-
burg, with a Lübeck branch office.
Egon Oldendorff had come of age, at
21, merely two days before that date,
a prerequisite for holding company
shares. Yet another two days later the
company announced the news in a
circular letter to its clients, making
reference to Mr Egon Oldendorff the
banker, an attempt apparently to hide
the tender age of the new partner.
An unnecessary precaution, as it
turned out, since sharp-witted and
highly motivated Egon Oldendorff
wasted little time to become the com-
pany’s driving force. He had been quick
to realize the drawbacks inherent in
an operation based on owned barges
but chartered tugs. The only way to
keep the barges permanently employed
was to increase their number and to
own tugs, which in turn would enable
Lilienfeld & Oldendorff flexibly to
react to enquiries. A simple calculation
revealed that high charter rates for
tugs could have driven the small
company into bankruptcy in a matter
of a few months. Therefore, Egon
Oldendorff sold both lighters and
applied the proceeds to purchasing
from English owners the British-built
ss GLASSALT of 780 tdw which flew
the new blue house flag as the ss
KOMET. Alfred Lilienfeld passed away
unexpectedly at the end of 1921
which made 21-year old Egon
Oldendorff the sole proprietor of
the company. To facilitate the
administration of the estate he
established in 1922 the Nordische
Dampfer-Reederei Lilienfeld &
Oldendorff GmbH but that company
did not become active until after
Oldendorff moved headquarters to
Lübeck in 1925.
ss KOMET, loading sawn timber at Kotka
1) KOMET – 1923-1924
call sign RDGF/DRBF – cargo
steam-ship – 622 GRT/780 tdw
55.71 m registered length,
8.02 m breadth, 4.57 m depth
compound steam engine, 400 HP,
made by Hall, Russell & Co.,
Aberdeen
July 1893 delivered by J. Duthie
Sons & Co., Aberdeen (No. 163)
as GLASSALT to W. Leslie & Co.,
Aberdeen (GBR).
1886 sold to Aberdeen & Glasgow
SS Co. Ltd., Aberdeen (GBR), J.
Duthie Sons & Co. appointed as
managers.
1907 sold to Harries Bros. & Co.
1918 sold to London Transport
Co. Ltd., London (GBR), Brown,
Jenkinson & Co. appointed as
managers.
1920 E. J. Heinz appointed as
manager. 28.2.1923 sold to Lilien-
feld & Oldendorff, Hamburg
(DEU), renamed KOMET. 21.1.1925
transferred to Nordische Dampfer
Reederei mbH., Lübeck (DEU).
1.7.1925 port of registry Lübeck.
24.7.1934 sold to G. Russo fu
Diego, Messina (ITA), renamed
MARIA CLARA. 1938 sold to Raffaele
Romana, Naples (ITA). 1939 re-
named POMEZIA. 29.5.1940 taken
over by Italian Navy as F 7, from
1.6.1940 until 13.1.1941 in navy
service, converted to a reefer ship.
8.9.1943 in German hands,
remained in service as a reefer.
19.1.1944 sunk at Rhodos by an
air attack.
23

◆ as November 1943, after more than
Ships
for Nordische
Dampfer
Reederei
◆
At the end of March 1922 Lilienfeld &
Oldendorff bought the ss PLANET of
870 tdw from Altona shipowner H.
Homuth, presumably a relative of
Alfred Homuth who had retired not
long ago. The ship, delivered in July
1881 by Rostocker Aktiengesellschaft
für Schiffs- & Maschinenbau had
24
never changed its name and had
spent 37 years in liner services operated
by Dampfschifffahrts-Gesellschaft
‘Neptun’ of Bremen. It turned out
later that Egon Oldendorff had
acquired a very sturdy and durable
vessel. She became a total loss as late
62 years of service. In 1923 Lilienfeld
& Oldendorff were appointed
managing owners for the 650 tdw ss
OLGA ELISABETH, purchased from the
Netherlands by Schiffahrtsgesellschaft
‘Niederelbe’ mbH.
Egon Oldendorff moved the
company headoffice to Lübeck in
1925, initially operating there under
the style of Nordische Dampfer Ree-
derei GmbH. The liner service linking
Lübeck with Stockholm had
developed successfully from modest
beginnings and provided
remunerative employment for PLANET
and KOMET. It made sense to have the
management of a Lübeck-based liner
service in that city, and there was no
absolute need to maintain a Hamburg
presence. The other reason could
have been that in Hamburg, Lilien-
feld & Oldendorff were one of very
many shipowning companies which
made it difficult at times to obtain
credit facilities. The latter were not
easy to get by, and expensive at that.
Established in 1921, Lilienfeld &
Oldendorff could not claim war
losses, and banks would preferably
finance ships under reconstruction
schemes for owners whose fleets had
suffered during or after the war. Most
European nations were virtually
bankrupt and resorted to printing
paper money, regardless of
consequences. By the year 1922 the
German mark had lost three-quarters
of its 1919 value, and the decline
accelerated dramatically. The Berlin
money press could no longer cope
with the demand for notes, and a
local telephone call in that city cost
the staggering amount of 500,000
marks. Galloping inflation from
mid-1922 until the 17th November
1923 became an insurmountable
obstacle to raising credits and loans.
This continued for a short period of
time following the introduction of the
2) PLANET – 1921-1934
QDLC/DRBG – cargo steamship –
696 GRT/880 tdw
56.90 m registered length, 7.84 m
breadth, 4.66 m depth
expansion steam engine, 285 HP,
made by the shipbuilders, 12 knots
July 1881 completed by Rostocker
AG für Schiffs- & Maschinenbau,
Rostock (No. 62) as PLANET for
Dampfschifffahrts-Gesellschaft
‘Neptun’, Bremen (DEU). 1898
re-engined at Copenhagen with a
triple-expansion engine of 285 HP,
made by Helsingör Jernskibs- &
Maskinbyggeri, Helsingör.
August 1914 interned in Bilbao,
1918 released. Was to be allocated
to France but due her small size
she remained with her owners.
25.6.1918 sold to H. Schacht,
Altona (DEU). 17.1.1921 sold to
H. Homuth, Altona. 21.3.1921
registered at Hamburg (DEU).
23.3.1921 sold to Lilienfeld &
Oldendorff. 14.10.1924 transferred
to Nordische Dampfer Reederei,
managed by Lilienfeld &
Oldendorff mbH., Lübeck (DEU).
9.7.1925 registered at Lübeck.
7.6.1934 sold to Pittaluga &
Bertorello, Genoa (ITA), renamed
PONTINIA. 1937 sold to R. Romano,
Naples (ITA). 1941/42 chartered by
Royal Itialian Ministry of Marine.
13.9.1943 in Venice seized by
Deutsches Reich, taken over by
Mittelmeer-Reederei GmbH (DEU).
23.11.1943 wrecked in heavy
weather and stranded at the ss PLANET, ice-bound in the Baltic Sea, receiving supplies from the
entrance of Canal di Sut, off Zara. crew of battle cruiser SCHLESWIG HOLSTEIN. Winter 1928/29.

3) OLGA ELISABETH – 1922-1924

RCHL – cargo steamship – 483
GRT/650 tdw
47.19 m registered length, 7.65 m
breadth, 3.85 m depth
triple-expansion engine, 450 HP,
made by Gebr. Stork & Co., Hengelo
December 1916 launched. 1917
completed by Scheepswerf ‘de
Maas’, Slikkerveer, as KRALING-
SCHEVEER for Rotterdamsche Alge-
meen Scheepvaart Mij., Rotterdam
(NLD). 1919 sold to N.V. van der
Eb & Dresselhuys Scheepvaart
Mij. 1921 sold to W. H. James &
Co. 31.3.1922 sold to Schiffahrts-
gesellschaft ‘Niederelbe’ mbH.,
Hamburg (DEU), Lilienfeld &
Oldendorff, Hamburg, appointed as
managers. 4.6.1924 sunk 230 nm
ENE off Tynemouth when on a
voyage from Burntisland to Grenaa
with coal. Crew was rescued by
British trawler CHEVIOTDALE.

ss OLGA ELISABETH passing Hakenterrasse at Stettin.

25
 so-called Renten-Mark when the
appetite for credits became almost
insatiable. Lübeck was the home of
only a handful of shipowning compa-
nies, competition was less fierce and
the whole business environment
appeared a little more relaxed.
Coinciding with the company’s move
to Lübeck the economy began to
recover, slowly but surely.

Nordische Dampfer Reederei bought

a 1,200 tdw steamer from Swedish
owners. The ship was registered
in Lübeck in February 1926 as the
MAGNET. OLGA ELISABETH, the ship
under Lilienfeld & Oldendorff
management, had sunk in 1924.
The owned fleet now comprised
three steamers. Oldendorff added,
in September and November 1925,
the 850 tdw steamers NORDSTERN
and NORDLAND, thereby departing
from ship names ending on ET as
for his first vessels. The following
six ships were all given NORD names,
Stevedores loading bagged cargo.
much in line with the owners style,
Nordische Dampfer Reederei.
The ss NORDLICHT and NORDKAP,
purchased until January 1929, at 840
and 700 tdw respectively, stayed
within the former size bracket. The
ss NORDMARK (2,008 tdw) and the
ss NORDFELS (1,800 tdw), built 1901
at Rotterdam and 1904 at Newcastle
were decidedly larger, and younger.
The vessels found employment
in the North Sea and Baltic trades.
Westbound cargo consisted of
Finnish and Swedish timber for
Germany, Denmark, the Netherlands,
Belgium and Great Britain. The ships
would return to the Baltic Sea
carrying British coal, salt from Delfzijl
and assorted generals from Hamburg
and Lübeck to Baltic Sea outports.

26

Grab handling of pit props.
In those days round voyages took
weeks. Even small ships would
spend two weeks loading timber.
Pre-slinging was yet to be invented,
and the majority of ports required
ship’s gear with winches operated by
crew members. All that took time
even though ports worked
twelve-hour shifts and Saturdays
were considered normal working
days. However, time was not at a
premium. More often than not it
would take several hours or even a
full day to lash the deck cargo and to
cover it with tarpaulins, to secure the
loading gear and to replenish
bunkers. Discharging operations, i.e.
pulling the beams and boards out
from the stow and putting them into
slings went a little faster.
Loading coal in British ports would
normally be accomplished in a matter
of hours, but loaders frequently had
to queue for days for their turn under
the chute used in most British coal
ports. Most of those ports only had
one chute, and sometimes dozens of
A British coal chute.
ships rode at anchor in the roadstead
awaiting their turn. Given normal
freight rate levels most voyages
produced a profit. By and large
conditions of carriage struck a fair
balance between charterers and
owners, and demurrage clauses
softened the blow when loading or
discharging times were exceeded.
27

ss MAGNET
4) MAGNET (1) – 1926-1929 – PCDT
cargo steamship – 809 GRT/1200 tdw
60.80 m registered length, 8.78 m
breadth, 5.49 m depth
triple-expansion engine, made by
J. Steward & Co., London, 508 HP,
10.5 knots
June 1871 completed by T. Turnbull
& Son, Whitby (No. 26) as WHITE-
HALL for own account (GBR). 1887
sold to H. D. Pilcher, Whitby (GBR).
1891 re-engined by original builders.
1892 sold to H. C. Smith (NOR).
1893 sold to O. Thoresen, Tönsberg
(NOR). 1894 sold to A. Monsen,
Tönsberg, renamed FLUGT. 1899 sold
to F. Olsen, Hvidsten (NOR). 1899
sold to A/S Bonheur, Christiania
(NOR), F. Olsen appointed as
manager. 1900 sold to Rederi Sels-
kabet ‘Flugt’, Christiania (NOR),
F. Olsen appointed as manager.
1908 back to AS Bonheur, Christia-
nia (NOR), F. Olsen remained
manager. 1911 sold to A/S D/S
Flugt, Langesund (NOR), Jacobsen
& Co. appointed as managers. May
1917 sold to A/S Superb, Christiania
(NOR), Olsen & Ugelstad appointed
as managers. January 1918 placed
under the control of The Shipping
Controller, London (GBR), Wither-
ington & Everett appointed as
managers. 1919 returned to
D/S A/S Flugt, Langesund (NOR)
with Jacobsen & Co. as managers.
September 1921 sold to A/S Furu-
land, Brevik (NOR), S. Uglestad
appointed as manager. 1921 sold to
A/B Möller, Stockholm (SWE), Pers-
son & Co. appointed as managers,
renamed SIKLA. 1923 sold to Rederi
A/B Roland, Stockholm, H. Boklund
appointed as manager. 1924 sold to
Otto Thoresen, Tönsberg (NOR).
1925 sold to Rederi A/B Sunminget,
Stockholm (SWE), F. Persson
appointed as manager. 13.2.1926
sold to Nordische Dampfer Reede-
rei mbH., Lübeck (DEU), Lilienfeld
& Oldendorff appointed as mana-
gers, renamed MAGNET. 28.5.1929
sold to Riccardi, Naples (ITA). 1929
renamed NEMI. (according to un-
confirmed sources vessel was
renamed GUISEPPE RICARDI in 1931)
18.5.1932 wrecked and sunk 15 nm
SW of Cape Spartivento/Calabria
when on a voyage from Girgenti
to Pescara with stonesalt.

5) LÜHE/NORDSTERN – 1926-1939
QFTP/QKRM/DRBW/DBIH/
DKOR/DGUL
cargo steamship – 1083 GRT/1150
tdw
65.06 m registered length, 8.97 m
breadth, 5.21 m depth
triple-expansion engine of 650 HP,
made by the shipbuilder, 11 knots
August 1893 launched at Möller &
Holberg, Stettin (No. 418).
23.11.1893 completed as ALBATROSS
for Norddeutscher Lloyd, Bremen
(DEU). 4.8.1897 sold to
Dampfschiffahrts-Gesellschaft
‘Argo’, Bremen. 1.8.1914 seized at
Libau by the Russians. 2.8.1914
scuttled there as a blockship.
1917 salvaged and towed to
Lübeck. 26.6.1917 returned to her
owners. 4.7.1917 sold to Vereinig-
te Bugsir- & Frachtschiffahrts
Gesellschaft AG., Hamburg
(DEU). 1.5.1919 renamed LÜHE. (DEU). In November 1948 back sold by auction for 53.000 DM to
15.12.1919 owners’ style changed in trade. 1947, 50 % of the shares E. Ritter. 23.11.1953 sold for demo-
to Bugsier-, Reederei- und sold to Dr. P. Dohse. 22.10.1953 lition with Eckardt & Co., Hamburg.
Bergungs AG., Hamburg.
17.9.1926 sold to Nordische
Dampfer Reederei, Lübeck (DEU),
Lilienfeld & Oldendorff appointed
as managers. 26.4.1927 renamed
NORDSTERN (intended name:
NORDLAND). 20.2.1937 sold to
Egon Oldendorff. 29.4.1939 sold
to Paul Zoeke of Zoppot (DEU),
Pachur & Prahl GmbH appointed
as managers. 15.8.1940 registered
at Danzig. February 1945 owner’s
domicilie transferred to Fehmarn.
In May 1945 the ship was at
Warnemünde, November 1945 at
Kiel. In August 1946 reported at
Borgstedt (Kiel-Kanal) with
considerable damage. 4.6.1947
owned by a Partenreederei with
Paul Zoeke as managing owner.
18.10.1947 registered at Hamburg
ss LÜHE named NORDSTERN from 1927

28
ss NORDLAND arriving at Travemünde October 1933. Poor lashing of Leningrad timber caused cargo to shift to starboard in heavy seas.
Breaking seas soaked the cargo adding to its weight. Endeavours failed to jettison deck cargo by cutting the lashings. Instead cargo piled
against the fore-mast which broke, crashed into and gashed starboard aft bulwark. Fore-mast was flame-washed off Gotland, repairs were
effected to broken steering rods and cargo partly re-stowed into position. The bilge pump was temporarily out of order, and unfortunately
the portside coal bunker had been the first to be emptied. Yet, NORDLAND remained afloat and reached her home port, Lübeck.

6) NORDLAND – 1926-1939
RHMT/DRCA/DBII/DKOQ/DAKP
cargo steamship – 686 GRT/#
850 tdw
58.22 m registered length, 8.34 m
breadth, 3.76 m depth
compound engine, 500 HP, made
by the shipbuilders
27.4.1889 completed by Helsingör
Jernskibs- & Maskinbyggeri,
Helsingör (No. 17) and on
13.9.1899 registered as
SUNDSVALL for PR with H. M.
Gehrckens, Hamburg (DEU), as
managing owners. 20.11.1926
sold to Nordische Dampfer Ree-
derei mbH., Lübeck (DEU),
Lilienfeld & Oldendorff appointed
as managers, 8.12.1926 renamed
NORDLAND. 15.1. 1937 sold to
Egon Oldendorff, Lübeck.
29.4.1939 sold to Paul Zoeke of
Zoppot (DEU), Pachur & Prahl
GmbH appointed as managers.
15.8.1940 registered at Danzig
(DEU). In Februray 1945 owners
domicile transferred to Fehmarn.
1945 laid up at Borgstedt (Kiel-
Kanal). In August 1946 renamed
SUNDSVALL. 18.10.1947 registered
for a PR at Hamburg (DEU), Paul
Zoeke & Dr. P. Dohse acting as
managing owners. 27./28.4.1950
beached and wrecked in stormy
weather near Gardskagi/Reykja-
vik, when on a voyage from
Hamburg to Keflavik with salt.

29
 7) NORDLICHT – 1927-1933
HDGB – cargo steamship – 652
GRT/850 tdw
55.06 m registered length, 8.54 m
breadth, 4.21 m depth
triple-expansion engine, 360 HP,
made by the shipbuilders, 11.25
knots
March 1889 completed by S. & H.
Morton & Co., Leith (No. 53) as
KOPERNIKUS for M. Cohn & Sohn,
Königsberg (DEU). 1902 re-
engined at Danzig with a new
engine made by J. W. Klawitter.
1916 sold to E. Scherlau GmbH.,
Stettin (DEU), renamed MARIE
SCHERLAU. 12.10.1916 sold to
Vereinigte Bugsir- & Frachtschiff
Ges., Hamburg (DEU), 2.1.1917
renamed EMS. 15.12.1919 owners’
style changed to Bugsier-, Reede-
rei- & Bergungs AG., Hamburg.
14.9.1921 sold to Reederei K. M.
Faber & Co. GmbH., Hamburg,
renamed GRETA. 18.3.1927 sold
to Nordische Dampfer Reederei
mbH., Hamburg, Lilienfeld &
Oldendorff appointed as managers.
21.4.1927 transferred to Lübeck
(DEU) and renamed NORDLICHT.
3.2.1933 sold to F. Silberman,
Colon (PAN), renamed TEL AVIV.
1933 renamed SILVA. March 1934
sold to J. E. Laurent Quittard,
Paris (FRA). April 1934 sold to
P. Pagan, Venice (ITA), renamed
SILVIO. 1934 sold to G. Pagan,
Venice (ITA). 1935 renamed
SILVIO PAGAN. 1936 sold to
G. Riccardi. 1938 sold to E. Camina,
Genoa (ITA), renamed FIUMICINO.
1939 sold to Agenzia Marttima
Coloniale SA., 1940 sold to
P. & M. Martini, Genoa, renamed
NICOLE MARTINI. 1940 back to
Agenzia Marittima Coloniale.
11.9.1943 sunk at Spalato in
German air attack.
The first office of Egon Oldendorff
in Lübeck, Große Altefähre
30
8) NORDMARK – 1927-1945 and
1947-1955
PCFW/DRCL/DAIE – cargo
steamship – 1060 GRT/2004 tdw
69.85 m registered length, 10.56 m
breadth, 4.88 m depth
triple-expansion engine, 795 HP,
made by the shipbuilders, 11.3 knots
1907 completed by Rotterdamsche
Droogdok Mij., Rotterdam (No. 3)
as CONSTANCE CATHARINA for Noord
Nederlandsche Scheepvaart Mij.,
Harlingen (NLD), T. Vellinger
appointed as managing owner.
1915 sold to NV. Mij. Stoomvaart
Woensdrecht, Rotterdam (NLD),
renamed WOENSDRECHT. 1920 sold
to NV. Mij. Kustvaart, Rotterdam,
P. van Ommeren appointed as
managers. 1921 sold to Brynmor
SS. Co. Ltd., Swansea (GBR),
Letrichuex & David Ltd.,
appointed as managers, renamed
REYNOLDSTONE. 1924 sold to D/S
A/S Carolvore, Farsund (NOR),
Lundegaard & Stray appointed as
managers, renamed CAROLVORE.
23.12.1927 sold to Nordische
Dampfer Reederei mbH., Lübeck
(DEU), Lilienfeld & Oldendorff
appointed as managers, 14.1.1928
renamed NORDMARK. 15.1.1937 sold
to Egon Oldendorff, Lübeck. 9.5.
1945 seized by Norway at Bergen,
where under repairs. 1945 owned
by Norwegian Government, Bergen
(NOR), A. Schjelderup appointed
as manager, renamed LEKNES. 1947
returned to the Control Commis-
sion Germany at Hamburg, sub-
sequently returned to Egon Olden-
dorff, Lübeck (DEU), and
renamed NORDMARK. 20.4.1955
sold to Paulsen & Ivers Schiffahrts-
& Kohlenhandels Ges., Kiel
(DEU), and in May renamed FANAL.
May 1958 sold to Eisen & Metall
AG., Hamburg, for demolition
which took place in August.
ss NORDMARK arriving at Travemünde
9) NORDKAP – 1928-1939
HFVR/GVP/DRCO/DDNR –
cargo steamship – 545 GRT/700 tdw
52.48 m registered length, 7.41 m
breadth, 3.98 m depth
triple-expansion engine, 350 HP,
made by the shipbuilders, 11 knots
June 1891 completed by J. W. Kla-
witter, Danzig (No. 156) as MIET-
ZING for D. H. E. Siedler, Danzig
(DEU). 1895 sold to F. G. Rein-
hold, Danzig,. 1897 back to D. H.
E. Siedler and again in 1904 to F.
G. Reinhold. 20.3.1916 handed
over to Kaiserliche Marine, Hilfs-
Ms Div. Kiel-HS 11. 17.11.1916
returned to owners. 1920 (DZG).
20.3.1922 sold to a Partenreederei
at Stettin (DEU), Reederei K. M.
Faber & Co. GmbH., Hamburg
acting as managing owners, Lübeck and laid up. 21.4.1941 wood. 1.8.1941 sailed for Copen-
renamed DESIA. 14.5.1924 registe- sold to Arnold Thyselius, Bremen hagen for final repairs. 9.5.1945
red at Hamburg (DEU). 29.3. (DEU), renamed FIDO and repaired at Flensburg. 4.2.1953 arrived at
1928 sold via Hans Schüssow, by owners, using cement and Bremen-Vegesack for demolition.
Hamburg, to Nordische Dampfer
Reederei mbH., Lübeck (DEU),
Lilienfeld & Oldendorff appointed
as managers, renamed NORDKAP.
15.2.1937 sold to Egon Oldendorff.
29.4.1939 sold to Paul Zoeke,
Lübeck (DEU), Pachur & Prahl
GmbH appointed as managers.
12.4.1940 damaged by air attack
and beached in Fehmarnbelt
whilst on a voyage from Stettin to
Copenhagen. 22.4.1940 salvaged,
arrived at Lübeck on 23.4.1940.
Declared a constructive total loss
due to age and damage, sank
whilst berthed. 1.8.1940 registered
at Danzig.1941 salvaged, towed to
ss NORDKAP waiting for orders
31
 ss NORDFELS
10) NORDFELS (1) – 1929-1944
RQKB/DRCT – 1214 GRT/1800 tdw
71.40 m registered length, 10.24 m
breadth, 4.61 m depth
triple-expansion engine, 735 HP,
made by New England Marine
Eng. Co. Ltd., Newcastle, 11.5 knots
October 1904 delivered by Wood,
Skinner & Co., Newcastle (No.
123) as TOWNELEY for Burnett SS
Co. Ltd.,Newcastle (GBR), Burnett
& Co. appointed as managers.
18.4.1910 sold to F. W. G. Lehmann,
Hamburg (DEU) and renamed
32
JOHANNA LEHMANN. 1920 owner’s style
changed to Dampfer Rhederei
F. W. G. Lehmann, Hamburg.
January 1929 sold to Nordische
Dampfer Reederei mbH., Lübeck
(DEU), Lilienfeld & Oldendorff
appointed as managers, renamed
NORDFELS. 15.1.1937 sold to Egon
Oldendorff. 9.5.1944 captured by
the Allies at La Rochelle. May
1945 shifted to La Pallice. 24.10.
1945 at St. Nazaire. 1947 handed
over to S. O. G. E. C., Union
d’Enterprises et de Commerce
(Collection Theodor Siersdorfer)
acting as managers (FRA). 1948
renamed ANFA. 1948 transferred to
Panamanian flag (PAN) and Soc.
Générale d’Enterprises et de Com-
merce, Lisbon, appointed as mana-
gers. 1952 sold to Suiza Panamena
de Nav. San Esteban SA., Panama
(PAN). 1952 sold to F. Tomei, Rome
(ITA), renamed RENATO TOMEI. A company advertisement,
1954 sold to R. Romano, Naples published in the Lübeck
(ITA), renamed POMEZIA. 1958 sold Chamber of Commerce journal
to D. Dammacco, Bari (ITA).
on 15.11.1927
1959 renamed ANITA DAMMACCO.
1960 broken up in Italy.

◆ would of course not be converted
Tramping
The
Hard Way to
Earn a Living
◆ comfort. One locker per person, and
Seafaring in those days meant hard
manual work. Accommodation on
board was anything but luxurious.
Officers had narrow and sparingly
furnished outer cabins accessible
from hot alleyways leading to the
engine room. Ratings, stokers and
coal trimmers were put up under the
forecastle head, the most obvious
place in vintage steamers.
Newbuildings from the thirties
onwards had accommodation
amidships or aft, but older vessels
solely for the purpose of improving
crew accommodation. Nautical crew
and the cook had the privilege of the
starboard compartments, stokers had
theirs on the port side. There
normally were two crew
compartments, one each for eight
men, into which the bunks would be
squeezed with maximum space
utilization in mind, as opposed to
a narrow one at that, offered just
enough room for personal effects
normally carried on board in a duffle
bag. As Jochen Brennecke aptly
described it in his book ‘Geschichte
der Seefahrt’ (‘History of Navigation’):
“...there was a bare mess table in
the centre of the room which all
had to share. Electric lighting was
late to come. The pungent stench
of oil lanterns combined with smells
and odours of all sorts to form
what is commonly known as fug.
Showers and baths were quite un-
known, except those provided by
breaking seas in rough weather.
However, good owners saw to good
food, realising that good crews
could pr event costly desasters.”
Looking back it is often forgotten that
those ashore, be they factory
workers, artisans or office staff did
not live in paradise either. The vast
majority of people led a hard life full
of privation and what little time off
they had would have to be spent in
various ways maintaining their
modest belongings or improving their
income or the quality of their food.
Hard work and deprivation aside,
seafaring was a sought-after manner
of earning one’s keep. Nautical and
technical seafarers with a sense of
duty earned a reasonable income.
They progressed in life even without
taking university degrees and above
33
 all they could see foreign countries
which most landlubbers could not.
Nordische Reederei had survived
inflation and the bitterly cold winter
of 1928/29. North Germany recorded
temperatures of minus 40
centigrades. Rivers and coastlines
froze over and hundreds of ships,
including the PLANET, were
ice-bound in the Baltic Sea. It so
happened that good fortune was on
her side. By the time she had
consumed her coal bunkers the
battleship SCHLESWIG-HOLSTEIN
appeared, and not only did she
supply bunkering coal, she also
freed the PLANET from the ice and
escorted her to Kiel where she
waited in safety for better weather
conditions.
Black Friday of the 29th October
1929, the first major stock exchange
crash, played havoc not only with the
savings of American citizens. Wall
Street shares alone lost 14 billion
34
Dollars, and US national losses Sterling devaluation, that being the
totalled 30 billion, or close to 40 lead currency of the time for
percent. World economy got out of seafreights. Egon Oldendorff was
control. The worldwide economic forced to lay up his entire fleet, not
crisis of 1931/32 produced 27 million just the smaller units but also, during
jobless, 15 million thereof in Europe the winter, his nine modern and,
and 12 million in the United States of therefore, more efficient steamers
America, an indication, incidentally, NORDMARK, NORDFELS and GISELA
of the degree of concentration, at OLDENDORFF.
that time, of economic activities on
those two continents. A full 43
percent of the German population fit
for work had lost their jobs, and an
even higher percentage in Austria.
Egon Oldendorff could not escape
the general trend. Lack of cargo
forced him to suspend the Stockholm
liner service, for good. The jobless
count in Germany rose from over
four million in early 1930 to just
under six million on 15 January 1932.
German ports gradually resembled
ship cemetries. As of the 1st April
1932, a total of 460 German ships
aggregating 1,357 million GRT were
“Ostseehaus” the second office of
in layup, equalling about 34.8
the company at Lübeck, Untertrave 84.
percent of the German merchant
fleet. Scandinavian and German
shipping suffered in addition through
Ice-bound ss PLANET in the severe 1928/29 winter as seen from battle cruiser SCHLESWIG-HOLSTEIN.
Crew members of the battle cruiser handling coal to replenish bunkers of ice-bound steamer PLANET.

35

◆ eventually granted to German ship-
More Ships
Despite
the Crisis
◆
At a time when most shipowners had
to reduce their fleets owing to lack
of resources, Egon Oldendorff
purchased the Belgian ss PETER BENOIT
of 2,200 tdw and renamed her the
GISELA OLDENDORFF. The 1902
Hoboken-built vessel was the first to
be named after a family member,
36
a tradition that continues to the
present, with exceptions proving
the rule.
Egon Oldendorff became a member
of the executive board of the German
Shipowners’ Association in 1934, and
he served on a committee that nego-
tiated with the Reich government for
a 77 million Reichsmark aid package,
owners in April 1932. The ss MAGNET
had been sold in 1929, followed in
1934 by the KOMET and PLANET which
went to Italian buyers. Freight rates
ss GISELA OLDENDORFF discharging timber in London.
improved gradually, and the pro-
gramme introduced by the new Reich
government, designed to aid ship-
ping and shipbuilding began to yield
first results. German shipping slowly
but steadily recovered and so did the
Lübeck shipowning company, Egon
Oldendorff. Two ships joined the
fleet in 1936, the KLAUS OLDENDORFF
(1) in April, named after the owner’s
son born in 1933, and the LUDOLF
OLDENDORFF (1) in December which
bore the name of the owner’s father.
LUDOLF OLDENDORFF had served its
previous Jewish owner Arnold Bern-
(Photograph: Alex Duncan)
ss DORA OLDENDORFF in her grey war camouflage
stein as the converted car carrier
TRACTOR of 2,620 tdw but Oldendorff
had her retrobuilt into a normal
freighter as he could not prolong the
original contracts for the carriage of
wheeled vehicles.
Fleet expansion continued: DORA
OLDENDORFF (1), built 1896 and of
4,470 tdw, named after the owner’s
sister, was purchased in 1938, to be
followed in 1939 by HUGO OLDENDORFF
(1) of 3,000 tdw, ERNA OLDENDORFF
(3,400 tdw) and HENNING OLDENDORFF
(5,930 tdw). This brought the average
deadweight capacity of the ten
Oldendorff ships to 2,785 tonnes.
The smaller units continued trading
in the North and Baltic Seas but the
larger ones also found other
employment: Scandinavian ores to
Germany, timber from Baltic ports
to the Netherlands, pitprops and
pulpwood from the Baltic to the
United Kingdom and to the
Netherlands, pitch from the river
Thames to the Mediterranean, grain
from the Baltic and the Black Sea to
various destinations, pyrites from
Spain to Northern Europe, locust
beans from Cyprus to Wales, etc.
37
 ss GISELA OLDENDORFF wearing the number allocated to her by the Allied Control Commission, in the Lübeck Hansahafen.
11) GISELA OLDENDORFF 1932-1958
PCHM/DRDL/DAED – cargo steam-
ship – 1361 GRT/2200 tdw
77.22 m registered length, 11.02 m
breadth, 4.85 m depth
triple-expansion engine, 830 HP,
made by North Eastern Marine
38
Engineering Co. Ltd., Wallsend,
11 knots
May 1902 completed by SA.
Chanteliers Nav. Anversois,
Hoboken (No. 12) as PETER BENOIT
for Compagnie Maritime Belge
SA., Antwerp (BEL), F. Alexander
appointed as manager. July 1932
sold to E. L. Oldendorff & Co
GmbH., Lübeck (DEU), renamed
GISELA OLDENDORFF. October 1933
Nordische Dampfer Reederei
mbH., Lübeck, appointed as
managers. 30.12.1936 sold to
(Photograph: Hans Kripgans)
Egon Oldendorff, Lübeck.
31.5.1945 at Lübeck with bottom
damage. 16.1.1958 laid up at
Lübeck. 19.4.1958 arrived at
Hamburg to be demolished by
Eckhardt & Co.
12) LUDOLF OLDENDORFF (1) –
1936-1944
RDMC/DHXY – cargo steamship –
1937 GRT/2620 tdw
75.47 m registered length, 12.80 m
breadth, 7.01 m depth
triple-expansion engine, 1000 HP,
made by North Eastern Marine
Engineering Co. Ltd., Newcastle
May 1903 delivered by C. S. Swan
& Hunter Ltd., Wallsend (No. 287)
as WESTMOUNT to Montreal Trans-
port Co. Ltd., Montreal (GBR). 1916
sold to Inter American SS Co. Ltd.,
Montreal, renamed WETHERSFIELD.
1918 sold to Canadian Maritime
Co. Ltd. 1921 sold to E. J. Heinz
Ltd., London (GBR). 15.6.1923 sold
to Arnold Bernstein, Hamburg
(DEU), renamed MAX BERNSTEIN.
11.5.1925 sold to a Partenreederei,
Arnold Bernstein appointed as
managers. 29.1.1926 renamed
FORDSON I, 4.3.1926 renamed
TRACTOR. 11.9.1930 owner’s style
changed to A. Bernstein Schiffahrt
GmbH. 31.12.1936 sold to Nordi-
sche Dampfer Reederei mbH.,
Hamburg (DEU), Lilienfeld &
Oldendorff appointed as managers.
6.2.1937 registered at Lübeck and
renamed LUDOLF OLDENDORFF. ss LUDWIG OLDENDORFF approaching Holtenau locks, Kiel Canal
15.1.1937 sold to Egon Olden-
dorff, Lübeck. 28.8.1939 called at as Danish EDITH and arrived sunk by British airtorpedo at
Vigo, sailed 11.11. camouflaged 7.12.1939 at Lübeck. 9.10.1944 Sirevaag/Egersund.

13) KLAUS OLDENDORFF (1) –

1936-1942
MSHL/MFKD/DMAQ – cargo
steamship – 1101 GRT/1530 tdw
71.37 m registered length, 10.33
m breadth, 4.26 m depth
triple-expansion engine, 420 HP,
made by the shipbuilders, 11.5
knots
October 1893 completed by AG
‘Neptun’, Rostock (No. 140) as
GEORG MAHN for H. W. Podeus,
Wismar (DEU). 1894 H. Podeus
appointed as manager. 1910
G. Fischer appointed as manager
and homeport Rostock. 1919 for-
mally allocated to Great Britain.
1920 sold to F. W. Fischer, Rostock
(DEU). 3.10.1921 renamed MAGDA-
LENA FISCHER. 1.1.1924 sold to Erik
Larsen, Rostock (DEU), 1925 re-
named ELLEN LARSEN. 29.2.1926 ss KLAUS OLDENDORFF (1)
sold to Otto Zelck GmbH., Rostock
(DEU), renamed JOACHIM ZELCK. sold to ‘Orion’ Schiffahrts GmbH., Reederei mbH., appointed as (DEU). 24.11.1942 struck mine
May 1928 sold to Fischer & Larsen, Rostock (DEU), renamed GOTIA. managers. 12.6.1936 renamed and sunk 25.11. at 04.55 hours in
Rostock (DEU). September 1928 28.4.1936 sold to E. L. Oldendorff KLAUS OLDENDORFF. 30.12.1936 sold Bay of Bothnia when on a voyage
renamed RITA LARSEN. July 1931 & Co., Lübeck, Nordische Dampfer to Egon Oldendorff, Lübeck from Reval to Helsingfors.

39
 14) DORA OLDENDORFF (1) – 1938-
1946
LNSJ-DMAN – cargo steamship –
2730 GRT/4470 tdw
95.48 m registered length, 13.16
m breadth, 6.40 m depth
triple-expansion engine, 1800 HP,
made by Blair & Co., Stockton
15) HUGO OLDENDORFF (1) – 1939-
1945
KQDJ/RCLT/DHKM – cargo
steamship – 1866 GRT/3000 tdw
84.90 m registered length, 11.69
m breadth, 5.64 m depth
triple-expansion engine, 750 HP,
made by North Eastern Marine
Engineering Co., Sunderland,
12 knots
16) ERNA OLDENDORFF (1) – 1939-
1947
MFPH/DMAV – cargo steamship –
2095 GRT/3400 tdw
88.35 m registered length, 12.86
m breadth, 6.58 m depth
triple-expansion engine, 1025 HP,
made by North Eastern Marine
Co. Ltd., Sunderland, 11 knots
40
June 1896 completed by Short
Bros., Sunderland (No. 255) as
WILHELMINA for Stoomvaart Mij.
‘Noord Europa’, Rotterdam (DEU).
1900 sold to Wilhelmina SS Co Ltd.,
London (GBR), T. Stephen & Sons
appointed as managers. 1913 sold
to Home SS Co. Ltd., St. Johns/NF
(GBR), J. A. Young appointed as
managers, renamed EKASONI. 1915
sold to Gaston, Williams & Wigmore
of Canada, St. John’s (GBR). 1919
sold to A. S. Randall & Co. Ltd.
1921 sold to The New Line SS Co.
Ltd., Leith (GBR), R. Mackie & Co.
appointed as managers. 29.12.1923
June 1904 completed by Craig,
Taylor & Co., Stockton (No. 103)
as HARALD for Harald Steamship
Co. Ltd., London (GBR), Van
Ysselsteyn & Fils appointed as
managers. 1906 sold to Stoomvaart
Mij. Terneuzen (NLD), Managers
unchanged. 1906 A. C. van
Lensen appointed as manager.
1910 sold to NV. Mij. Stoomship
Harald (NLD), L. Bröll appointed
as managers. 1914 sold to West-
23.11.1900 lauched, 24.12.1900
completed by J. Priestman & Co.,
Sunderland (No. 85) as SVEND II
for D/S Carl, Copenhagen (DNK),
L. H. Carl appointed as managers.
24.4.1917 transferred to The
Shipping Controller, Lambert
Bros. Ltd. appointed as managers.
13.3.1919 returned to D/S Carl.
19.11.1918 sold to D/S Gorm,
Copenhagen (DNK), A. O. Ander-
sold to Gustav Salling Dampf-
schiffsreederei, Flensburg (DEU),
renamed GUSTAV SALLING. 28.6.1926
sold to Leonhardt & Blumberg,
Hamburg (DEU). 10.12.1926
renamed KARL LEONHARDT. 12.10.
1927 sold to Erik Larsen, Rostock,
renamed ERIK LARSEN. May 1931
sold to ‘Orion’ Schiffahrts GmbH.,
Rostock (DEU). October 1935
sold to a Partenreederei, E. Ahrens
Dampfschiffsreederei, Rostock
(DEU), appointed as managers.
Port of registry´s style changed in
1937 to Seestadt Rostock. April
1938 sold to Egon Oldendorff,
fälische Transport AG., Emden
(DEU). August 1914 at Kronstadt
seized by the Russians, in service
as mine transporter TSE. 1918
returned to owners. 27.8.1920
allocated to the Allied Commission,
18.11.1920 handed over to Great
Britain, The Shipping Controller,
Mgr. J. Westoll (GBR). 16.10.1921
sold to Seereederei ‘Frigga’, Ham-
burg (DEU), renamed HARALD.
6.1.1933 sold to ‘Orion’ Schiffahrts-
sen & P. Carl appointed as
managers. 6.5.1920 sold to Det
Forenede D/S, Copenhagen
(DNK), 14.8.1920 taken over at
Korsör. 21.6.1924 renamed SVEND.
31.1.1927 sold to Otto Zelck
GmbH, Rostock (GBR) and
renamed LENA PETERSEN. 4.2.1927
taken over at Middlesborough.
March 1931 transferred to Otto
Zelck. May 1931 sold to ‘Orion’
Lübeck (DEU). 15.6.1938 renamed
DORA OLDENDORFF. 17.1.1943
stranded off Libau, refloated one
day later. 11.4.1943 stranded at
Kringlen/Olofjord, 13.4.1943
refloated and repaired for
101,658.66 RM at Hamburg,
suffered bomb damage whilst in
Blohm & Voss drydock. 9.5.1945
at Flensburg. 16.9.1946 seized by
the Allies. 13.10.1945 at Hull
allocated to Great Britain, Ministry
of War Transport, London (GBR).
2.2.1947 scuttled with 2507 t gas
ammunition in the Bay of Biscay
in position 47.40 N 09.22 W.
gesellschaft mbH., Rostock (DEU)
and renamed BALTIA. 1937 port
of registry's style changed to See-
stadt Rostock. 26.5.1939 sold to
Egon Oldendorff, Lübeck (DEU),
2.6.1939 renamed HUGO OLDEN-
DORFF. May 1945 at Lübeck seized
by Great Britain. 16.3.1946 scuttled
with gas ammunition in Scaw,
vessel was part of fourth convoy
from Lübeck.
Schiffahrtsgesellschaft mbH.,
Rostock (DEU). 1937 port of
registry's style changed to See-
stadt Rostock. 26.5.1939 sold to
Egon Oldendorff, Lübeck (DEU),
2.6.1939 renamed ERNA OLDEN-
DORFF. 26.1.1941 left Vigo with
speed reduced to 3 knots on
account of fouling, stranded at
Marin, later refloated. 9.9.1941
sunk on St. Nazaire roads
following a collision with the
anchoraged German MT BENNO
due to steering failure in strong
river current, in convoy St.
Nazaire to La Pallice, Nantes and
Rotterdam. March 1947 salvage
attempts proceeding and
14.4.1949 reported blown up as
she was a danger to navigation.

17) HENNING OLDENDORFF (1) – 1939

DREW – cargo steamship – 3986
GRT/5950 tdw
110.03 m registered length, 14.71
m breadth, 7.7 m depth
triple-expansion engine, 1500 HP,
made by Koniklijke Mij. ‘De
Schelde’, Flushing, 12.5 knots
August 1916 completed by A.
Vuijk & Zonen, Capelle a/d Ijssel ss LENA PETERSEN became the ERNA OLDENDORFF (1) in 1939. (Collection Theodor F. Siersdorfer)
(No. 444) as LEERSUM for
Stoomvaart Mij. ‘Ostzee’, Amster-
dam (NLD), Vinke & Co.
appointed as managers. May 1939
sold to Egon Oldendorff, Lübeck,
renamed HENNING OLDENDORFF.
2.11.1939 sailed from Huelva with
a cargo of sulphur pyrite bound
for Germany. 17.11.1939 in
position 63.00 N/10.13 W
captured by the British cruiser
HMS COLOMBO in Denmark Street
and 20.11. taken to Kirkwall.
3.1.1940 as EMPIRE INDUSTRY under
the control of the Ministry of
Shipping, London (GBR), D.
Alexander & Sons appointed as
managers. 16.3.1941 sunk by
gunfire of the German battle
cruiser GNEISENAU southeast of
New Foundland in position 43.27
N 45.25 W when on a ballast
voyage from Hartlepool via Loch
Ewe to Galveston.
Bought by Egon Oldendorff in May 1939, Dutch ss LEERSUM traded as (Collection G.J.de Boer)
the HENNING OLDENDORFF (1) for just under six months.

41

◆ it difficult to interpret the message.
Full Ahead
Into
Desaster
◆
Shipping in the western hemisphere
enjoyed prosperous times when the
outbreak of World War II brought it
to a standstill. The coded QWA-7
message dated 25 August 1939
alerted German merchant ships to
the imminent eruption of hostilities.
On receipt of that message shipmasters
42
were to open a sealed envelope
containing instructions to keep 30 to
100 nautical miles away from usual
tracks. Another coded cable, QWA-9,
dated 27 August 1939 requested all
German ships to do their utmost to
reach a German port within four days,
failing which to make for a Spanish,
Japanese, Italian, Russian or Dutch
port. Homeward bound ships found
On 28 August QWA-10 for all practical
purposes cancelled QWA-9 and
permitted ships to return to Germany
even if in that process they exceeded
the four-day limit. Part of the Olden-
dorff fleet was trading worldwide at
this time and only one steamer was
lost shortly after the war broke out.
LUDOLF OLDENDORFF and HUGO OLDEN-
DORFF performed daring escapades on
their ways back to home waters. In
the three-volumed war-time history
of the German merchant fleet, Die
Deutsche Handelsflotte 1939-1945,
jointly published by Hans-Jürgen
Witthöft and Ludwig Dinklage, the
former recorded the homeward
voyage of ss LUDOLF OLDENDORFF in
great detail:
„The ss LUDOLF OLDENDORFF, captain
Meinert Matthiesen, had reached
Casablanca on 24 August 1939 to
load a cargo of phosphate rock. She
sailed for Rotterdam on 25 August
having loaded 2,850 tonnes. The ship
received the first coded message when
she was about to sail. On receipt of
the second cable Captain Matthiesen
decided to proceed to Vigo as a port of
refuge. He intended to continue his
voyage immediately after replenishing
bunkers and provisions as he con-
sidered his chances for a breakthrough
to be good at that time. However the
local German consulate instructed
him to stay in port and await further
orders.
Eventually, LUDOLF OLDENDORFF sailed
from Vigo on 11 November as the
second ship of a group of vessels.
The crew disguised their ship on the
morning thereafter: a red band with
a white cross on a black funnel,
name changed into EDITH, home port
Copenhagen, Danish national
neutrality emblems painted on the
ship’s sides and a hand-made Danish
flag. To have bought a Danish flag in
Vigo might have given away the
intended camouflage. Steering up to
20° West and thereafter up to 58°
North the vessel passed the straights
between Iceland and the Faroe Is-
lands, on 24 November, closely
watched by the British. A gale force
wind blew and the seas were rough.
The ship had to heave-to at 09:00 a.m.
when the third mate on watch
reported a ship approaching from aft.
The zigzagging stranger closed in
quite rapidly and turned out to be the
British light cruiser SHEFFIELD. With
flying signals she narrowed the
distance to about 1,000 metres.
LUDOLF OLDENDORFF could not make out
the signals but assumed them to be
‘Where to?’ and ‘Maintain radio
silence’, or something to that effect,
normal at times of war. The
unhurried reply read ‘Danish ss
EDITH, en route from Iceland to
Copenhagen’. Under no circumstances
should the ship be captured by the
enemies, and uncomfortable moments
followed. Bad weather made it
virtually impossible to lower lifeboats.
With HMS SHEFFIELD abeam to port,
secret documents were dumped over
the starboard side in a bag suitably
weighted with bits of metal to make it
sink. So as not to create suspicion an
outwardly calm and composed master
stood on the bridge, and those officers
and crew with things to do on deck
went about their chores in perfect
discipline paying no attention to the
SS LUDOLF OLDENDORFF
cruiser. By contrast, LUDOLF OLDENDORFF
noticed a certain amount of excite-
ment on the latter. HMS SHEFFIELD
refrained from either inspecting the
ship or asking for her documents,
most probably realizing that rough
seas would in any event have preven-
ted lowering a boat. After about 20
minutes on the port side of LUDOLF
OLDENDORFF the cruiser passed her
stern at close quarters to check the
name and home port, crossed her bow
and departed towards the north,
changed course at two miles distance,
passed the freighter’s bow at high
speed and disappeared from sight 30
minutes later steering a southerly
course. A trawler passed by at a
distance of six to seven miles at 1:30
p.m. on that day, apparently a patrol
vessel, but took no action.
The ship luckily escaped seizure
or sinking, thanks to the calm and
level-headed conduct of her master
and crew. One day earlier in
approximately the same position the
ss KONSUL HENDRIK FISSER had been
stopped and seized.
Weather conditions improved as the
vessel proceeded but turned into a
strong easterly gale on 26 November
which calmed down somewhat on the
following day. Anchor was dropped at
Kristiansand at midnight on the 28
November, the river pilot having
43
 boarded two hours before. Heavy
fouling had reduced the speed of the
ship, now aged 36 years, to an
average of five knots, but events
proved that even slow ships had a
genuine chance of blockade busting.
The ss LUDOLF OLDENDORFF reached
Sundsperre on 6 December and
berthed at Lübeck one day later.“
Captain Mathiesen was virtually
inundated with honours and gifts to
commemorate his remarkable and
successful breakthrough. He was
decorated with the ‘Kriegsverdienst-
kreuz mit Schwertern’ and with the
blockade runner badge, was given
permission to fly the blockade runner
pennant and received an autographed
photography of Adolf Hitler.
The ss ERNA OLDENDORFF was en route
from Rotterdam to Las Palmas with a
cargo of coal, with some 700 miles to
go to destination, when the QWA
44
cable reached her. Captain Freyer
heeded the warning and changed
course to Vigo, the nearest Spanish
port. The cargo of coal was discharged
at the Vigo coaling depot. The master
could not interpret the QWA-10
message even though he was a
reserve naval officer but in any case
he could not have left port without
topping up bunkers, provisions and
water. He endeavoured to obtain
these supplies but was instructed to
remain at Vigo for some considerable
time before being permitted to
proceed to a French Atlantic port.
Again citing from the Dinklage/Witt-
höft book, „the ss HUGO OLDENDORFF
was the only ship that made it to
Germany steering a northerly course
from the south of Spain. Caught by
the outbreak of war at San Juan del
Puerto, Captain Bohnhoff decided to
load cargo at Sevilla and thereafter to
return to Cadiz. There, orders reached
him via the German embassy to try
and make home waters initially going
north and then along the Norwegian
coast. He took 165 tonnes of coal ex
the ss LARACHE, replenished provisions
and strengthened his crew by signing
on two ordinary seamen, one coal
trimmer, one engineer and one work-
away. The conditions of the lifeboats
necessitated overhauling and delayed
the departure which eventually took
place on 25 October when ss HUGO
OLDENDORFF sailed after sunset, with-
out pilot assistance and without
having been cleared.
A make-shift camouflage was quickly
accomplished: the funnelmark was
deleted and the ship’s name re-painted
into OLENDO BECK, none of which
would have stood up to a proper
check by the enemies.
The initial part of the voyage
remained uneventful except for a
minor damage to the boiler which
was repaired on board. Subsequently
the wind increased and the vessel
kept shipping green water. A fracture
of the steering rods forced the ship to
heave-to. She continued at half speed
due to strong winds. While the engine
had to be immobilized owing to un-
avoidable repairs to the superheater,
the wind increased to gale force.
Heavy seas smashed the No. 3 hatch-
covers admitting large quantities of
water into the hold.
The ship had to heave-to once again
but the storm abated somewhat.
Damage to a condenser enforced yet
another engine stoppage. The
25 years old ship was really taken to
task, as was the crew who in addition
had to maintain constant and keen
lookout. Not only did the ship sustain
weather damage, but moreover her
navigation was impaired when the
patent log broke. Iceland came into
sight on 13 November and a
snow-covered mountain could be
made out at a distance of about 50
nautical miles. A light was sighted on
14 November but could not be iden-
tified owing to totally inadequate
charts. Having dropped anchor the
master realized that he had reached
Hvammas Fjord. The ship proceeded steamer she was not really suited for
to Reykjavik assisted by a pilot and such a long haul but she had
berthed at 5:20 p.m. The authorities successfully completed the voyage
proved to be very friendly and the which demanded the utmost of her
new arrival was immediately taken crew and her engine. The ss HUGO
care of by Dr. Gerlach, the German OLDENDORFF continued performing
consul. faithfully until the end of the war.”
The ship left Iceland on 24 November
having bunkered 222 tonnes of coal.
The master intended to attempt a
breakthrough south of the island but
had to heave-to due to bad weather.
Captain Bohnhoff then proceeded on
a westerly course, simulating a break-
through towards the Denmark Strait.
Heavy weather continued until the
30 November. Occasional engine and
condensator repairs enforced further
stoppages. Meanwhile, course had
been altered towards the Norwegian
coast. Once the weather improved
Captain Bohnhoff made for
Kristiansand, dropping anchor there
on 5 December, and finally arrived at
Stettin ten days later. The homeward
voyage of this veteran steamer
deserves to be singled out as an
outstanding achievement. As a small
45
 cruiser, HMS COLOMBO, in position
63.00N 10.12W and ordered to
proceed to Kirkwall. She arrived
there on 20 November 1939 and a
few months later served as the EMPIRE
INDUSTRY under the auspices of the
British Ministry of Shipping. The
steamer’s career terminated on 16
March 1941 when, on a ballast
voyage from Hartlepool to Galveston,
◆ she was sunk off New Foundland by
Prizes partly compensated the company
for war losses. The Concise Oxford
Dictionary defines a prize as a “ship,
property, captured at sea in virtue of
rights of war.” The Oxford Companion
to Ships and the Sea explains that
“... in its strict and original legal
definition, prize in Britain is entirely
a right of the Crown, and no man
may share in prize except through the
gift of the Crown.” The German

The Many gunfire from the German battle

cruiser GNEISENAU.
government allocated to Egon
Oldendorff on 17 June 1941 the
former Swedish ss AXEL (2,300 tdw)

Victims of HENNING OLDENDORFF (1) was not to be

the only war casualty of the EO fleet.
and also in 1941, the ex-Latvian
ss WALTER (3,444 tdw), followed on

War The ERNA OLDENDORFF sank on 9 Sep-

tember 1941 after a collision with
31 January 1942 by the ss FISCHHAUSEN
(1,900 tdw) of Estonian origin and on

◆
Luck was not on the side of ss HEN-
NING OLDENDORFF. She had left Huelva
bound for Germany on 2 November
1939 with a cargo of 5,574 tonnes of
pyrites. When she attempted to break
through between Faroe and Iceland
she was intercepted by the British
prize tanker BENNO, managed by 8 February 1942 by the ss SIGNAL
Atlantic Rhederei F.& W.Joch of Ham- (4,700 tdw) built 1923 in Caen/France.
burg. KLAUS OLDENDORFF whilst on a
voyage from Reval to Helsinki, struck
a mine laid by a Russian submarine
in the Gulf of Finland. Her total com-
plement was lost. Other Oldendorff
ships were affected by the war, but
luckily without any more losses of
lives. The ss LUDOLF OLDENDORFF which
had busted the blockade sank on
9 October 1944 in a British bomb raid.

46
ss FISCHHAUSEN, ex-Latvian ss TAAT,
managing owner Egon Oldendorff.
(Collection Tomas Johannesson)

Also managed by Egon Oldendorff, French ss CAPITAINE LE BASTARD was renamed SIGNAL in 1940. (Collection Theodor F. Siersdorfer)

47
 ss DIETRICH OLDENDORFF (1)
18) DIETRICH OLDENDORFF (1) –
1940-1942
DRFE – cargo steamship – 1865
GRT/2985 tdw
80.50 m registered length, 13 m
breadth, 5.56 m depth
triple-expansion engine, 1050 HP,
made by the shipbuilders, 13 knots
48
March 1917 completed by
Lindholmens M/V, Stockholm
(No. 431) as ANTEN for Förenede
Ångfartygs AB Viking, Gothenburg
(SWE), J. M. Dannberg appointed
as manager. 1918 G. Carlsson
appointed as manager. 1920 sold
to Rederi A/B Svenska Lloyd,
Gothenborg, renamed MONGOLIA.
1927 sold to A/B Songvaar,
Christiansand (NOR), T. Isaksen
appointed as manager, renamed
SONGDAL. 1936 sold to A/S
Songdal, Christiansand (NOR),
Joh. Gerrard jr. appointed as
manager. 1939 sold to Höyrylaiva
O/Y Uskö, Rauma (FIN), J. N.
Nurminen O/Y appointed as
managers, renamed USKÖ.
9.4.1940 at Bergen with general
cargo bound for London declared
a prize by Kommandantur für
Seeverteidigung. 10.5.1940 left
Bergen, sailed to Hamburg via
Stavanger. 22.5.1940 Admiral der
KMD comfirmed condemnation as
a lawful prize. 21.7.1940 assigned
to Egon Oldendorff by Reichs-
ministerium SBV. Purchased by
Egon Oldendorff for 105.600 RM,
renamed DIETRICH OLDENDORFF.
2.6.1942 after being hit by bombs
and torpedos, beached 2 nm off
Egeroy/N. 3.6.1942 made tight
and refloated. 17.12.1942 returned
to Deutsches Reich. 21.12.1941
returned to Finland, registered as
USKÖ for Suomen Valtio, Helsinki
(FIN), John Nurminen again
manager. 17.8.1944 heavily
damaged by bombs at Stettin.
16.10.1944 at Stettin again seized
by KMD, 17.10.1944 handed over
to Egon Oldendorff. 23.12.1944
raised by Marine-Bergungs- u.
Seedienst and repairs ordered.
15.3.1945 declared as a prize by
KMD Stettin, 27.4.1945 confirmed
by Prisenhof Hamburg. No further
details available about vessel’s
fate following Stettin’s occupation
by the Russians. Later reported to
be in the Leningrad/Kronstadt
area.
ss FISCHHAUSEN as the Swedish OTIS
19) FISCHHAUSEN – 1942-1943
DKHJ – cargo steamship – 1307
GRT/1900 tdw
76.02 m registered length, 10.12
m breadth, 4.57 m depth
expansion engine, 600 HP, made
by the shipbuilders
December 1880 completed by
Palmer’s Shipbuilding & Iron Co.
Ltd., Newcastle (No. 432) as MARIE
for Burdick & Cook, London (GBR).
1890 sold to K. O. F. Dalman,
Gothenburg (SWE), renamed
OTIS. 1891 sold to Ångf. A/B Ibis,
Gothenburg, K. O. F. Dalman,
Gothenburg now managers. 1908
sold to Förenede Ångf. A/B Viking,
Gothenburg (SWE), K. O. F. Dalman
appointed as manager. 1912 J. M.
Dannberg appointed as manager.
1916 sold to Rederi A/B Otis,
Gothenburg (SWE), J. M. Dann-
berg remained manager. 1920
sold to Rederi AB Ätran, Gothen-
burg (SWE), F. Hultman appointed
as manager. 1921 port of registry
Falkenberg (SWE). 1922 sold to
Rederi A/B Inga, Falkenberg
(SWE), F. Hultman remained
manager. 1924 port of registry
Gothenburg (SWE). 1933 sold for
1000 Pounds Sterling to K. Kranfeldt
& Co., Tallin (EST), renamed
TAAT. 1934 sold to A. Jürgenthal,
N. Schröder, A. Saarna, R. Sergo &
O. Vesterbusch, Haapsalu (EST),
A. Jürgenthal appointed as
manager who became sole owner
in 1940. 10.4.1940 with a cargo of
timber at Bergen (voyage Gothen-
burg for London) declared as a
prize by Kommandant für See-
verteidigung, Bergen, and shifted
to Hamburg. 10.9.1940 formally
declared as a prize by Admiral
KMD at outbreak of hostilities
with Russia, Leth & Co, Hamburg
(DEU), appointed as managing
owners. 18.2.1941 under German-
Russian secret treaty the ship was
delivered to the USSR. The ship
remained unmanned at Hamburg.
Being a Russian ship, again
declared a prize 28.6.1941.
23.12.1941 prize confirmed by
Prisenhof Hamburg. In service as
a supply ship for the Kriegsmari-
ne. As from 11.1.1942 in service
as research vessel and assistant
icebreaker for Marineobservato-
rium Greifswald. 31.1.1942 trans-
ferred to Kriegsmarine, Egon
Oldendorff appointed as manager.
20.2.1942 registered at Hamburg
(DEU) as FISCHHAUSEN. 11.9.1942
(Collection Tomas Johannesson)
released from Kriegsmarine
service. 23.12.1942 comissioned
by Egon Oldendorff, annual hire
45.790 RM. 11.9.1943 transferred
to Karl Gross of Brake (DEU),
renamed GERTRUD OHLROGGE ,
in exchange for WALTER (see
No. 22) . 16.9.1943 registered at
Brake. 9.5.1945 in damaged
condition at Fredericia (DNK).
25.6.1945 allocated to Great
Britain. 1945 Ministry of Transport,
London (GBR). 27.11.1945 at
Hamburg. 1947 renamed TAAT,
Springwell Shipping Co. Ltd.,
London, appointed as managers.
1951 sold to Cia. Maritima Tees
SA, Panama (PAN), renamed
WEAR. 1.9.1952 arrived at Blyth to
be demolished by Hughes,
Bickow Ltd.
49
 19) SIGNAL – 1941-1945
DYAM – cargo steamship – 3138
GRT/4700 tdw
95 m registered length, 14 m
breadth, 6.31 m depth
triple-expansion engine, 1250 HP,
made by Schneider & Co., Le
Havre, 14 knots
21) AXEL – 1941-1944 – DRFC
cargo steamship – 1540 GRT/2300
tdw
78.12 m registered length, 10.39
m breadth, 6.06 m depth
expansion engine, 560 HP, made
by T. Richardson & Sons, Hartlepool
April 1878 completed by Wm.
Gray & Co., West Hartlepool (No.
182) as WILTON for G. Payman &
Co., West Hartlepool (GBR). April
1895 beached and sunk, later
salvaged and repaired. 1897 sold
to Bergnings & Dykeri A/B
22) WALTER – 1941 -1944
DOXD – cargo steamship – 2301
GRT/3444 tdw
89.19 m registered length, 11.67
m breadth, 5.88 m depth
triple-expansion engine, 880 HP,
made by Blair & Co. Ltd., Stockton
50
Built 1923 by Chantier Navale
Française, Caën (No. 18) as
CAPITAINE LE BASTARD for French
Government. 1925 Soc. Mar. de
Transport & d’Affrêtement, Le
Havre (FRA), appointed as
managers. 24.6.1940 at Nantes
seized by Deutsches Reich. 1940
intended use as a transporter for
Operation ‘Seelöwe’ in
‘Bottenhavet’, Stockholm (SWE).
1898 sold to Rederi A/B Disa
(SWE), O. A. Brodin appointed as
manager. 1912 registered at Gefle,
E. Brodin appointed as manager.
1916 registered at Stockholm (SWE),
G. Brodin appointed as manager.
1932 sold to Rederi A/B Box,
Stockholm (SWE), G. Brodin
remained manager. 1936 E. Brodin
appointed as manager. 1938 sold
to Torsten Carlblohm, Stockholm
(SWE), renamed UTLÄNGEN. 1939
sold to Rederi AB Edda, Stock-
holm (SWE), Arnold de Champs
March 1890 completed by T. Turn-
bull & Son, Withby (No. 114) as
FAIRMED for T. Turnbull & Son,
Withby (GBR). 1912 sold to Thos.
Turnbull & Son Shipping Co. Ltd.,
Withby (GBR). 1915 sold to
P. Dannebergs, Riga, renamed
VELTA. 1920 nationality changed to
Latvian. 1940 transferred to Staat-
liche Lettische Seeschiffahrt,
Riga (RUS) <P. S. R. S. Valts Juras
Kugnieciba Latviga Juras Flotas
Tautas Komisariats>. 17.12.1940
repairs completed at Naval Ship-
Dampfergruppe Nantes (24.8.1940),
September 1940 used as transport
vessel ‘A3N’. 19.12.1940 taken as
a prize by Prisenhof Hamburg.
Paulsen & Ivers, Kiel (DEU),
appointed as managing owners
by Reichskommissar für Seeschif-
fahrt in January 1941, renamed
SIGNAL. 8.2.1941 Egon Oldendorff,
appointed as manager, renamed
EDDA. 20.4.1940 with a cargo of
cellulose at Haugesund (voyage
from Uddevalla to Grimsby)
seized and declared as a prize,
ordered to proceed to Hamburg.
7.6.1940 prize confirmed by
Admiral KMD Hamburg. 10.6.1940
Leth & Co appointed as managing
owners. 1940 transferred to
Reichskommissar Prisenhof Ham-
burg, KMD Hamburg (DEU),
7.8.1940 sold by Reichskommissar
für Seeschiffahrt to Hugo Köster
of Warnemünde (DEU) for 14,000
yard Tosmare, Libau. 5.7.1941
seized at Libau by Deutsches
Reich, 15.8.1942 registered at
Bremen Karl Gross, appointed as
manager, renamed WALTER. May
1943 ownership transferred from
Kriegsmarine to Ministerium für
die besetzten Ostgebiete.
11.9.1943 Karl Gross changing
the management of WALTER via
Schiffahrtsbevollmächtigten of
Stettin against management FISCH-
HAUSEN. Managed by Egon Olden-
Lübeck (DEU), appointed as
managing owner. 9.7.1941 in
terms of a German-French treaty
ship formally became German
property. 4.6.1945 at Blohm &
Voss in damaged condition. 1949
still aground at Hamburg, later
salvaged and scrapped.
RM. 23.10.1940 renamed AXEL and
registered at Lübeck (DEU).
17.6.1941 transferred to Hugo
Köster, Egon Oldendorff u. Chas.
E. Turnbull & Jacobs, Lübeck
(DEU), Egon Oldendorff appointed
as manager. 10.8.1941 to the
Kriegsmarine as experimental
vessel for minefusing equipment.
24.7.1944 at Kiel/Deutsche Werke
AG sunk by bombs. The wreck
was sold in June 1952 to Eisen-
verwertungs Gesellschaft H. Gross
& Co. at Hamburg for demolition.
dorff as WALTER with homeport
Bremen (DEU). 17.10.1944 ship
grounded near Tananger/Midtfjära
(Feistein) having left Stavanger on
a voyage from Bergen with ore.
18./19.11. 1944 abandoned by
crew, the ship became a total
loss. 1.11.1944 taken as a good
prize by Prisenhof Berlin.
Egon Oldendorff was managing owner, for two months in 1941, of former British resp. Swedish ss WILTON (Collection Tomas Johannesson)

Before the war the WALTER, then named VELTA, was part of the small Latvian merchant fleet. (Collection Theodor F. Siersdorfer)
ss GENERAL DRAGOMIROW in the background.

51

◆ given high priority, as was feeding
Ships Under
Government
Supervision
◆
Ownership of the prizes rested with
the German Reich with Egon Olden-
dorff acting as managing owner in
accordance with the terms of prize
contracts. All German shipowners
came under the instructions of the
52
Reich Ministry of Shipping or its
subordinate authorities. When Great
Britain entered the war the majority
of German-controlled tonnage was
restricted to trading in the Baltic, on
precisely defined routes in the North
Sea and along the Norwegian coast.
Ferrying supplies to German troops,
such as provisions, bunkers and other
fuels as well as military goods was
German industry with raw materials
including iron ore from Lulea and
Narvik. Commercial trampship opera-
tions were strictly limited to the areas
mentioned but increasingly became
subject to further restrictions and
obstructions as the war continued.
Dry cargo ships serving the German
armed forces would normally sail with
only a fraction of their space or weight
capacities utilized, conspicuous nor-
mally by their high freeboard. On the
other hand, coal and ore carriers
would be loaded down to their marks.
As war went on, most ships flying
the Reich duty flag or the national
flag were retrofitted with anti-aircraft
armament ranging from light infantry
machine guns to 4 cm anti-aircraft
guns. Crude platforms made of wooden
beams and boards gradually gave
way to properly designed anti-aircraft
gun positions, as did the sandbags
used to protect bridges, to armoured
steel plates. Ships carrying essential
cargoes would sail in protected
convoys.
Camouflage painting swept through
the shipping world from 1940 and
sometimes even created artistic
impressions. Effective at sea level it
proved almost useless against air
reconnaissance. Ship bows and sterns
painted white became invisible given
certain lighting conditions and when
observed in the horizontal plane, by
making the ship appear shorter and
distorted. Certain colour schemes
such as a greyish brown resembling
rocks helped ships to hide in Nor-
wegian fjords but as paints became
scarce towards the end of of the war
the practice was eventually given up.
From 1941 onwards fewer prizes
were made and owners could no
longer hope for compensation from
that source. German tonnage losses
mounted as war continued and
territory was lost. The acute shortage
of tonnage led to the initiation of what
became known as the ‘Hansa’ series
newbuilding programme. Eight ship-
ping companies founded, and took
shares in, Schiffahrt Treuhand GmbH,
the company responsible for the
programme. Shipowners who had
suffered tonnage losses would be
allocated newbuildings according to
a certain ratio but until the time the
ship was completed and physically
delivered they never knew which
ship was being built for them and at
which yard, meaning that the future
owners could not influence the
design of the vessels.
Three types of dry cargo ships of
3,000, 5,000 and 9,000 tdw each had
been designed for this series new-
building programme, as also three
types of tugs of 350, 600 and 1,000
HP. Not one tug was completed by
D Day, but of a total of 128 Hansa
ships, 58 had been commissioned
before the war ended, including 52
of the small ‘Hansa A’ version. Egon
Oldendorff was allocated a vessel
constructed by Burmeister & Wain,
yard number 644. Foreign shipyards
in countries under German occupancy
took a considerable share of the
scheme. The vessel of 61.3m length
had been launched at Copenhagen
on 6 January 1944 but was scuttled at
the fitting-out berth on 14 September
of that year as a result of an act of
sabotage. The ship was raised on
24 September 1944 and towed to
Lübecker Flender Werft for completion.
Having been delivered, in Lübeck,
on 10 January 1945, IRENE OLDENDORFF
performed a limited number of
voyages in the Baltic Sea and took
part in the major rescue operation in
which altogether 1,081 ships carried
a total of 2,401,387 people from the
former eastern Reich territories to
safety in the West. In early May 1945
the steamer, painted in a light grey
and without a funnel mark, was
confiscated by the British in Lübeck
and subsequently traded as the EM-
PIRE CONTEES, flying the British flag.
She was to be the last freighter of
this type to be scrapped in 1990, as
the Polish GRYF, at Aliaga/Turkey.
Egon Oldendorff lost the fairly
new IRENE OLDENDORFF and three
other vessels: back in August 1944
the NORDFELS had been declared a
prize when the Allies conquered
La Rochelle; DORA OLDENDORFF, in
Flensburg when the war ended, was
handed over to Great Britain, in Hull,
on 13 October 1945, whilst HUGO
OLDENDORFF was confiscated in
Lübeck, also by the British, in May
1945. Both ships were eventually
scuttled, in 1946, with cargoes of
war gas ammunition.
53
 23) IRENE OLDENDORFF (1) – 1945
DRFW – cargo steamship (Hansa
A standard type) 1923 GRT/3800 tdw
85,27 m registered length, 13,53 m
As the Polish training ship GRYF
ss IRENE OLDENDORFF semi-submerged in September 1944.
54
breadth, 8,20 m depth
double-compound engine, 1200 HP,
made by the shipbuilders, 15 knots
6.1.1944 launched at Burmeister &
Wain, Copenhagen (No. 677) as
IRENE OLDENDORFF for Egon Olden-
dorff, Lübeck (DEU). 14.9.1944
(Collection Eggert Hollatz)
As BK5 at the Aliaga scrapping yard
sunk due to sabotage at fitting-
out berth. 24.9.1944 salvaged and
towed to Flender Werft AG.,
Lübeck. 10.11.1944 left drydock
and completed repairs. 10.1.1945
delivered to owners. May 1945 at
Lübeck seized by Great Britain.
10.10.1945 at Methil allocated to
Great Britain, Ministry of Trans-
port, London (GBR), renamed
EMPIRE CONTEES, J. Constantine
Steamship Line appointed as
managers. 1946 transferred to
USSR, renamed OMSK. 26.2.1946
on voyage Middlesbrough –
Szczecin and Russia. 1947 trans-
ferred to Zegluga Polska SA,
Gdynia (POL), Gdynia America
Shipping Lines Ltd., Gdynia, re-
named OPOLE. 1951 sold to Polish
Navy, renamed ZETEMPOWIEC, in
service as a training vessel. 1957
renamed GRYF. 22.6.1990 arrived
at Aliaga to be demolished by
Nigdeliler Hurdaceilik ve Makina
Ticaret SA, which took place in
July 1990.
(Collection Theodor F. Siersdorfer)

◆ many other, mostly larger companies
Two Ships,
the Basis
for a New Start
◆
Egon Oldendorff had sold his three
small steamers, the NORDKAP, NORDLAND
and NORDSTERN, during the war. All
three prizes, SIGNAL, AXEL and WALTER
sank in 1944 and FISCHHAUSEN had to
be delivered to Great Britain in 1945.
This left Egon Oldendorff with the
GISELA OLDENDORFF and the NORDMARK
which, at 1,361 and 1,060 GRT,
respectively, did not have to be
surrendered to the Allies. The
company had lost eight ships during
the war and thereafter but still
owned two vessels with which it
could resume commercial activities,
an enviable position compared with
who had lost their entire fleets.
Identified by a number issued by the
Control Commission for Germany
painted below the vessel’s name and
flying the international flag ‘C’ in lieu
of a national flag, the ships went
back into service in 1947, closely
regulated by the Allies and having
been repaired to the extent possible
in those days. People were determined
to reconstruct, but implementation
was quite another story. Not least
because there existed several grey
areas, and that included financing and
the legal side of things since some
authoritative body had to sanction
reconstruction, but where exactly was
that authority ? It was not unreason-
able to expect government to assist
since after all it had been government,
albeit the previous one, that had
waged the war. However the Allies
who initially constituted government
in an early decree banned German
participation in deepsea shipping.
They licenced short-range coastal
shipping from 1946, but subject to
a permission for each and every
individual voyage.
The Allies did not take long to ditch
the plan whereby Germany was to be
converted to a purely agricultural
country. To restore commerce and
industry meant the restitution of a
functioning commercial system inclu-
ding ocean shipping as an integral
part of foreign trade. What the Allies
envisaged was a country with modest
manufacturing facilities, decidedly
below pre-war levels. That equated
to a small and modest merchant fleet.
55

Launching of ss IRENE OLDENDORFF (2), Lübeck, 4 March 1950
A provincial government came into
being in Schleswig-Holstein, and the
German Shipowners’ Association
informed its members in a circular
letter in 1947 of those ships, mainly
tugs and barges, which the Allies
intended to return to Germans as
managing owners. The association
further announced the Allies’ permis-
sion for German owners to contract
newbuildings, to come into force in
56
(Photograph: Wolfgang Röhrig)
1948. A decree issued by the Control
Commission for Germany dated 26
September 1948 listed the maximum
permissible parameters applying to
newbuildings for German account,
i.e. 1,500 GRT, 12 knots maximum
speed, derrick lifting capacity
3 tonnes, steam propulsion, and
bunker capacities limiting the sailing
range to 2,000 nautical miles. Whilst
this severely handicapped German
shipping as a whole, trampship
owner Egon Oldendorff found he
could live with that since ordinary
trampers more or less answered that
description.
Egon Oldendorff ordered, from
Lübecker Maschinenbau-Gesellschaft,
one ship of the so-called Potsdam
series so dubbed after the head-
quarters of the Control Commission.
It was the company’s second new-
building and like the first she was
named IRENE OLDENDORFF. She was the
first post-war Oldendorff newbuilding
with 1,494 GRT but not the first post-
war addition to the fleet. Indeed, just
before Christmas of 1949 the company
had purchased two steamers from
Folkebanken of Copenhagen which
had had to repossess the ships from
their financially troubled previous
owners about one year after they
took delivery of the ships. The two
bargains began their new lives as the
BIRTE OLDENDORFF (3,150 tdw) and the
DORTHE OLDENDORFF (3,360 tdw).
Fleet expansion continued unabated,
even though second-hand tonnage
was scarce. The world merchant fleet
had suffered considerable losses,
and at the same time world-wide
reconstruction and the Korean War
(1950/53), to the delight of ship-
owners, produced a veritable boom
in terms of cargo flows and freight
rate levels. This in turn pushed up
ss BIRTE OLDENDORFF (1)
the prices for newbuildings and for
second-hand ships. Shipyard order-
books kept filling. From this time
onwards Egon Oldendorff adopted a
two-pronged expansion strategy by
ordering modern newbuildings and
also through purchases of bargain-
priced ships on the second-hand
market. To an extent this policy is
being pursued to date. At that time
German owners were buyers, not
sellers. Having found the right type
of foreign-registered ship at the right
price the German buyer had to apply
to the Federal Government for an
import licence and, slightly more
difficult still, for the necessary
foreign exchange. Egon Oldendorff
would point out that his ships were
working the international tramp
(FotoFlite)
57

Lübeck, Untertrave. Far right: company headquarters until 1967.
markets and thus contributed to
German foreign exchange earnings.
Another hurdle to be overcome but
outside the buyers’ influence was the
export licence of the sellers’ country
of registry, the outcome of the proce-
dure often resembling a lottery. Great
Britain, having recently taken many
German ships, was the most promising
market for second-hand tonnage in
those days, as were the Scandinavian
countries which sold older vessels
58
in return for modern German ships
allocated to them through reparation
proceedings.
At 1,600 tdw the ss DIETRICH OLDENDORFF
(2) was the smallest ship bought in
the early fifties and only a fraction
smaller than the TETE OLDENDORFF
purchased in 1956. Several vessels
exceeded 3,000 tdw and could trade
world wide. The smaller size tramp
steamer increasingly encountered a
new type of competitor in the North
and Baltic Seas: the shortsea motor-
ship. The post-war (West)German
coastline had shrunk. Sailships had
lost out to rail and road in the short
haul distribution trades. Shortsea
shipping began searching for new
markets and average ship sizes grew
in the process. Deadweight capacities
reached some 800 tonnes as early as
in the fifties. With their measurement
kept below the 500 GRT mark the
modern ships needed smaller crews
than the veteran steamers of identical
cargo intake and gradually crowded
them out of their established markets
in the North and Baltic Seas.
For almost a century the traditional
tramp steamers characterized by their
thin black funnels had faithfully
carried cargoes of coal, grain,
and timber from the North Sea into
the Baltic, or vice versa, but neared
the end of their useful lives, not least
because of their coal-hungry engines
and large crews. The 1950s witnessed
a complete structural change of
the European shortsea trade.
ss DORTHE OLDENDORFF (1)

59
 24) BIRTE OLDENDORFF (1) – 1950-
1963
DKBF – cargo steamship – 1981
GRT/3150 tdw – 116,670 cubicfeet
grain
84.45 m registered length, 12.24
m breadth, 6.28 m depth
triple-expansion engine, 1250 HP,
made by North Eastern Marine
Engineering Co. Ltd., Sunderland,
9.5 knots
25) DORTHE OLDENDORFF (2) –
1950-1960
DKBF – cargo steamship – 2082
GRT/3360 tdw – 169.300 cubicfeet
grain
85.20 m registered length, 12.60
m breadth, 6.07 m depth
triple-expansion engine, 850 HP,
made by the shipbuilders, 9 knots
10.7.1909 launched.
26) IRENE OLDENDORFF (2) – 1950-
1951
DKCB – cargo steamship – 1494
GRT/3200 tdw
27) KLAUS OLDENDORFF (2) – 1950-
1961
DKCS – cargo steamship – 3651
GRT/ 6276 tdw – 346,410 cubicfeet
grain
109.69 m registered length, 14.73 m
breadth, 7.70 m depth
60
22.7.1922 launched, 16.9.1922
completed by Antwerp Engineer-
ing Co. SA., Hoboken (No. 80)
as BELGIEN for D/S af 1922 A/S,
Copenhagen (DNK), H. A. Christen-
sen appointed as manager. 29.10.
1925 sold to A/S Dansk Engelsk
A/S, manager H. A. Christensen.
27.6.1931 sold to H. A. Christen-
sen. 6.5.1940 seized by France in
Port Lyautey, renamed SAINT
28.8.1909 completed by Flensbur-
ger Schiffsbau-Gesellschaft, Flens-
burg (No. 291) as MINISTER HELLE-
PUTTE for Cie. Belge Scandinave
de Nav. à Vapeurs SA, Antwerp
(BEL). 1912 sold to D/S af 1911,
Copenhagen (DNK), H. A. Christen-
sen appointed as manager,
renamed ALF. 11.12.1916 sold to
D/S Rödby Havn A/S (DNK), A.
Andersen appointed as manager.
14.7.1919 renamed BREMERSVOLD.
81.73 m registered length, 13.22 m
breadth, 7.90 m depth, compound
engine, 1250 HP, made by the
shipbuilders
4.3.1950 launched.
triple-expansion engine, 1250 HP,
made by NV Koniklijke Mij. ‘De
Schelde’, Flushing, 9.5 knots
September 1920 completed by
A. Vuijk & Zonen Capelle (No. 457)
as HILVERSUM for Stoomvaart Mij.
GILBERT, Cie. de Nav. Paquet,
Marseilles (FRA), appointed as
managers. 4.10.1943 captured by
the Allies. Placed under the
control of Ministry of War Trans-
port, London (GBR), T. L. Duff &
Co. appointed as managers.
November 1943 sunk at Port
Lyautey, later salvaged. 1945
returned to her Danish owners.
5.7.1947 sold to Rederi Europa
1.9.1923 sold to A/S Dansk Engelsk
D/S, H. A. Christensen appointed
as managers, renamed ALF.
27.6.1931 sold to H. A. Christen-
sen (DNK). 1940 placed under the
control of Ministry of Shipping
(effective May 1941, Ministry of
War Transport), London (GBR),
Thompson SS Co. Ltd., appointed
as managers. May 1941 W. A. Souter
& Co. Ltd. appointed as managers.
25.4.1950 completed by Lübecker
Maschinenbau Gesellschaft,
Lübeck (No. 437) as IRENE OLDEN-
DORFF for Egon Oldendorff, Lübeck
(DEU). 31.12.1951 sank in heavy
weather as result of shifting of cargo
Oostzee, Amsterdam (NLD). 1932
Vinke & Co. appointed as mana-
gers. 1940 placed under the control
of Ministry of Shipping (effective
May 1941, Ministry of War Trans-
port), London (GBR), H. Tyrer &
Co. Ltd. appointed as managers.
(DNK), A. Christensen appointed
as manager. 30.8.1949 sold by
auction to Folkebanken for Köben-
havn, Frederiksberg og Omegn,
Copenhagen (DNK). 21.12.1949
sold to Egon Oldendorff, Lübeck
(DEU), 2.2.1950 renamed BIRTE
OLDENDORFF. 20.2.1962 renamed
NORDFELS. 18.3.1963 sold for
demolition at Stavanger by
Brödrene Anda.
1945 re-delivered to owners.
5.7.1947 sold to Rederiet Europa,
Copenhagen (DNK), Alfred Chri-
stensen appointed as manager.
30.8.1949 sold by auction to Folke-
banken for Köbenhavn, Frederiks-
berg og Omegn. 21.12. 1949 sold
to Egon Oldendorff, Lübeck (DEU),
2.2.1950 renamed DORTHE OLDEN-
DORFF. 18.10.1960 sold for demo-
lition, 10.12.1960 arrived at Gijon.
of coke in position 53.28,27 N
06.17,10 E about five miles off
Hubert Gat/Borkum Island.
Her crew of 22 was lost. Due to
heavy silting vessel could not be
salvaged from a depth of 22 m.
1945 re-delivered to her owners.
June 1950 sold to Egon Olden-
dorff, Lübeck (DEU), renamed
KLAUS OLDENDORFF. 30.9.1960 sold
for demolition and 10.1.1961
arrived La Spezia.
ss BIRTE OLDENDORFF (1) (Fotowerkstatt Landungsbrücken) DORTHE OLDENDORFF (1) (Photograph: Alfred Schneider)

ss KLAUS OLDENDORFF (2)

IRENE OLDENDORFF (Collection Theodor F. Siersdorfer)

61
 28) DIETRICH OLDENDORFF (2) –
1950-1954
DKDP – cargo steamship –
998 GRT/1600 tdw –
254,250 cubicfeet grain
65.93 m registered length, 10.51 m
breadth, 4.72 m depth
ss DIETRICH OLDENDORFF (2)
62
triple-expansion engine, 550 HP,
made by Machienefabriek
Kinderdijk, Kinderdijk, 9.5 knots
March 1920 completed by NV
‘Holland’ Scheepswerf & Mach.
Handel, Hendrik Ido Ambacht
as NYSTRAND for A/S Utsire, Skien
(NOR), C. B. Nielsen appointed as
manager. 1922 sold to A/S Djerv,
Trondheim (NOR), Bachke & Co
appointed as managers, renamed
SIGRID. 1940 Wm. Coombs & Son
in London appointed as managers.
1945 re-delivered to her owners
(NOR). 9.10.1950 sold to Egon
Oldendorff, Lübeck (DEU),
renamed DIETRICH OLDENDORFF.
8.2.1954 sold to Paulsen & Ivers
Schiffahrt & Kohlenhandels GmbH,
Kiel (DEU), renamed SIGNAL.
12.12.1957 laid up at Kiel. 19.9.1958
sold for demolition by Alnwick
Harmstorf, Lübeck, where arrived
1.10.1958.
(Skyfotos)
ss HUGO OLDENDORFF (2)
29) HUGO OLDENDORFF (2) –
1951-1963
DKDT – cargo steamship –
1498 GRT/2300 tdw –
103,379 cubicfeet grain
78.33 m registered length,
11.17 m breadth, 5.23 m depth
triple-expansion engine, 900 HP,
made by Ross & Duncan, Glas-
gow, 9.5 knots
April 1917 completed by Murdoch
& Murray Ltd., Port Glasgow (No.
260) as GRANGETOWN for Harrisons,
Sons & Co. Ltd., London (GBR).
1918 sold to Town Line (London)
Ltd., Harrisons, Sons & Co. Ltd.
now managers. 1922 sold to E. T.
Lindley, London (GBR), renamed
GRANGEWOOD. 1925 sold to The
Swanston Steamship Co. Ltd.,
Newcastle (GBR), W. Swanston &
Sons appointed as managers.
April 1936 sold to D/S A/S Altair,
Bergen (NOR), renamed LIBRA,
H. Östervold appointed as
manager, renamed LIBRA. 1940
placed under the control of
Ministry of Shipping (effective
May 1941, Ministry of War Trans-
port), London (GBR), Chine
(Skyfotos)
Shipping Co., appointed as mana-
gers. 1945 re-delivered to her
owners. 1948 sold to D/S Neptun
A/S, Oslo (NOR). 27.10.1950
sold to Egon Oldendorff, Lübeck
(DEU). 9.1.1951 renamed
HUGO OLDENDORFF. 1.4.1963 sold
for demolition to Jernshaven
P. Bergsö & Son, Masnedö, which
took place in third quarter of 1963.
63

ss HENNING OLDENDORFF in the Kiel Canal
30) HENNING OLDENDORFF (2) –
1951-1962
DKBM – cargo steamship –
3771 GRT/6320 tdw –
319,300 cubicfeet grain
104.10 m registered length,
15.25 m breadth, 8.46 m depth
triple-expansion engine, 1800 HP,
made by Thyssen & Co. AG.,
Mülheim, 10 knots
May 1919 launched. September
1920 completed by NV Scheeps-
werf Dordrecht, Dordrecht (No.
30) as STAD ARNHEM for NV
Stoomboot Mij. „Stad Arnhem“,
(Collection Holger May)
Rotterdam (NLD), Halcyon Lijn
appointed as managers. 1921 sold
to NV Arnhemsche Scheepvaart
Mij., Rotterdam (NLD). In 193.
Halcyon Lijn appointed as
managers. 1940 placed under the
control of Ministry of Shipping,
(effective May 1941, Ministy of
War Transport), London (GBR),
Alexander Bros. appointed as
managers. 1945 re-delivered to
owners. 11.9.1951 sold to Egon
Oldendorff, Lübeck (DEU), 27.9.
1951 renamed HENNING OLDENDORFF.
21.12.1961 sold for demolition by
Brodospas. 6.1.1962 arrived at Split.

31) ERNA OLDENDORFF (2) – 1952-1962 pumps. 1946 salvaged, 10.1.1947 Zonen appointed as managers. ERNA OLDENDORFF. 21.12.1961 sold
DKBB – cargo steamship- 1965 arrived at Rotterdam in tow. 30.8. 12.7.1951 sold to Egon Oldendorff, for demolition. 31.1.1962 arrived
GRT/3312 tdw – 158,190 cubicfeet 1948 back in service, Vinke & Lübeck (DEU),14.1.1952 renamed at Monfalcone.
grain
85.95 m registered length, 12.28
m breadth, 6.5 m depth
triple-expansion engine, 1200 HP,
made by Arnhemsche Stoom Mij.,
Arnhem, 9 knots
September 1916 completed by A.
Vuijk & Zonen, Capelle (No. 447),
as RIJN for NV Houtvaart, Rotter-
dam (NLD), Vinke & Co. appointed
as managers. 22.8.1940 at Rotter-
dam-Rijnhaven declared a prize
by Hafenüberwachungsstelle
Rotterdam. 5.9.1940 back in trade,
owners agree to trading in the
German orbit, attended by Messrs.
Oscar Ott, Almsinck & Hell Nachf.
Hamburg. 3.9.1944 after completion
of repairs at the yard of Crichton
Vulkan, Helsinki, damaged and
sunk through crew damaging

ss ERNA OLDENDORFF (2)

64

◆ freighters in the 2,000-3,500 tdw
Different Ships
for Different
Cargoes
◆
The types and composition of cargo
offering also underwent changes.
Coal is still being carried but mainly
in much larger ships. Of course the
timber trade is quite lively to this day
but tramp vessels leaving the Baltic
Sea with a full deck cargo of sawn
timber have virtually disappeared.
Pitprops had lost their market due to
reduced European mining activities
and modern techniques. The forest
industry of Sweden and Finland no
longer supplies raw material for
paper manufacturing but exports
finished products instead. Except
during the rainy season Oldendorff
vessels at times took northbound
cargoes of groundnuts from Senegal,
a much sought-after cargo for
bracket which had carried generals
on the southbound leg. Typical
loading ports would be Kaolack,
some 75 miles beyond the bar and
situated on what is misleadingly
called Saloum River but is in fact an
inlet resembling an estuary, as also
Lyndiane and Ziguinchor on the river
Casamance. Loading operations right
into the 1950s were peculiar by
European standards: native workers
would carry the full bags by the
headload, negotiating narrow wobbly
gangplanks of which up to twenty
would link ship with shore, and then
bleed the contents into the hold, but
occasionally ships would also load
bagged groundnuts, at a maximum
rate of 30 tonnes per gang per hour,
later increasing to 50 t/h through the
use of elevators.
A number of second-hand ships of
up to 10,000 tdw, popular in those
days still unaffected by overage
problems and ditto insurance (the
latter came into being in the late
sixties) earned the funds for modern
newbuildings. The mv LUDOLF
OLDENDORFF (2) of 4,650 tdw,
delivered to Egon Oldendorff by
Lübecker Maschinenbau-Gesellschaft
on 2 December 1952, and her
sistership DORA OLDENDORFF (2),
delivered two years thereafter, had
been designed as multi-purpose liner
vessels and had a comparatively
generous cubic capacity of 270,000
cu ft each. They spent most of their
time in the Oldendorff fleet
timechartered to liner operators,
often on period charters, but they
also accepted voyage charters.
Both ships frequently went up the
St.Lawrence Seaway after it had been
re-opened in 1959, and further into
the Great Lakes. Between 1960 and
1964 DORA OLDENDORFF performed no
65
 fewer than 33 trips into the Great
Lakes on timecharter to Canadian
transport operators, Canadian Pacific,
and up to 1967 LUDOLF OLDENDORFF
completed 27 Great Lakes trips for
Launching of LUDOLF OLDENDORFF (1). Attendands include Hans Lochmüller, Egon Oldendorff,
Klaus Oldendorff, shipyard manager Schiml (at the microphone).
the same charterers. Not only would
the ships carry the CP funnel mark
but at times their hulls would be
painted CP white which made their
appearance quite unique in the
Oldendorff fleet. Linking Lakes
Superior, Michigan, Huron, and Erie
with the Atlantic Ocean via the
66
St. Lawrence River, the Seaway
affords direct access by deepsea
vessels to important North American
industrial centres averaging a height
above sea level of 185.3 metres. Just
under 150,000 vessels passed the
locks in the period 1959 to 1984, but
so far as general cargo is concerned
the Seaway has gradually lost its
former importance due to the impact
of intermodal transport which has
meanwhile conquered nearly 100
percent of that trade. However, in
the heydays of that international
waterway Oldendorff freighters
counted among its frequent users.
The degree of technical innovation is
reflected by an article in the Lübecker
Nachrichten daily of 13 December
1952 reporting on the commissioning
of the mv LUDOLF OLDENDORFF:
„When LMG shipyard director Schiml
handed over, outside territorial waters,
the newbuilding to her owner, the
Lübeck shipping company had added
to its fleet its tenth ship, and its first
motorvessel. The LUDOLF OLDENDORFF
did 15.9 knots in ballast condition.
Her 2,700 HP two-stroke MAN diesel
engine gives her a fully laden speed of
up to 14 knots. Her modern equipment
includes a Decca radar set, a ‘Tele-
gon’ goniometer first introduced in
1952 and a complete radio station,
all supplied by DEBEG. The vessel has
also been fitted with an echo sounder.
The radar set pays for itself within
three days of dense fog when the ship
would otherwise be forced to idle,
assuming a loss per fog-bound day of
DM 10,000.“
mv LUDOLF OLDENDORFF (1)
Launching
32) LUDOLF OLDENDORFF (2) –
1952-1970
DKJU – cargo motorvessel – 2388
GRT/4650 tdw – 270,139
cubicfeet grain – 6 passengers
98.50 m registered length, 14.85 m
breadth, 9 m depth
one two-stroke diesel engine,
2700 HP made by MAN AG,
Augsburg, 13.5 knots
Captain’s dayroom
4.10.1952 launched. 2.12.1952
completed by Lübecker Maschinen-
bau Gesellschaft, Lübeck (No. 418)
as LUDOLF OLDENDORFF for Egon
Oldendorff, Lübeck (DEU). 2.12.
1970 sold to Permapimar S. p. A.
Soc. di Nav., Cagliari (ITA), renamed
CAPITANO VITO. 1975 sold to Pausa-
nia S. p. A. di Navigazione, Cagliari
(ITA), renamed MICHELE MAGLIONE.
1977 sold to Österreichische
At sea
Reederei AG, Vienna (AUT),
renamed AUSTRIAN IMPORTER. 1980
sold to Kariels SA, Panama (PAN),
renamed NIGERIAN IMPORTER. 1981
sold to Interlock Development
SA, Panama (PAN), renamed
COLIBRI I. 1981 sold to Cefallonian
Sun Shipping Co. Ltd., Piraeus
(GRC), Flandermar Shipping Co.
SA. appointed as managers, re-
named CEFALLONIAN SUN. 1984 sold
to Mariana Shipping Co, Piraeus
(GRC), 1985 Twodim Cia. Nav.
SA. appointed as managers. 1988
owner and country deleted in
Lloyd’s Register. 18.2.1983 vessel
mentioned last in Lloyd’s
Shipping Index. Still listed in
Lloyd’s Register 1994/95, but
neither owner nor flag
mentioned.
67
 mv IMME OLDENDORFF (1)
33) IMME OLDENDORFF (1) – 1953-
1971
DKKD – cargo motorship – 1670
GRT/2712 tdw – 134,343
cubicfeet grain
34) CHRISTOFFER OLDENDORFF (1) –
1953-1963
DOSG/DKKK/DJXD – cargo
steamship – 4794 GRT/9600 tdw –
519,500 cubicfeet grain
124.49 m registered length,
16.96 m breadth, 10.97 m depth
triple-expansion engine, 1800 HP,
made by D. Rowan & Co. Ltd.,
Glasgow, 10 knots
68
78.73 m registered length, 12.55 m
breadth, 6.10 m depth –
2 passengers
two two-stroke diesel engines,
1600 HP, made by MaK Maschi-
nenbau Kiel AG, Kiel, 12.5 knots
Ordered by Brynmor SS Co. Ltd.-,
Swansea (GBR), Ambrose, Davies
& Matthes Ltd. acted as managers.
February 1937 purchased by
Unterweser Reederei AG. 13.4.1937
launched. 20.5.1937 completed as
GINNHEIM for Unterweser Reederei
AG., Bremen. 9.10.1943 sunk at
Gotenhafen following bomb attack.
13.10.1943 salvaged and repaired.
May 1945 at Brunsbüttelkoog.
14.6.1945 in Kiel Canal allocated to
16.3.1953 launched. 26.6.1953
completed by Schiffbau Ges.
‘Unterweser’ AG., Bremerhaven
(No. 359) as IMME OLDENDORFF
for Egon Oldendorff, Lübeck
(DEU). 1957 re-engined with
Great Britain, Ministry of War Trans-
port (effective 1945, Ministry of
Transport), London (GBR), J. & J.
Denholm Ltd. appointed as mana-
gers, renamed EMPIRE OUSE. 1946
transferred to Dutch Government,
The Hague (NLD), renamed EIND-
HOVEN. 1947 sold to NV. Gebr. van
Uden’s Scheepvaart en Agentur Mij.,
Rotterdam (NLD), renamed PARK-
HAVEN. 28.9.1953 sold to Egon
Oldendorff, Lübeck (DEU), renamed
(Skyfotos)
similar new engine. 14.4.1971
sold to Antonio fu G. Coppola,
Naples (ITA), renamed GIOVANNI
COPPOLA. 1984 broken up by
Acciaiere di Porto Nogaro at San
Giorgio di Nogaro.
CHRISTOFFER OLDENDORFF. 30.12.1958
transferred to Hansa Sachwert An-
lagen GmbH., Hamburg, port of
registry Lübeck (DEU), Egon Olden-
dorff appointed manager. 14.12.
1961 sold to Egon Oldendorff,
Lübeck (DEU). 26.1.1963 struck a
landing stage at Calais whilst on a
voyage from Mäntyluoto to Calais.
Repairs considered uneconomical,
ship sold for demolition, arrived
at El Ferrol on 27.2.1963.
ss CHRISTOFFER OLDENDORFF (1)
35) DIETRICH OLDENDORFF (3) –
1954 – 1963
DKKW – cargo steamship –
3172 GRT/5335 tdw –
254,250 cubicfeet grain
101.09 m registered length, 14.69
m breadth, 6.73 m depth
triple-expansion engine, 1550 HP,
made by North Eastern Engineer-
ing Co. Ltd., Sunderland,
9.5 knots
March 1921 completed by
Antwerp Engineering Co.,
Hoboken (No. 74) as WINSUM for
Stoomvaart Mij. ‘Oostzee’ Amster-
dam (NLD), Vinke & Co.
appointed as managers. 1940 put
under the control of Ministry of
Shipping (effective May 1941,
Ministry of War Transport),
London (GBR), West Hartlepool
Steam Navigation Co. Ltd.,
appointed as managers. 1945
re-delivered to owners. 1948
managers’ style changed to Vinke
& Zonen. October 1953 sold to
Egon Oldendorff, Lübeck (DEU),
and handed over 17.1.1954.
18.3.1954 renamed DIETRICH
OLDENDORFF. 3.7.1963 left Ham-
burg for Bremerhaven, to be
demolished by Eisen & Metall
AG., Bremerhaven, which
commenced in August 1963.
ss DIETRICH OLDENDORFF (3) (Skyfotos)
69
 36) DORA OLDENDORFF (2) –
1954-1970
DKKY – cargo motorship –
open/closed shelterdecker
2330/3807 GRT – 4550/5955 tdw –
270,139 cubicfeet grain –
6 passengers
101.05 m registered length, 14.84 m
breadth, 9 m depth
one two-stroke diesel engine,
2700 HP, made by MAN AG.,
Augsburg, 13.5 knots
16.12.1953 launched. 27.2.1954, Wearing charterers’ Canadian Pacific livery
completed by Orenstein & Kop-
pel & Lübecker Maschinenbau
Gesellschaft, Lübeck (No. 467) as
DORA OLDENDORFF for E. L. Olden-
dorff & Co. GmbH., Lübeck (DEU).
16.12.1970 sold to Interocean
Shipping Co. SA., Piraeus (GRC),
renamed ANNA B. 1979 sold to
Clarion Marine Co. SA., Piraeus
(GRC), renamed CHRISOULA K.
30.8.1981 stranded in position
27.55 N/33.55 E near Ras Banas
when on a voyage from Gallipoli
to Jeddah and abandoned by crew.

The then shipboard soccer team Egon Oldendorff (right) (Photograph: Wolfgang Röhrig)
with Captain Hans Heinrich onboard DORA OLDENDORFF.

70

GRETKE OLDENDORFF (1)
38) HILLE OLDENDORFF (1) –
1956-1971
DLCI – cargo motorship –
1994 GRT/3345 tdw – 154,507
cubicfeet grain – 2 passengers
86.17 m registered length, 13.01 m
breadth, 6.75 m depth
two four-stroke diesel engines,
made by MaK Maschinenbau Kiel
AG., 2300 HP, 13 knots
The ship’s sponsor,
Mrs Helga Oldendorff
8.3.1956 launched. 16.5.1956 com-
pleted by Schiffbau Gesellschaft
‘Unterweser’, Bremerhaven, (No.
380) as HILLE OLDENDORFF for
Egon Oldendorff, Lübeck, port of
HILLE OLDENDORFF (1) was side-launched at Bremerhaven.
HILLE OLDENDORFF (1) during sea trials.
37) GRETKE OLDENDORFF (1) –
1955-1961
DKAG – cargo steamship –
1317 GRT/2015 tdw – 101,074
cubicfeet grain
72.42 m registered length, 11.2 m
breadth, 5.49 m depth
triple-expansion engine, 800 HP,
made by Penn & Bauduin,
Dordrecht, 9 knots
April 1921 completed by NV.
Scheepsbouw ‘Baanhoek’,
Sliedrecht (No. 307) as ZAAN for
NV Houtvaart, Rotterdam (NLD),
registry Bremen (DEU). 11.2.1959
registered at Lübeck. 25.7.1971 sold
to Soc. Mediterranea Impr. Marit.
‘Medima’ S. p. A., Palermo (ITA),
renamed GABRIELE. 1978 sold to
Vinke & Co. appointed as
managers. 1940 J. Constantine SS
Line Ltd. appointed as managers.
1945 managers again Vinke & Co,
1948 managers’ style changed to
Vinke & Zonen. May 1955 sold to
Egon Oldendorff, Lübeck (DEU),
renamed GRETKE OLDENDORFF.
18.10.1960 went aground near
Jacobstad, refloated in October
with slight damage, but repairs
not economical. 8.11.1960 called
at Hamburg to be demolished by
Alnwick Harmstorf, Hamburg.
Cia. Siciliana Trasporti Mare S. p.
A. Cosimar, Palermo (ITA). 11.7.
1986 demolished by G. Riccardi at
Vado Ligure.
71

◆ dorff newbuildings the ships had
Moving
into a New
Size Class
◆
Commencing with the purchase from
the Netherlands in 1953 of 9,600 tdw
CHRISTOFFER OLDENDORFF the company
entered a new size bracket which
was rapidly expanded. Sistervessels
EIBE OLDENDORFF and HINRICH OLDEN-
DORFF, each of 10,780 tdw and
72
584,000 cu ft, were taken delivery of
from Flensburger Schiffbau Gesell-
schaft in 1956/57, followed by CATHA-
RINA OLDENDORFF of 10,785/12,978 tdw
as well as HELGA OLDENDORFF of 12,960/
15,265 tdw and her sister JOHANNA
OLDENDORFF, built by Lübecker Flender-
werke in 1956 and 1958, respectively.
The ships were tweendeckers and had
ample cargo gear. Like all other Olden-
very well-appointed cabins accommo-
dating up to 12 paying passengers.
Freighters appealed to travellers not
so much because they disliked luxury
cruise liners and the strict dress regu-
lations associated with them but
because they preferred to see the
world in a more relaxed manner. The
ships had ample cargo handling gear
that mostly included one heavylift
derrick of 20, 30 or 50 tonnes lifting
capacity. The twin measurements and
deadweight capacities came as a result
of the ship measurement rules valid
at the time until the new rules came
into force from the 18th July 1982.
As of that day the new International
Convention on Tonnage Measure-
ment of Ships took the place of the
former which had been in force for
more than 100 years, and did away
with the Gross Registered Ton. All
ships worldwide are required to be
measured according to the new rules
upon expiry of the 12 year transitional
period, i.e. from 19 July 1994.
Open/closed shelterdeckers became
popular in liner trades where the
cubic capacity of a ship is more
important than the deadweight cargo
intake. Measurement in open shelter-
deckers ignored the tweendeck
space. This resulted in a ship having
less freeboard, a lower deadweight
capacity, and a lower GRT/NRT
measurement. The cargo space
remained identical in the same ship
before and after conversion into a
closed shelterdecker but the latter
had a higher deadweight capacity, a
deeper draft and a higher GRT/NRT
measurement. Conversion from open
to closed shelterdecker was a tedious
business. Only one tonnage certifi-
cate was permitted to be carried on
board at any one time, with the other
one deposited at the German ship
measurement authority in Hamburg
LUDOLF OLDENDORFF under timecharter to Norddeutscher Lloyd, at Cabedelo/Brazil, January 1967
which had to authorise the change
of documents. Ships converting in
overseas ports had to enlist the
assistance of the nearest German
consulate. As one of Egon Olden-
dorff’s shipmasters recalls:
„On the next morning we sailed for
Callao, the main Peruvian port. The
ship completed discharge here and
had to be converted from open to
closed shelterdecker to suit the cargo
composition of the next voyage, i.e.
copper ore and generals in the lower
holds being the lion’s share, and
(Photograph: Herbert Karting)
Colombian coffee for US and Eastern
Canadian ports to go in the tween-
decks. The boatswain was instructed
to close the tonnage openings, valves
and the trimming hatches. The Plimsoll
mark had to be freshly painted, a
Lloyd’s surveyor eventually issued the
73
 necessary certificate which I took to
the German embassy in Lima where I
exchanged the open for the closed
shelterdecker tonnage certificate sent
there by the Hamburg authority.“
On a West Indies round voyage in
charter to Dutch KNSM Koninklijke
Nederlandsche Stoomboot
Maatschappij, general cargo vessels
such as the LUDOLF OLDENDORFF and
DORA OLDENDORFF would make up to
25 port calls, sometimes in and out
within hours having discharged a
few packages, but also spending
several days in port handling cargo.
Northbound cargo, be it to Europe or
to North America, would in the main
consist of products such as cocoa or
coffee requiring carefully to be
carried as exemplified by the case of
coffee. This delicate commodity is
easily contaminated by odours and
must never be stowed together with
other cargoes giving off odours of
their own. Excessive heat also affects
74
coffee meaning that it has to be kept
away from calescent cargoes.
Moisture and even humidity cause
coffee beans to mould. Cargo spaces
had to be perfectly clean and dry and
would be protected against sweat
water by dunnage mats laid out
crosswise. The sides of the holds
would be hung with jute or similar
material pervious to air. Coffee
requires ventilation in transit and
accordingly stowage must provide for
longitudinal and athwartships venti-
lation ditches, alternatively vertical
trunks of 30 x 30cm all the way to
the top tier of bags. Bagged potatoes
and onions were likewise difficult to
carry. They have retained their
natural properties to the present but
ocean carriage is much simplified by
refrigerated containers with automatic
temperature control.
Egon Oldendorff did not neglect
traditional tramping grounds such as
the North and Baltic Seas and the
Mediterranean. Shippers in the timber,
coal, minerals and grain trades knew
the Lübeck-based shipowner and his
vessels. He ordered a 2,015 tdw
specialized timber carrier from
Schiffbau Gesellschaft Unterweser in
1952, the IMME OLDENDORFF. The same
builders delivered the HILLE OLDEN-
DORFF in 1956, similar in appearance
but having 3,345 tdw, and finally
completed the trio with the 3,362 tdw
ANNA OLDENDORFF. The geared
motorships had their engines and
superstructures aft and could take
considerable deck loads, an
important feature in the timber trade.
The Oldendorff fleet kept increasing
by one, two or three newbuildings
per annum, gradually increasing in
size, but older steamers would also
be purchased, the last thereof from
Hamburg-based coal traders and
shipowners, Sauber & Co, built 1951
in Lübeck as the HERMANN SAUBER and
renamed the ILSABE OLDENDORFF. All
further second-hand ships purchased
were diesel-propelled units.
39) TETE OLDENDORFF (1) –
1956-1965
DKAL – cargo steamship –
999 GRT/1565 tdw – 101,074
cubicfeet grain
65.36 m registered length, 10.43 m
breadth, 4.88 m depth
triple-expansion engine, 600 HP,
made by Moss Vaerft A/S, Moss,
9 knots
March 1918 completed by Holens
Verksted, Larvik (No. 23) as TIRO
for D/S A/S Gonwik, Sandefjord
(NOR), H. A. Christensen appointed
as manager. 17.2.1928 sold to Rederi
A/B Ferlef, Stockholm (SWE),
Anders Smith appointed as mana-
ger, renamed SVANGEN. 24.10.1955
sold to Egon Oldendorff, Lübeck
(DEU), renamed TETE OLDENDORFF.
29.10.1965 arrived at Masnedö to be
demolished by T. Bergsoe & Sons.
ss TETE OLDENDORFF

40) EIBE OLDENDORFF (1) –

1956-1974
DKLA – cargo motorship –
6057 GRT/10.780 tdw –
584,500 cubicfeet grain –
8 passengers
141.82 m registered length,
18.46 m breadth, 11.35 m depth
one two-stroke seven-cylinder
diesel engine, 4200 HP, made
by MAN AG., Augsburg,
14 knots
9.5.1956 launched. 5.7.1956
completed by Flensburger Schiffs-
bau-Gesellschaft, Flensburg,
as EIBE OLDENDORFF for Egon
Oldendorff, Lübeck (DEU).
22.6.1971 transferred to Wursata
Shipping Co., Monrovia (LBR).
11.7.1974 sold to Empire Ship-
ping Co., Famagusta (CYP),
renamed AURELIA. 1975 Dolphin
Maritime Co., Limassol (CYP)
appointed as managers, port of
registry Limassol. 1978 sold to
Olive Sea Shipping Co. SA.
Piraeus (GRC), Dolphin Maritime
remained managers. 27.7.1980
arrived at Basrah and still there
in 4/91. Since deleted from
Lloyd’s Register.

mv EIBE OLDENDORFF in Welland Canal

75
 mv CATHARINA OLDENDORFF about to leave the river Trave on her handing-over trip
41) CATHARINA OLDENDORFF (1) –
1956-1971
DJWA – cargo motorship –
open/closed shelterdecker
6130/8841 GRT – 10,785/12,978
tdw – 620,077 cubic feet grain –
1 heavy lift derrick of 50 t
140.86 m length over all, 18.83 m
beam on frames, 12.05 m depth
to maindeck
76
1 single-acting 2-stroke 8-cylinder Shipping Enterprises Ltd., Piraeus Singapore MT SALVIVA. 21.3.1982
diesel engine, 5340 HP, made by (GRC), renamed GAY FIDELITY. arrived at Suez. 13.8.1982 handed
MAN, 14.5 knots 1979 Lea Shipping Co. Ltd., over at Suez to Tartour Bros.
Piraeus, appointed as managing Marine Works for demolition.
8.5.1956 launched. 24.7.1956
owners. 8.3.1982 in position 26.40
completed by Lübecker Flender
N/34.40 E southeast of Safaga in
Werke AG., Lübeck (No. 471) as
Red Sea a fire broke out in engine
CATHARINA OLDENDORFF for E. L.
room when on a voyage from
Oldendorff & Co. GmbH., Lübeck
Bremen to Damman. Abandoned
(DEU). 15.6.1971 transferred to
by crew, later taken in tow by
Westfalia Shipping Corp., Monro-
via (LBR). 1974 sold to Vermala
mv HINRICH OLDENDORFF on the lower Elbe
42) HINRICH OLDENDORFF (1) –
1956-1974
DJWR – cargo motorship –
shelterdecker
6058 GRT/10,780 tdw – 584,500
cubicfeet grain – 8 passengers
157.86 m length over all, 18.46 m
beam on frames, 11.35 m depth
to main deck
one single-acting two-stroke
diesel engine, 4200 HP, made by
MAN AG, Augsburg, 14 knots
21.7.1956 launched. 12.9.1956
completed by Flensburger Schiffs-
(Photograph: Rolf Meinecke)
bau Gesellschaft, Flensburg (No. Maritime remained managers. renamed HARMONY, Intertrans
562) as HINRICH OLDENDORFF for 1983 sold to Morzine Shipping Shipping Ltd. appointed as
Egon Oldendorff, Lübeck (DEU). Co. Ltd. Malta (MLT), renamed managers. 7.8.1984 sailed from
29.6.1971 transferred to Wursata MICHAEL. 1984 sold to Harmony Mokha, arrived 20.8.1984 at
Shipping Co., Monrovia (LBR). Shipping Co. S A., Valetta (MLT)), Sachana/India for demolition.
May 1974 sold to Iota Navigation
Co., Ltd., Famagusta (CYP),
renamed ALIARTOS. 1975 registered
at Limassol (CYP) Dolphin Mariti-
me Co. appointed as managers.
1979 sold to Sea Traders SA &
Eastern Maritime Enterprises SA,
Piraeus (GRC). 1982 renamed
OTIRA and transferred to
Panamanian flag (PAN), Dolphin
The vessel’s bridge Handling cargo
77

44) GEBE OLDENDORFF (1) /
MAGNET (1) – 1957-1972
DJXX – cargo steamship –
singledecker
1528 GRT/2463 tdw – 116,120
cubicfeet grain
74.40 m length over all, 11.55 m
beam on frames, 6.16 m depth
one compound engine with
exhaust turbine, 700 PS, made by
the shipbuilders, 9.5 knots
45) ANNA OLDENDORFF (1) –
1957-1971
DJYI – cargo motorship –
singledecker
1995 GRT/3362 tdw – 154,507
cubicfeet grain
78
December 1940 completed by
Porsgrunds Mek. Verksted,
Porsgrund (No. 106) as DIONE
for C. J. Reim, Porsgrunn (NOR).
In 1945 Reichskommissar für
Seeschiffahrt intended to seize the
ship and to place her under the
management of Aug. Bolten, Wm.
Miller’s Nachf., Hamburg.
11.4.1945 the ship capsized at
Posrgrunn during a bomb raid.
1949 sold to A/S Dione,
89.90 m length over all, 13.01 m
beam on frames, 6.25 m depth to
main deck
one single-acting four-stroke 6-
cyl. diesel engine, 2300 HP, made
by Henschel AG, Kassel, under
licence of Pielstick, 13 knots
43) JOBST OLDENDORFF (1) –
1957-1963
DJXT – cargo steamship – 2136
GRT/3500 tdw – 174,064
cubicfeet grain
86.08 m registered length, 13.20
m breadth, 6.5 m depth
triple-expansion, 1220 HP engine,
made by Arnhemsche Stoomslep-
helling Mij., Arnheim, 9.5 knots
May 1928 launched. July 1928
completed by A. Vuijk & Zonen,
Capelle (No. 563) as LINGE for
ss JOBST OLDENDORFF in the
Holtenau lock (Kiel Canal)
(Collection Gert Uwe Detlefsen)
Porsgrunn (NOR), C. J. Reim
appointed as managers. 1955 sold
to Skibs A/S Harstad &
Skibsvedlikehold A/S, Harstad
(NOR), H. A. Olsen appointed as
managers, renamed ANGELINE.
December 1956 sold to Egon
Oldendorff, Lübeck (DEU),
25.2.1957 renamed GEBE
OLDENDORFF. 1971 renamed
MAGNET (2). 14.8.1972 sold
17.1.1957 launched. 29.4.1957
completed by Schiffbauges. ‘Un-
terweser’, Bremerhaven (No. 389)
as ANNA OLDENDORFF for Egon
Oldendorff, Lübeck (DEU).
7.4.1971 sold to Soc. Mediterranea
Impr. Marittima ‘Medima’ S.p.A.,
Palermo (ITA), renamed CRISTOFORO.
NV. Houtvaart, Vinke & Co.,
Rotterdam (NLD), appointed as
managers. 1940 placed under the
control of Ministry of Shipping
(effective May 1941, Ministry of
War Transport), London (GBR),
Lambert Bros. appointed as
managers. 1945 re-delivered to
owners. 1948 Vinke & Zonen
appointed as managers. 22.1.1957
sold to Egon Oldendorff, Lübeck
(DEU), renamed JOBST OLDENDORFF.
3.2.1963 beached near Taastrup.
5.2.1963 salvaged and sold to
German breakers. Resold to
Pedersen & Ahlbeck,
Copenhagen, where ship arrived
on 25.2.1963. Demolition
completed in April 1963.
through Eckhardt & Co. at Ham-
burg to F. S. Christensen, Nakskov
(DNK), renamed EBBA C.
17.8.1972 laid up at Norresundby,
temporarily used as a grain barge.
March 1974 sold for demolition,
5.4.1974 arrived in tow at
Santander.
20.4.1973 ran aground on Urgento
Reef off Cape Santa Maria di
Leuca 15 nm off Gallipoli when
on a voyage from Taranto to
Porto Marghera with steel coils.
Broke into two and declared a
total loss.
Busy times in Holtenau lock, late 1950s. ss GEBE OLDENDORFF moored starboard-to.
mv ANNA OLDENDORFF (1) at San Carlos de la
Rapido/Spain loading pyrites for Dordrecht with ship’s gear.
46) HANS OLDENDORFF (1) –
1957-1963
DJFX – cargo steamship –
2147 GRT/3500 tdw
101.17 m registered length,
13.02 m breadth, 6.5 m depth
triple expansion engine, 1200 HP,
made by Arnhemsche Stoomslep-
helling Mij., Arnheim
September 1927 completed by A.
Vuijk & Zonen, Capelle (No. 545)
as GOUWE for NV. Mij. Houtvaart,
Rotterdam (NLD), Vinke & Co.
appointed as managers. 13.8.1940
taken as a prize at Rotterdam by
Hafenüberwachungsstelle, Rotter-
dam, 5.9.1940 back in trade,
(Photograph: Herbert Karting)
(Photograph: Rolf Meinecke)
owners agree on 14.9.1940 to
trading in the German orbit,
attended by Messrs. Oscar Ott,
Amsinck & Hell Nachf. Hamburg.
Agreement on 21.9.1944 cancelled.
27.3.1945 released by Prisenhof
Hamburg for further trading
under Dutch flag and supervision
as above. 1945 delivered to
owners. 1948 manager’s style
changed to Vinke & Zonen.
4.6.1957 sold to Egon Oldendorff,
Lübeck (DEU), 6.6.1957 renamed
HANS OLDENDORFF. 5.4.1962
renamed NORDHEIM. 26.2.1963
sailed from Venice for San Giorgio
di Nogara for demolition.
79
 ss HANS OLDENDORFF (1)
46) HANS OLDENDORFF (1) – 1957-
1963
DJFX – cargo steamship –
2147 GRT/3500 tdw
101.17 m registered length, 13.02
m breadth, 6.5 m depth
triple-expansion engine, 1200 HP,
made by Arnhemsche Stoomslep-
helling Mij., Arnheim
80
September 1927 completed by A.
Vuijk & Zonen, Capelle (No. 545)
as GOUWE for NV. Mij. Houtvaart,
Rotterdam (NLD), Vinke & Co.
appointed as managers. 13.8.1940
taken as a prize at Rotterdam by
Hafenüberwachungsstelle, Rotter-
dam 5.9.1940 back in trade,
owners agree on 14.9.1940 to
trading in the German orbit,
attended by Messrs. Oscar Ott,
Amsinck & Hell Nachf. Hamburg.
Agreement cancelled on 21.9.1944.
27.3.1945 released by Prisenhof
Hamburg for further trading
under Dutch flag and supervision
as above. 1945 re-delivered to
(Skyfotos)
owners. 1948 managers’ style
changed to Vinke & Zonen.
4.6.1957 sold to Egon Oldendorff,
Lübeck (DEU), 6.6.1957 renamed
HANS OLDENDORFF. 5.4.1962
renamed NORDHEIM. 26.2.1963
sailed from Venice for San Giorgio
di Nogara for demolition.
47) HELGA OLDENDORFF (1) –
1958-1975
DJZX – cargo motorship –
open/closed shelterdecker
6990/9962 GRT – 12,960/15,265
tdw – 768,400 cubicfeet grain –
1 derrick of 20 t – 8 passengers
155.95 m length over all, 20.28 m
beam on frames, 11.96 m depth
to main deck
one single-acting two-stroke
diesel engine, 5430 HP, made by
MAN, 14 knots
1.4.1958 launched. 23.6.1958
completed by Lübecker Flender
Werke AG, Lübeck, as HELGA
OLDENDORFF for Egon Oldendorff,
Lübeck (DEU). 15.6.1971
transferred to Holsatia Shipping
Co., Monrovia (LBR). 1975 sold mv HELGA OLDENDORFF (1)
to Panteleon Cia. Nav. SA,
Piraeus (GRC), renamed ATHENAIS. (MLT). 26.8.1982 arrived at
1982 sold to Wanaka Shipping Bombay for demolition, which
Inc., Panama (PAN), renamed commenced in October by
WANAKA. 1982 sold to Already J. M. Steel Traders, Darukhana/
Shipping Co. Ltd., Valetta Bombay.

48) JOHANNA OLDENDORFF (1) – 6.6.1958 launched. 23.8.1958

1958-1974
DAKD – cargo motorship – open/
closed shelterdecker
6987/9959 GRT- 12,960/15,265
tdw – 768,400 cubicfeet grain –
1 derrick of 20 t – 8 passengers
155.95 m length over all, 20.20 m
beam on frames, 11.96 m depth
to main deck
one single-acting two-stroke
diesel engine, made by MAN AG.,
Augsburg, 5340 HP, 14 knots
completed by Lübecker Flender
Werke AG, Lübeck (No. 492)
as JOHANNA OLDENDORFF for
E. L. Oldendorff & Co. GmbH.,
Lübeck (DEU). 5.10.1971
transferred to Westfalia Shipping
Co., Monrovia (LBR). 29.11.1974
sold to Thimi Cia. Nav. SA,
Panama (PAN), renamed ASPIS.
1982 sold to Tekapo Shipping mv JOHANNA OLDENDORFF (1)
Co. Inc., Panama (PAN), renamed
TEKAPO. 23.11.1982 arrived at
Busan for demolition by
Se Houng Salvage Co. Ltd.,
which commenced 29.1.1983.

81
 one of the leading shipbuilders in
this field. This new category of mer-
chant vessels had large unobstructed
holds without tweendecks.
Typically the ships were given high
wing tanks and slanting hopper bilge
tanks connected with the double
bottom tanks. Basically the new bulk
the century with the intention of
making them more acceptable as
colliers. The new ships offered two
decisive advantages by having greater
water ballast capacities. Worldwide
flows of bulk cargoes are imbalanced
and necessitate positioning voyages
in ballast no matter how ships are
deployed. With large tank capacities

◆ carriers were the modernized ships in ballast condition can reach

versions of the self- and easy the minimum draft required to

The First trimmers designed by British

shipbuilders just before the turn of
submerge the propeller, and ballast

Bulk Carrier
in1958
◆

Egon Oldendorff commissioned his

first bulk carrier in 1958. Increased
movements of bulk cargoes of all
descriptions but mainly coal, grain
and phosphates had stimulated the
design of pure bulk carriers. Flens-
burger Schiffbau Gesellschaft was

Grab discharge.

82
water in high wing tanks improves
many a bulk carrier’s behaviour in a
seaway. Engine room and
superstructure aft made for a clear
and unobstructed weather deck
enabling shore equipment such as
conveyor belts, suction pipes or
shoots to operate freely. Additional
ships followed as the lead vessel
fully lived up to its owner’s
expectations. At 15,400 tdw the
MAGDALENA OLDENDORFF was a large
ship at her time, overtaking the
ubiquitous Liberty size vessel of
which some 1,500 units were trading
in those days. Of unsophisticated Bulk carrier MAGDALENA OLDENDORFF (1) discharging at Amsterdam

design and economical to run, the

Liberty steamers, originally intended
for short term war deployment, had
survived World War II in numbers,
and by size and construction came to
be a class by themselves. Those ships
not mothballed as the US Reserve
Fleet were sold to liner and
trampship operators and left their
mark on the merchant marine of the
fifties and sixties. Of the total
number of 2,711 Liberty ships built,
910 had been sold to private
interests. 810 thereof were trading
in 1952 and as many as 636 in
1965. Shipping statistics no longer
mentioned these 10,000 tdw steamers
from 1986 onwards. They held their
own in liner services during the very
early years of post-war reconstruction,
thereafter making way for more
efficient liner type vessels but
quickly occupied the tramp trades,
establishing themselves as the ideal
size for the carriage of bulk commo-
dities. Shippers adapted to the 10,000
tdw ship and accordingly many
newbuildings of this size were being
built for cargoes ranging from coal to
ores to grain to phosphates but also
including timber and semi finished
goods of all kinds.

83
 49) MAGDALENA OLDENDORFF (1) –
1958-1971
DKAO – cargo motorship –
gearless bulkcarrier
10,661 GRT/15,400 tdw –
720,300 cubicfeet grain –
10 passengers
157.89 m length over all, 19.38 m
beam on frames, 12.5 m depth
one single-acting two-stroke
seven-cyl. diesel engine, made by
MAN AG, Augsburg, 5340 HP,
13.5 knots
14.8.1958 launched, 21.10.1958
completed by Flensburger Schiffs-
bau-Gesellschaft, Flensburg (No.
573) as MAGDALENA OLDENDORFF for
Egon Oldendorff, Lübeck (DEU).
23.11.1971 sold in damaged condi-
tion (a fire broke out whilst vessel
was drydocking at Bremerhaven)
to O. H. Meling, Stavanger (NOR),
renamed STAVFJORD. 1971 sold to
I/S Stavfjord, Stavanger, O. H.
Meling Rederi appointed as
managers. 1977 sold to I/S Stade,
Tönsberg (NOR), P. Thorvildsen
appointed as manager. 1977 sold
to Ilmar Tuuli, Helsinki (FIN).
1980 sold to Axios Shipping Co.,
Piraeus (GRC), Golden Union
Shipping Co. SA appointed as
managers, renamed FOUR FLAGS II.
1988 sold to Volos I Shipping Co.,
Piraeus (GRC), Heracles Shipping
SA., appointed as managers,
renamed VOLOS I. 1994: 10.196
GT. 1996 still trading.

mv MAGDALENA OLDENDORFF in a rough sea

84
50) ILSABE OLDENDORFF – Challenger Shipping Co., Monro- Zachariou Shipping Co. SA., 27.1.1979 arrived at Venice and
1960-1969 via (LBR), renamed CHALLENGER S. appointed as managers, renamed laid up. April 1981 sold for
DHPY – cargo steamship – 1975 sold to Aris Ltd. Piraeus, T. KORMORANOS. 1978 renamed ARIS. demolition there.
quarterdecker
2619 GRT/3460 tdw – 180,059
cubicfeet grain – 2 passengers
92.75 m length over all, 13.4 m
beam on frames, 6.7 m depth to
main deck
double-compound engine with
exhaust turbine, 1700 PS, made
by the shipbuilders, 12 knots
10.10.1951 launched. 1.12.1951
completed by Lübecker Flender
Werke AG, Lübeck (No. 409) as
HERMAN SAUBER for Sauber & Co.,
Hamburg (DEU). 16.2.1960 sold
to Egon Oldendorff, Lübeck
(DEU), 9.3. 1960 renamed ILSABE
OLDENDORFF. 22.7.1969 sold to

ss ILSABE OLDENDORFF loading sawn timber at Archangelsk (Photograph: Gert Uwe Detlefsen)

51) DORTHE OLDENDORFF (2) –
1961-1970
DKMR – cargo motorship –
open/closed shelterdecker
7187/9991 GRT/12,492/14,834
tdw – 785,906 cubic feet grain –
1 derrick of 30 t, 11 passengers
157.40 m length over all, 20.05 m
beam on frames, 12.5 m depth to
main deck
one single-acting two-stroke diesel
engine, 7800 HP, made by De Schel-
de under Sulzer Licence, 16 knots
Launched 10.10.1959 by Bijker’s
AB Ysselwerf, Gorinchem (No.
151). Ship was one of a series of
ten identical vessels ordered by J.
C. Carras, Chios (GRC) for the
Shipping Development Co. Six
ships were cancelled in Septem-
ber 1959, two of the remaining
ships had since been launched
named with ARGOS prefixes. This
ship launched nameless as fourth
ship for account of the builders.
Later towed to NV Kon.
Maatschappij ‘De Schelde’,
Flushing, for completion (No.
298). 23.1.1961 sold to Egon
Oldendorff, Lübeck (DEU), and
named DORTHE OLDENDORFF. 3.4.
1970 sold to Muhammadi
Steamship Co. Ltd., Karachi
(PAK), renamed AL KULSUM. 1978
sold to Pakistan National Shipping
Co., Karachi (PAK). 11.8.1983
arrived at Karachi and laid up.
6.12.1984 demolition commenced
by M. Faroog at Gadani Beach.

DORTHE OLDENDORFF (2) (Photo: Gert Uwe Detlefsen)

85
 Bulk carrier KLAUS OLDENDORFF (3)
52) KLAUS OLDENDORFF (3) –
1961-1974
DAIR – cargo motorship –
gearless bulkcarrier
9981 GRT/14,675 tdw – 672,103
cubicfeet grain – 12 passengers
155.38 m length over all, 18.4 m
beam on frames, 12.55 m depth
to main deck
86
one single-acting two-stroke
diesel engine, 5340 HP, made by
MAN AG., Augsburg, 14.25 knots
10.7.1958 launched. 7.10.1958
completed by Rickmers Werft,
Bremerhaven (No. 301) as WALTER
LEONHARDT for Leonhardt &
Blumberg, Hamburg (DEU).
11.10.1960 sold to Egon
Oldendorff, Hamburg (DEU),
24.10.1960 registered at Lübeck.
30.1.1961 renamed KLAUS
OLDENDORFF. 2.6.1971 transferred
to Rhenania Shipping Co., Monro-
via (LBR). 17.6.1974 sold to
Newstar Shipping Co., Monrovia
(LBR), renamed OKAY. 1975 sold
(Skyfotos)
to Golden Co., Monrovia (LBR),
renamed LIKE TWO. 1980 transferred
to Panamanian (PAN) registry.
17.8.1981 arrived at Corcubion
and laid up. 28.2.1983 arrived at
San Esteban de Pravia to be
demolished by Desguaces Vige.
mv GRETKE OLDENDORFF (2)
53) GRETKE OLDENDORFF (2) –
1961-1971
DGFB – cargo motorship –
quarterdecker
1598 GRT/2460 tdw –
121,000 cubicfeet grain
87.76 m length over all, 12 m
beam on frames, 5.3 m depth to
main deck
two single-acting two-stroke
diesel engines working on one
shaft, 1800 HP, made by the
shipbuilders, 12.5 knots
BIRTE OLDENDORFF (2) in the Kiel Canal.
16.10.1953 launched. 22.7.1953
completed by Ottenser Eisenwer-
ke AG, Abt. Schiffswerft, Hamburg
(No. 457) as MARY ROBERT MÜLLER
for Partenreederei, Robert Müller,
Hamburg (DEU), appointed as
managing owner. 1.12.1961 sold
to Egon Oldendorff, Lübeck (DEU),
but registered at Hamburg, renamed
GRETKE OLDENDORFF. 4.12.1961
registered at Lübeck. 8.11.1971
sold to Landi & Co., Genoa (ITA),
renamed FRANCESCA SECONDA. 1972
sold to Fenicia di Nav. S. p. A.,
Cagliari (ITA). 1977 sold to Soc.
Mare Amico S. p. A., Naples (ITA),
renamed MARE AMICO. 1983 sold to
Vipima S. p. A. di Navigazione
SA, Naples (ITA). 5.7.1990 arrived
at Naples to be broken up by
Marnavi Cantieri Navale, which
commenced 25.7.1990.
54) BIRTE OLDENDORFF (2) –
1962-1975
DGVX – cargo motorship –
open/closed shelterdecker
8043/10,351 GRT – 12,770/15,450
tdw – 722,757 cubicfeet grain –
1 derrick of 30 t, 6 passengers
160.52 m length over all, 20 m
beam on frames, 12.1 m depth to
maindeck
one single-acting 8-cyl. diesel
engine, 6650 HP, made by MAN
AG, Augsburg, 14.7 knots
(Collection Gert Uwe Detlefsen)
5.6.1957 launched. 17.8.1957 com-
pleted by Blohm & Voss AG, Ham-
burg (No. 796) as MONTANIA for
PR, Chr. F. Ahrenkiel, Hamburg
(DEU), Chr. F. Ahrenkiel, Hamburg,
appointed as manager. 16.3.1962
sold to Egon Oldendorff, Lübeck,
renamed BIRTE OLDENDORFF but
registered at Hamburg. 28.6.1971
transferred to Rhenania Shipping
Co., Monrovia (LBR). 1975 sold to
Clare Island Shipping Co. Ltd.,
Monrovia (LBR), renamed BOUBOU-
LINA FAITH. 1979 sold to unknown
owners, Piraeus (GRC). 1979 sold
to A. Bacolitsas Cia. Nav. SA.,
Panama (PAN), renamed CONSTAN-
TOULA BACOLITSAS. 1979 transferred
to Constantoula Bacolitsas Ship-
ping Co. 1981 sold to Seohung
Salvage Co., Pusan, for demolition,
which commenced 24.8.1981 at Dae
Dong Shipbuilding Co. Ltd., Pusan.
87

◆ modern navigational aids and radio
Four
Singledeckers
from
Rendsburg
◆
Werft Nobiskrug GmbH of Rendsburg
delivered the CHRISTIANE OLDENDORFF
(4,380 tdw) in 1962, the lead ship in
a highly efficient series of four
singledeckers earmarked for the
conventional carriage of timber and
bulk cargoes in European waters.
88
To their surprise the shipbuilders
discovered one of the many of their
client’s little recipes for success:
Egon Oldendorff had in the early
sixties sold a number of his older
steamers for scrapping which before
handover he had stripped of the
stations retrofitted at the time he
purchased the ships on the second-
hand market. That equipment he
now took to the shipyard and made
the builders install it in the new-
buildings. Egon Oldendorff also
bought the NORA HUGO STINNES,
a singledecker of 4,280 tdw and
207,000 cuft which ideally matched
the new series but for its year of
delivery, 1956. The ship was
chartered back to her previous
owners, Hugo Stinnes Transozean
Schiffahrt GmbH and was renamed
the HUGO OLDENDORFF (3) when that
charter expired. JOBST OLDENDORFF,
the last of the four ships built by
Nobiskrug, was to be the last ‘small’
ship for Oldendorff. The ships,
intended for European shortsea
trading were also Great Lakes and
Panama Canal fitted. All other
Oldendorff ships to follow were
larger and genuine deepsea type
vessels.
The German shipping journal
Schiff & Hafen published an article
in volume 10 of 1963:
„The level of international freight
rates forced owners to seek larger and
more efficient ships. One of the effects
of endeavours to rationalize trade,
industry and transport is automation
as a means of reducing the labour
force, i.e. monitoring and control of
equipment by automated devices.
Marine engine automation can be
defined as monitoring of equipment
and its control and regulation at
every operational condition through
automated devices which if suitably
connected with the various sections of
the engine plant automatically
initiate corrective action. The
ultimate goal and the success of
automation will have to be measured
against the economical results
achieved.
Automation may increase safety
in operation but investments made
have to be reasonably counter-
balanced by cost reductions through
cuts in the labour force.“
The impact of wages tended to
increase in those years, and that
was not confined to transport by
sea, rail or road but extended to
the generation of raw materials and to
production processes. Management
in high-wage regions such as the
United States and Central Europe
took a long and hard look at ways
and means to reduce staff and,
thereby, the wage element in
overall production costs. The answer
was rationalization, and that could
take many forms. Alternatives
available included larger manu-
facturing units served by an identical
labour force or through partially
automating production by wholly
or partly replacing manual work
or monitoring functions with
machines or equipment. Actual
developments were a great deal
more diverse than described here
with a broad brush but the oppor-
tunities offered by automation were
wholly applicable to the ocean
transportation of bulk commodities,
the core of Egon Oldendorff’s ship-
owning operations from the very
beginning.
Delivered by Lübecker Flender-Werke
on 3 March 1963, having successfully
completed sea trials in the North Sea,
30,500 tdw bulk carrier HENNING
OLDENDORFF of just under 20,000 GRT
was at once the yard’s largest new-
building so far, the flag ship of the
Oldendorff fleet and the largest ship
in the Lübeck register. Her nine holds,
odd numbers short, even numbers
long, had a total capacity of 1.5 million
cu ft. Bulkheads and structural
members were dimensioned to per-
mit carrying full capacity loads of
ores and similar low-volume heavy
cargoes in every second hold,
namely in Nos. 1, 3, 5 and 7. The
nine hatches were given single-pull
type MacGregor steel covers activa-
ted by two 12-tonne dual-purpose
hatch cover and mooring winches.
Ballast capacity approximated
21,500 tonnes.
Egon Oldendorff took delivery of
CHRISTOFFER OLDENDORFF four months
later, that being the fourth of a series
of which numbers two and three
were built for other clients. She was
the first German merchant ship to be
equipped with remote engine room
control, very much in line with cost
reduction strategies discussed above.
Her complement of about 30 was less
than that of 10,000 tdw trampers built
in the 1950s and about the same as
the crew of bulk carrier MAGDALENA
OLDENDORFF, six years her senior and
half her size. So revolutionary
appeared this novelty that the
shipping editor of the Hamburger
Abendblatt daily captioned:
„Bridge Automation –
Will the Bogy Man Take Over?“
Walter Döll continued to describe
to his readers the new features of
the ship:
89
 „Here are the advantages of remote
control:
– no need for the officer on watch to
repeat orders;
– the engineer on watch can devote
his undivided attention to engine
monitoring and to maintenance
work;
– no more faulty manoeuvres;
– engine gets gentler treatment.
What is more, the automatic devices
have a memory and record every
order that has been issued.
But automated shipboard operations
have problems of their own.
What may be good for a fully
automated steel rolling plant does
not necessarily apply to a ship.
At sea there are no standardized
and repetitious working cycles,
pre-planned and automatically
programmed to the last detail,
as found in manufacturing plants.
90
You can use a robot where its job
can be schematized and expressed
in a formula. A ship is exposed to
winds, weather and currents which
escape pre-planning. A ship-borne
robot would constantly have to
correct its own actions, and that
defines the limits of shipboard
automation. Yet, modern ship-
CHRISTIANE OLDENDORFF at anchor,
with a full cargo of pitprops
building technology holds tremen-
dous promises of relief for the future.
Tomorrow’s seafarers will more
than ever before be engineers
requiring special courses in addi-
tion to nautical training, in such
subjects as e. g. process engineering.
Thought is even now being given
to the question of whether watch-
standing personnel should be relieved
every two hours since nobody can
expect an assistant engineer to
spend several hours sitting in a
sound-proofed control room
watching a panel of flashing lamps.
Shipowners, nautical colleges, trade
unions and the ministry of transport
face major tasks where automation is
concerned. Shipowners will have to
spend more money. Automated ships
will exceed current investments by
many millions and seagoing
specialists are perfectly justified in
demanding higher wages. This much
is certain even now: never in auto-
mated shipping will a robot be given
a master’s licence, nor will the bogy
man be the only crew member.“
CHRISTIANE OLDENDORFF (Skyfotos)

91
 55) CHRISTIANE OLDENDORFF –
1962 – 1979
DKMY – cargo motorship –
geared singledecker
2981 GRT/4380 tdw –
215,284 cubicfeet grain
105.93 m length over all, 15.10 m
beam on frames, 7.98 m depth
to maindeck
mv HANS OLDENDORFF (2) at Eleusis, Greece
92
two single-acting 4-cylinder diesel
engines,3000 HP, made by MAN
AG, Augsburg, 14.5 knots
14.2.1962 launched. 26.5.1962
completed by Werft Nobiskrug
GmbH, Lübeck (No. 628) as
CHRISTIANE OLDENDORFF for Egon
Oldendorff, Lübeck (DEU).
14.6.1971 transferred to Wursata
Shipping Co, Monrovia (LBR).
1971 transferred to Singapore
register (SGP). 1979 sold to Timber
Coal Shipping Co., Panama (PAN),
Intermar Shipmangement SA
appointed as managers, renamed
KATERINE. 1982 managers deleted
from Lloyd’s Register. 1986 sold to
Venus Shipping Co. (Pte.) Ltd.
Colombo (Ce), Navi Wood S.a.R.L.
appointed as managers, renamed
TRANS WOOD. 1989 registered at
Kingston (VCT). 1990 sold to
Feroz Bebakar, Kingston (VCT),
renamed TABUK. 1993 Life Interna-
tional Shipping Establishment
appointed as managers. 1993 sold
to the Barkaat Shipping Services
Establishment, Kingstown (VCT),
renamed BARKAAT 107. 1995: 2997
GT. 1996 still trading.
56) HANS OLDENDORFF (2) –
1962-1980
DKNA – cargo motorship –
geared singledecker
2983 GRT/4380 tdw – 215,824
cubicfeet grain – 4 passengers
105.93 m length over all, 15.10 m
beam on frames, 7.98 m depth to
main deck
two single-acting 4-cylinder diesel
engines, 3000 HP, made by MAN
AG, Augsburg, 14.5 knots
12.5.1962 launched. 9.8.1962 com-
pleted by Werft Nobiskrug GmbH,
Rendsburg (No. 629) as HANS
OLDENDORFF for Egon Oldendorff,
Lübeck (DEU). 14.6.1971 trans-
ferred to Rhenania Shipping Co.,
Monrovia (LBR). 1971 transferred
to Singapore register (SGP). April
1980 sold to Petrokan S. p. A.,
Ravenna (ITA), renamed LAMONE.
17.6.1987 arrived at Porto Nogaro
for demolishing, which
commenced in December 1987 by
Acciairie di Porto Nogaro.
57) NORA HUGO STINNES /
HUGO OLDENDORFF (3) – 1962-1969
DLBY – cargo motorship – geared
singledecker
2986 GRT/4280 tdw –
207,450 cubicfeet – 2 passengers
101 m length over all, 14.4 m
beam on frames, 8.15 m depth to
quarterdeck
two single-acting four-stroke
6-cylinder diesel engines, 2300
HP, made by MaK, Kiel, 13 knots
17.12.1956 launched. 1.3.1956
completed by Atlaswerke AG,
Bremen (No. 390) as NORA HUGO
STINNES for Hugo Stinnes Trans-
ozean Schiffahrt GmbH., Bremen Candleford Shipping Co. Ltd. Fama- sold to Issa Navigation Co., Tripoli
(DEU). 22.6.1962 sold to Egon gusta (CYP), renamed SCALMIKE. (LBN), renamed ISSA. In January
Oldendorff, Lübeck (DEU). 1975 registered at Limassol (CYP). 1986 reported as broken up.
19.8.1962 renamed HUGO OLDEN- 1976 renamed VALERIANA. 1979
DORFF. 9. 10.1964 registered Lübeck.
11.6.1969 sold to Reederei H.
Vith, Flensburg (DEU), renamed
HOLNIS. 1970 transferred to See-
reederei ‘Holnis’ H. P. Vith & Co.
KG., Bereederungs Alliance
Flensburg GmbH, appointed as
managers. 1972 transferred to
‘Gisela Vennmann’ Shipping Co.
Ltd., Famagusta (CYP). 1973
transferred to H. P. Vith (Cyprus)
Shipping Co. Ltd., Famagusta
(CYP). 17.5.1974 sold to

58) ERNA OLDENDORFF (3) – 1992 Hind Maritime Enterprise

1962-1980 S. A. appointed as managers.
DKNB – cargo motorship – 1994: 3060 GT. 1996 still trading. mv HUGO OLDENDORFF (3) ex-NORA HUGO STINNES (Photograph: Gerhard Fiebiger)
geared singledecker –
4 passengers
2983 GRT/4380 tdw –
215,824 cubicfeet grain
105.93 m length over all, 15.10 m
beam on frames, 7.98 m depth
to main deck
two single-acting 4-cylinder diesel
engines, 3000 HP, made by MAN
AG, Augsburg, 14.5 knots
16.8.1962 launched. 29.10.1962
completed by Werft Nobiskrug
GmbH, Rendsburg (No. 630) as
ERNA OLDENDORFF for Egon Olden-
dorff, Lübeck (DEU). 14.6.1972
transferred to Holsatia Shipping
Co., Monrovia (LBR). 1972 registe-
red in Singapore (SGP). April
1980 sold to Rima Line Shipping
Co. S.a.r.l., Tripoli (LBN), renamed
RIMA G. 1983 transferred to Rima
Shipping Co., Tripoli (LBN),
General United Trading & Shipping
Co. S.a.R.L. appointed as managers.

mv ERNA OLDENDORFF (3), a singledecker with raised quarter deck, in the Ghent Shipping Canal

93
 Commissioning trip of bulk carrier HENNING OLDENDORFF (3) took place under most severe winter conditions in 1963.
The Baltic Sea was completely frozen over, and only large ships could sail in the lower Baltic assisted by ice breakers

59) HENNING OLDENDORFF (3) – 26.10.1962 launched. 3.3.1963

1963-1983
DKNE – cargo motorship –
gearless bulkcarrier
19,935 GRT/30,529 tdw –
1,492,622 cubicfeet grain –
12 passengers
200.15 m length over all, 26 m
beam on frames, 14.4 m depth
on single-acting two-stroke diesel
engine, 10,500 HP, made by MAN
AG, Augsburg, 15.5 knots
completed by Lübecker Flender
Werke AG., Lübeck (No. 535) as
HENNING OLDENDORFF for Egon
Oldendorff, Lübeck (DEU).
9.7.1971 transferred to Wursata
Shipping Co., Monrovia (LBR).
1983 sold to San Bernardino Co.
Inc., Monrovia (LBR), renamed
CREATOR. 1984 renamed ALAMO I.
3.3.1985 sailed from Kagoshima
to Yantai for demolition in the
The People’s Republic of China.

94
mv JOBST OLDENDORFF (2) with the later grey hull painting
60) JOBST OLDENDORFF (2) –
1963-1980
DKNG – cargo motorship –
geared singledecker –
4 passengers
2983 GRT/4380 tdw –
215,824 cubicfeet grain
105.93 m length over all, 15.10 m
beam on frames, 7.98 m depth
to main deck
two single-acting 4-cylinder diesel
engines,3000 HP, made by MAN
AG, Augsburg, 14.5 knots
5.1.1963 launched. 19.4.1963
completed by Werft Nobiskrug
GmbH, Rendsburg (No. 631) as
JOBST OLDENDORFF for Egon
Oldendorff, Lübeck (DEU).
6.7.1971 transferred to Holsatia
Shipping Co., Monrovia (LBR).
1971 registered in Singapore
(SGP). 1980 sold to Naviera
Candiano S. p. A., Italy (ITA),
Petrokan S. p. A., appointed as
managers, renamed MONTONE.
1982 managers deleted. 1983 sold
to Petrokan S. p. A., Ravenna.
1990 sold to Alba S. a. S. di
Michele Mazzella E. C., Napoli
(ITA), renamed FIERRO. 1995 sold
to Genova Trade S.r.l., Genova
(ITA). 1996 still trading.
Captain’s dayroom
95
 61) CHRISTOFFER OLDENDORFF (2) –
1963-1983
DKNH – cargo motorship –
gearless bulkcarrier
19,940 GRT/30,530 tdw –
1,492,622 cubicfeet grain –
12 passengers
200.15 m length over all, 26 m
beam on frames, 14.4 m depth
on single-acting two-stroke diesel
engine, 10,500 HP, made by MAN
AG, Augsburg, 15.5 knots
9.5.1963 launched. 31.8.1963 com-
pleted by Lübecker Flender Werke
AG., Lübeck (No. 536) as CHRI-
STOFFER OLDENDORFF for Egon
Oldendorff, Lübeck (DEU). 20.7. Bulk carrier CHRISTOFFER OLDENDORFF (2)
1971 transferred to Wursata Ship-
ping Co., Monrovia (LBR). 1983 sold
to Nauplia Maritime Inc., Monrovia
(LBR), renamed DOMINIC. 1984 re-
named DENVER. 22.3.1986 arrived
at Gadani Beach for demolition.

62) HELENA OLDENDORFF (1) –

1965-1985
DKNS – cargo motorship –
gearless bulkcarrier
21,813 GRT/34,100 tdw –
1,647,856 cubicfeet grain –
12 passengers
200.10 m length over all, 26 m
beam on frames, 15.6 m depth
one single-acting two-stroke
diesel engine, 10,800 HP, made
by MAN AG, Augsburg, 15.4 knots
5.12.1965 launched. 24.2.1965
completed by Lübecker Flender
Werke AG, Lübeck (No. 547) as
HELENA OLDENDORFF (1)
HELENA OLDENDORFF for Egon
Oldendorff, Lübeck (DEU). 17.8. loading lighter sections in
1971 transferred to Westfalia Rotterdam and at her trial
Shipping Co., Monrovia (LBR). (below).
1983 renamed TRUE ENDEAVOUR.
1985 sold to Ocean Jupiter Ship-
ping SA., Panama (PAN), renamed
OCEAN JUPITER. 1.8.1985 arrived at
Shanghai for demolition in The
People’s Republic of China.

96

◆ for twelve passengers. The FSG new-
Pioneering
Bulk
Shipping
◆
As one of the pioneers of seaborne
transportation of bulk cargoes in
specialized ships, Egon Oldendorff
had firmly established his company’s
name with shippers and brokers and
continued to expand his activities.
Lübecker Flender-Werke delivered
the somewhat modified sisterships
HELENA OLDENDORFF and REGINA OLDEN-
DORFF of 34,650 tdw each at six-
monthly intervals whilst Flensburger
Schiffbau-Gesellschaft simultaneously
completed the DIETRICH OLDENDORFF (4),
TETE OLDENDORFF (2) and RIXTA OLDEN-
DORFF (1), equal in size but with a
slightly different silhouette. All bulk
carriers were given accommodation
buildings even had mobile cranes
meant to handle cargo residuals,
provisions and the motorcars which
the passengers might wish to take
with them. However, most passengers
left their cars ashore and the new-
buildings that followed reverted to
the customary light cranes for
provisions and stores positioned aft
of the superstructure. Like all other
large Oldendorff ships the bulk
carriers traded world-wide. As an
example, the HELENA OLDENDORFF left
Emden in April 1967 bound for Japan,
then proceeded to Peru, continued to
the east coast of the United States
through the Panama Canal, returned
to Japan, proceeded to the US Gulf,
again via the Panama Canal, and
finally sailed to Rotterdam with
36,000 tonnes of grain, logging
56,931 nautical miles or 2.6 times the
circumference of the earth in seven
months and four days.
The fleet expanded further still. At
about the same time the Bremer
Vulkan shipyard completed two bulk
carriers, the BERNHARD OLDENDORFF
and the HARMEN OLDENDORFF, each of
52,660 tdw, duly followed in 1969/70
by two 67,925 tdw sisterships, the
EMMA OLDENDORFF and ECKERT OLDEN-
DORFF. This brought the number of
the Oldendorff bulker fleet to 13,
ranging from 15,000 tdw to Panamax
size, i.e. the largest type of ship that
can pass the Panama Canal in a fully
laden condition. Panamax vessels
found increasing favour, such as with
grain shippers who resorted to writing
grain contracts from the US Gulf to
Far East destinations in Panamax-size
lots, and when the ore and coal
trades followed suit that added to the
versatility of these ships.
97
 Bulk carrier DIETRICH OLDENDORFF (4)
63) DIETRICH OLDENDORFF (4) –
1965-1985
DKNT – cargo motorship –
gearless bulkcarrier
22,196 GRT/34,650 tdw –
1,632,500 cubicfeet grain –
12 passengers
98
201.65 m length over all, 26 m
beam on frames, 15.6 m depth
one single-acting two-stroke
7-cyl. diesel engine, 10,800 HP,
made by MAN A.G., Augsburg,
15.4 knots
29.10.1964 launched. 13.3.1965
completed by Flensburger Schiffs-
bau-Gesellschaft, Flensburg (No.
600) as DIETRICH OLDENDORFF for
Egon Oldendorff, Lübeck (DEU).
9.7.1971 transferred to Rhenania
(FotoFlite)
Shipping Co., Monrovia (LBR).
1983 renamed WESTERN GLORY.
5.11.1985 arrived at Chittagong
Roads for demolition. 13.11. demo-
lition commenced by Continental
Ship Breakers at Tulatoly.
Bulk shipping continued as a major
field of activities. The smaller
Oldendorff ships would in addition
cater for such commodities as steel,
timber, and bagged cargo. Thus, with
the Oldendorff fleet ranging from
4,400 tdw at the lower end up to
68,000 tdw the company was in the
business of carrying all manner of
dry bulk and semi-bulk commodities
worldwide.
Meanwhile the first batch of
post-war liner vessels had become
a little obsolete. Ships in the
10/15,000 tdw bracket still traded
profitably on most routes as the
Liberties began departing from
the scene, for the following reasons:
these steamers, once built to last
for a short lifespan and completed
by their builders in remarkably
short time – average completion
time stands at 62 days, with the
ss ROBERT E. PEARY holding the record
at four and one half days –
became a common sight in ports the
world over. The majority of them had
survived the war. A number was
allocated to allied and friendly
nations such as Norway and Greece
The new office building at No. 1 Fünf-
hausen in Lübeck, ready for occupation
in August 1967
which had suffered ship losses
during the war, another part was
immobilized as the US Reserve Fleet
and the largest number were sold,
not least to liner operators in
search for tonnage with which
to resume operations. Purchased
at a reasonable price, fully geared,
with a tweendeck and a rugged
triple-expansion steam engine of
2,500 HP the ships for a period
became the backbone of deepsea
shipping, gradually shifting from
liner to tramp work, sturdy
workhorses of the seven seas.
Their numbers decreased in time
due to losses and scrapping, and
their death knell rang when in
1967 the insurance world intro-
duced the 15 year age limit.
Higher insurance premiums made
the ships uneconomical to run.
Shipyards hit by empty orderbooks
in the mid-sixties rose to the
challenge and offered what
soon became known as ‘Liberty
Replacements’.
99
 64) REGINA OLDENDORFF (1) –
1965-1987
DKNX – cargo motorship –
gearless bulkcarrier
21,807 GRT/34,300 tdw –
12 passengers
192.53 m registered length,
26.06 m breadth, 15.6 m depth
one single-acting two-stroke
4-cylinder diesel engine, 10,800
HP, made by MAN AG., Augsburg.
12.5.1965 launched. 13.8.1965
completed by Lübecker Flender
Bulk carrier REGINA OLDENDORFF
REGINA OLDENDORFF together with
NAUTIC PIONEER (ex-TETE OLDENDORFF) as floating
…renamed BOLD CHALLENGER (FotoFlite) grain storages in the port of Hamburg, 1984
100
Werke AG, Lübeck (No. 548) as
REGINA OLDENDORFF for Egon
Oldendorff, Lübeck (DEU),
intended owners E. L. Oldendorff
& Co GmbH. 20.7.1971 trans-
ferred to Holsatia Shipping Co.,
Monrovia (LBR). 1983 renamed
BOLD CHALLENGER. 16.9.1985
arrived at Hamburg, served as
grain barge. 12.6.1987 sailed from
Inchon for demolition in the
People’s Republic of China and
reported 31.7. at a Chinese port.
(Photograph: Gerhard Fiebiger)
(Photograph: Gert Uwe Detlefsen)
Launching of TETE OLDENDORFF at Flensburg, 26.11.1966
65) TETE OLDENDORFF (2) –
1967-1986
DKOV – cargo motorship –
gearless bulkcarrier
22,430 GRT/38,144 tdw –
1,668,700 cubicfeet grain –
12 passengers
201.65 m length over all, 26 m
beam on frames, 15.6 m depth
one single-acting two-stroke 7-cyl.
diesel engine, 12,250 HP, made
by MAN AG, Augsburg, 15 knots
26.11.1966 launched. 13.3.1967
completed by Flensburger Schiffs-
bau-Gesellschaft, Flensburg (No.
611) as TETE OLDENDORFF for Egon town (VCT). 1987 sold to Ocean ted as managers. 12.6. 1986 arrived
Oldendorff, Lübeck (DEU). 20.1. Uranus Ltd., Kingstown (VCT), Sun- at Shanghai for demolition in the
1973 transferred to Panamanian line Marine Transport Ltd. appoin- People’s Republic of China.
(PAN) flag. 21.1.1975 reflagged to
Germany (DEU). 19.2.1975
flagged-out to Panama (PAN).
23.8. 1979 transferred to Rhenania
Shipping Co., Monrovia (LBR).
23.8.1983 renamed NAUTIC PIONEER.
January 1986 sold to Ocean Jupiter
Shipping Ltd., Kingston (VCT),
Sunline Marine Transport Ltd.
appointed as managing owners,
renamed OCEAN URANUS. 1986 sold
to Ocean Tramping Co. Ltd., Kings-
TETE OLDENDORFF (Photograph: Rudi Kleijn)
101
 66) BERNHARD OLDENDORFF (1) –
1967-1989
DKOX/HPMW – cargo motorship
– gearless bulkcarrier
30,510 GRT/27,456 GT /52,660
tdw – 65,443 cubic metres grain –
12 passengers
213.90 m length over all, 30.85 m
beam on frames, 16.98 m depth
one single-acting two-stroke
diesel engine, 13,800 HP/10,150
kW, made by Bremer Vulkan
under MAN licence, 14.75 knots
25.2.1967 launched. 12.4.1967
completed by Bremer Vulkan
AG., Vegesack (No. 927) as
BERNHARD OLDENDORFF for Egon
Oldendorff, Lübeck (DEU).
12.7.1978-20.6.1989 flagged-out
to Panama (PAN) for Wursata
Shipping Co. 15.6.1989 sold to
Gulfeast Shipmanagement Ltd.
Port Vila (VUT), renamed
SAVOYDEAN III. 1989 sold to
Sunfalcon Marine Transport SA,
Gulfeast Shipmanagement Ltd.
appointed as managers. 1991
management changed to Doris
Maritime Services SA., Geneva.
7.8.1991 until 9.9.1992 laid up at
Inchon when sailed for a breakers
yard in The People’s Republic of
China. November 1992 sold to
Chinese breakers at Ningpo and
arrived there prior 31.12.1992.

BERNHARD OLDENDORFF, then Bremer Vulkan’s largest dry cargo newbuilding. With increased deadweight
capacity resulting from alterations to the load-line convention, additional cargo space was gained,
mainly for grain shipments, through raising the height of the four hindmost hatch coamings by one metre.
The first ship of this size without a raised forecastle.

102
Bulk carrier RIXTA OLDENDORFF (lead ship). She and her sistership TETE OLDENDORFF (2) were the largest newbuildings (FotoFlite)
delivered by FSG in the years 1967/68. Note the mobile crane on the foreship for handling cargo residuals.

67) RIXTA OLDENDORFF (1) –
1967-1986
DKPF/ELDB9 – cargo motorship –
gearless bulkcarrier
22,064 GRT/38,075 tdw –
47,252 cubic metres grain –
12 passengers
201.65 m length over all, 26 m
beam on frames, 15.6 m depth
one single-acting two-stroke
diesel engine, 12,250 HP/
9010 kW, made by Bremer Vulkan
under licence of MAN AG,
Augsburg, 15 knots
3.6.1967 launched. 21.9.1967
completed by Flensburger Schiffs-
bau-Gesellschaft, Flensburg (No.
612) as RIXTA OLDENDORFF for Egon
Oldendorff, Lübeck (DEU). 9.11.
1972 flagged-out to Panama
(PAN). 14.11.1974 reflagged to
Germany (DEU). 6.2.1975
transferred to Arabella Shipping
Co., Panama (PAN). 1977 trans-
ferred to Wursata Shipping Co.,
Singapore (SGP). 1983 renamed
NOBLE SUPPORTER. From 21.10.1983
until June 1986 served as a grain
barge in Hamburg. 1986 sold to
Ocean Tramping Co. Ltd., Kings-
town (VCT), renamed OCEAN
EARTH. 1986 sold to Ocean Earth
Shipping Ltd., Kingstown (VCT).
9.10.1986 arrived at Shanghai for
demolition in The People’s
Republic of China.

103
 68) HARMEN OLDENDORFF (1) –
1967-1983
DKPJ – cargo motorship –
gearless bulkcarrier
30,509 GRT/52,660 tdw –
2,296,976 cubicfeet grain –
12 passengers
213.90 m length over all, 30.85 m
beam on frames, 16.80 m depth
one single-acting two-stroke
6-cylinder diesel engine, 13,800
HP, made by the builders under
licence of MAN, 14.75 knots
19.8.1967 launched. 26.10.1967
completed by Bremer Vulkan
AG., Bremen-Vegesack, as HARMEN
OLDENDORFF for Egon Oldendorff,
Lübeck (DEU). 12.2.1973
transferred to Somalia registry,
Mogadiscio (SOM). 10.3.1977
reflagged to German (DEU) flag.
23.10.1977 transferred to
Panamanian registry (PAN). 1982
transferred to Holsatia Shipping
Co.; Panama (PAN). 6.9.1983 sold
to Unifida SA, Panama (PAN),
renamed OLDEN. 1983 sold to Jitali
Shipping Corp., Panama (PAN),
Unifida SA. appointed as
managers. 2.2.1987 ship struck
coral reefs in the northern Red Sea
and sank in position 27.31 N,
34.17 E when on a voyage with
barley from Hamburg for Jeddah.

Bulk carrier HARMEN OLDENDORFF (1). Like her sistership BERNHARD OLDENDORFF (FotoFlite)
she took a full cargo of iron ore from Tubarao to Rotterdam on her maiden voyage

104

◆ ships could not generate higher than
New Ship Sizes
for Changing
Markets
◆
Shipping being a capital-intensive
industry not only depends on the
freight market but also on the
willingness of bankers to finance,
at reasonable conditions, the heavy
investments that go into ships.
It was in 1963 when 10,000 tonners
fetched the lowest freight rates ever
which in turn negatively affected
their market value and which made
bankers believe that the time was up
for that category of ship. Instead, they
favoured and willingly provided
loans for the larger types of bulk
carriers. The years that followed
made them realize that even those
average returns. There is nothing to
distract from the basic wisdom that
one of the decisive factors determining
the economic success of a ship
depends on the time in any market
cycle at which it is purchased, and,
though not as important as the
former, at which it is disposed of.
Quite naturally the unit costs per ton
of deadweight capacity decrease as
ship size increases but world trade
needs all sizes of ships
if it is to function properly.
The trend toward the larger ship
was much in evidence at the
beginning of what might be termed
the Liberty Replacement era. As bulk
carriers grew larger they found that
fewer ports could accommodate
them. Thus, the 15,000 tonners
gained access to new markets.
Feeder ships were required ranging
from 200 to 20,000 tdw, depending
on type of cargo and trade. 15,000
tonners drawing 30 feet of water
or less could safely reach almost
every major port in the world.
There were sceptics who predicted
that the rapid changeover from
conventional to fully containerized
methods in liner shipping would
push many former liner ships into
the tramp market. However, a fair
number of these liners were either
overaged or would have had to be
converted to suit their new tasks.
Also, typical liner vessels with up
to three decks, narrow hatches and
such features as vegetable oil tanks,
refrigerated chambers, lockers,
etc. and expensive propulsion
machinery delivering high speeds
had limited chances of catering for
bulk cargoes.
105
 mv GERDT OLDENDORFF (1), lead ship of the longer version of AG ‘Weser’ Seebeckwerft standard type ‘36’.
Just under 40 units of type ’36L’ made this the most successful German Liberty replacement ship. (Photograph: J. Krayenbosch)

The shipyards foresaw a total volume
of some 500 units to replace the
ageing Liberties. This proved to be a
misjudgement since no matter how
one defines a Liberty Replacement, it
is true to say in retrospect that more
than 1,000 of these of have in fact
been built. But note one important
difference: Liberties had been built
for one single client, the Government
of the United States of America,
whereas a multitude of owners of

106
many nationalities could be identified
as potential buyers for the new
generation of freighters. Shipowners
almost by definition are individualists,
used to order tailor made ships.
Series shipbuilding hardly existed
except perhaps for account of one
and the same shipowner and was
in the main confined to coastal
vessels.
the costs of ship design. Series
construction of sections contained
building costs, and batch purchasing
of materials provided an opportunity
for bulk discounts. Thus, a 14,000
tonner, one of a series of 25 identical
units, can be obtained at 15 % below
the price for a one-off construction
of similar size. Today, this gap
is even wider.
15,000 tdw, and finally A.G.’Weser’
with yards at Bremen and Bremer-
haven sought buyers for their
‘36’ type, that title being the domestic
project number of which the
enlarged ’36L’ version eventually
fulfilled its builders’ hopes.

Cost consciousness increasingly Four shipbuilders almost simul-

exercised shipowners’ minds. Gone
were the times when, in other than
voyage charters, it did not make a
material difference whether a round
voyage took 40 or 45 days. Rising
wages worldwide pushed up
newbuilding prices as well as cargo
handling costs. Series construction
reduced building costs whilst modern
cargo handling gear and ‘open’ type
ships with wide hatches minimizing
understow cut port turnround times.
Shipbuilders had learnt a lesson from
motorcar manufacturers and began
taneously came to market with
their new designs in 1966/67.
Ishikawajima Harima Heavy Indu-
stries (IHI) of Japan offered their
14,000 tdw type called ‘Freedom’,
a model designation that may
arguably have contributed to the
great success of this vessel.
Austin & Pickersgill of Sunderland,
then owned by London & Overseas
Freighters Ltd., had a shelterdecker
of some 14,000 tdw that became
known as the SD14. German GRETKE OLDENDORFF (3) (FotoFlite)

offering their basic type vessel ‘X’ at shipbuilders Bremer Vulkan, Flens-
an equally basic price, charging extra burger Schiffbau-Gesellschaft and
for special features. This reduced Rickmers-Werft jointly marketed the
‘German Liberty Replacement’ of

107

◆ three ‘German Liberty/German Multi-
Standard
Freighters from
Three Shipyards
◆
Egon Oldendorff felt the need to
renew and expand his linertype
vessel section and was among the
first German owners to invest into
this category which, incidentally,
found little favour with his
compatriot colleagues. Within no
more than a few weeks he ordered
108
two ’36L’ type ships from the
A.G.’Weser’ Seebeck yard at Bremer-
haven, each of 13,530/16,300 tdw,
787,000 cu ft, 185 TEU container
intake (spot loading) and with
accommodation for eight passengers.
The ships were delivered on 5 June
and 29 September 1969 as the GERDT
OLDENDORFF and HUGO OLDENDORFF (4).
Bremer Vulkan received an order for
purpose Freighter’ types, commissio-
ned on 5 May, 15 August and 6
December 1969 as the ELISABETH OLDEN-
DORFF, CAROLINE OLDENDORFF and MARIA
OLDENDORFF. Not long thereafter the
owner, impressed by the description
of the British designed SD14, bought
one of them which was under
construction at the time and took
delivery of her on 22 July 1971 as the
DORTHE OLDENDORFF (3), the first of
altogether nine SD14s contracted by
Egon Oldendorff until 1980. GRETKE
OLDENDORFF, a type ‘36L’ vessel, was
commissioned early in 1973 as the
third EO ship of this class. During
that period the basic design of the
ship remained unchanged but details
were constantly subject to modifica-
tions. GERDT OLDENDORFF, the company’s
first series-built freighter, is unique
for one more reason: she was the
first-ever Oldendorff ship to alter her
name into BENNEKOM (a Dutch town)
at the request of her Dutch
timecharterers, KNSM. ELISABETH
OLDENDORFF, CAROLINE OLDENDORFF and
MARIA OLDENDORFF also chartered by
KNSM for periods of approximately
two years, changed their names into
BAARN, BREDA and BARNEVELD for the
duration of the contracts. Renaming
ships to accommodate charterers was
yet to come into fashion and German
authorities would grant permission
only for period charters of 12 months
or more.
GERDT OLDENDORFF, fourth unit of the
‘36’ type and the first of the longer
and larger ’36L’ version, successfully
completed trials in the North Sea and
was commissioned on 12 June 1969.
Shipyard manager E. Fritsche of
Seebeck Werft, in an article carried
by the HANSA shipping journal,
praised the ship’s many advantages:
„The yard is happy to be able to offer No efforts have been spared to design between crew accommodation on a
its German and foreign clients an effi- a true series ship but having carefully European and an Asian ship. The
cient freighter which can be flexibly considered all circumstances we former will have a crew of about 30
adapted to a large selection of re- realized that there are limits to on a type ‘36’ ship, possibly including
quirements by adding a wide range of standardization. Admittedly, this is a four females, the latter carries 60
optional extra equipment. Apart from departure from the ideal of benefiting crew. There are many more examples
meeting national and international fully from the principle of series of this nature. However, economies of
regulations the basic design already building. So incongruent are the series construction can even be
incorporates the following features: requirements of owners, authorities achieved in accommodation. We use
– Suez and Panama Canal fitted; and even of classification societies standardized cabin designs and
– two 5/10 tonnes derricks per today (i.e., in 1969) that we find it standardized furniture, enabling us
hatch; impossible to offer world-wide, and to pre-fabricate in our workshop
– lateral movements in the horizon- sell, a truly standardized, series-built whilst retaining the necessary
tal plane in cargo compartments; ship. Just consider the differences flexibility of responding to owners’
– one eight tonnes mooring winch
aft, with two capstan drums;
– auto pilot;
– gyro compass for console fitting
with two bearing repeaters in the
wings of the bridge, connected
with auto pilot and wireless
direction-finder;
– weatherdeck hatchcovers of the
MacGregor ‘single pull’ design;
– forced-draft ventilation in cargo
spaces with ten air changes per
hour (empty spaces);
– spacious refrigerated provisions mv CAROLINE OLDENDORFF, one of three Oldendorff ships of the ‘German Multi-purpose Freighter/
German Liberty Replacement’ type jointly developed and marketed by three German
stores ( abt. 110 m3 cubic capacity);
shipyards, Bremer Vulkan, Flensburger Schiffbau-Gesellschaft and Rickmers Werft.
– A.G.’Weser’ stern. Vessel shown here prior to loading coiled wire at Trois Rivières, Canada.

109
 special requirements. What remains
standardized throughout are such
items as compartmentation of the hull
and of the double bottom, hatch sizes,
and design and position of cargo
Heavy-duty automated cargo handling
gear also suited for container handling
was an outstanding feature of the
German Multi-purpose Freighter and of
Type 36L
110
handling gear. This also applies to the re-named the TERESEPOLIS for the
ship design of which there are four duration of a period timecharter.
varieties: Type ‘36’ of 134m lpp and A typical feature of this ship as also
Type ‘36L’ of 139.25m lpp, either with of the Type ’36L’ and the German
or without a bulbous bow.“ Liberty Replacements was the Flender
System pair of heavy derrick posts
In the early 1970s Oldendorff owned positioned between the two rear
a good selection of 15,000 tonners: hatches. The posts joined by a cross
three each German Liberty Replace- beam characterized the ships’
ments, SD14s and Type ’36L’s in appearance and permitted the 60-
addition to the older tweendeckers tonnes derrick to slew through and
CATHARINA OLDENDORFF, JOHANNA to serve both hatches.
OLDENDORFF, BIRTE OLDENDORFF and
HELGA OLDENDORFF, and bringing up
the rear, two 10,000 tonners. The
latter ships were sold off in the
course of the next few years. Egon
Oldendorff ordered a Trampko type
freighter in 1970 with the object of
showing a presence in the 7/8,000
tdw class. Trampko type ships had
been jointly designed and were
being built by Lübeck shipbuilders
LMG/Orenstein + Koppel and
Schlichting-Werft and had turned out
to be a modest financial success for
owners and shipbuilders alike.
Delivered on 22 February 1971 as
the GEBE OLDENDORFF (2) she was
69) GERDT OLDENDORFF (1) –
1969-1991
DKCM – cargo motorship ‘36 L’
type’ – open/closed shelterdecker
6763/9786 GRT – 13,530/16,300
tdw – 787,676 cubicfeet grain –
185 TEU – 8 passengers –
1 derrick of 60 t
149.80 m length over all, 21 m
beam on frames, 12.25 m depth
to maindeck
one single-acting four-stroke
16-cylinder diesel engine, 8690
HP, made by MAN AG, Augsburg,
16.3 knots
70) ELISABETH OLDENDORFF (1) –
1969-1990
DKAG/3FKB – cargo motorship
‘German Liberty’ type –
open/closed shelterdecker
6551/9328 GRT – 12,972/15,315
tdw – 763,405 cubicfeet grain –
238 TEU – 8 passengers –
1 derrick of 60 t
139.73 m length over all, 21 m
beam on frames, 12.3 m depth to
maindeck
one single-acting two-stroke 6-cyl.
diesel engine, 8400 HP, made by
the shipbuilders under licence of
MAN, 15.7 knots
18.3.1969 launched. 5.5.1969
completed by Bremer Vulkan AG.,
Vegesack (No. 948) as ELISABETH
OLDENDORFF for Egon Oldendorff,
Lübeck (DEU). 5.12.1972 renamed
BAARN for a period charter to
KNSM, Amsterdam. 9.2.1973
18.2.1969 launched. 5.6.1969
completed by AG ‘Weser’ Werk
Seebeck, Bremerhaven (No. 940)
as GERDT OLDENDORFF for Egon
Oldendorff, Lübeck (DEU).
28.11.1972 renamed BENNEKOM for
a period charter with KNSM,
Amsterdam. 16.11.1973 renamed
GERDT OLDENDORFF. 30.4.1974-
30.3.1990 flagged-out to Panama
(PAN) for Wursata Shipping Co.,
managers as before. 29.3.1990
transferred to Egon Oldendorff
(Liberia) Inc., Monrovia (LBR).
May 1991 sold to Stork Shipping
Co. Ltd., Valletta (MLT), managers
Meadway Shipping & Trading
Inc., renamed STORK. 10.2.1993
arrived at Alang/India for
demolition.
Multi-purpose freighter GERDT OLDENDORFF (1) (FotoFlite)
flagged-out to Panama (PAN). on charter to Pro-Line / Peter Cremer
8.11.1973 renamed ELISABETH
OLENDORFF. 25.2.1975 re-flagged
to Germany (DEU). 14.3.1975-
10.3.1990 flagged-out to Panama
(PAN). 1980 transferred to
Wursata Shipping, Monrovia
(LBR). 8.2.1990 transferred to
Egon Oldendorff (Liberia) Inc.,
Monrovia (LBR). 1990 sold to
Carabelas CA, Valletta (MLT),
renamed FLAG MARS. 1990 sold to
Far East Navigation Ltd., Valletta
(MLT), Grand Wave Navigation
Co. Ltd. appointed as managers.
Arrived Haikou before 13.7.1993
and handed over to Chinese
buyers, renamed TAI PING YANG.
Still listed in Lloyd’s Register
1994/95, but neither owners nor
flag mentioned.
ELISABETH OLDENDORFF, renamed BAARN, (Photograph: Rudi Kleijn)
on the Nieuwe Waterweg.
111
 ELISABETH OLDENDORFF approaching Cape Town
71) CAROLINE OLDENDORFF –
1969-1990
DKCZ/HPCP – cargo motorship
‘German Liberty’ type –
open/closed shelterdecker
6551/9328 GRT – 12,972/15,315
tdw – 763,405 cubicfeet grain –
238 TEU – 7 passengers –
1 derrick of 60 t
139.73 m length over all, 21 m
beam on frames, 12.3 m depth
one single-acting two-stroke
6-cylinder diesel engine, 8400 HP,
made by the shipbuilders under
licence of MAN, 15.7 knots
14.6.1969 launched. 15.8.1969
completed by Bremer Vulkan AG,
Vegesack (No. 949) as CAROLINE
OLDENDORFF for Egon Oldendorff,
CAROLINE OLDENDORFF on the river Elbe, (Photograph: Gert Uwe Detlefsen)
wearing the Rhenania Shipping Corporation funnel mark.
112
Lübeck (DEU). 5.12.1972 renamed
BREDA for a period charter to
KNSM, Amsterdam. 8.11.1973
renamed CAROLINE OLDENDORFF.
17.5.1974-18.4.1990 flagged-out to
Panama (PAN). 1979 transferred
to Rhenania Shipping Corp.,
Monrovia (LBR), managers as
before. 18.4.1990 transferred to E.
Oldendorff (Liberia) Inc., Monro-
via (LBR). 18.4.1990 sold to
August Navigation Co., Monrovia
(LBR), Leonhardt & Blumberg,
Hamburg. appointed as managers,
renamed AUGUST. August 1992
sold to Ocean Crown Development
Ltd., Kingstown (VCT), renamed
YONG NIAN. 1994: 9369 GT.
1996 still trading.
EMMA OLDENDORFF
72) EMMA OLDENDORFF (1) –
1969-1985
DKDF/3EDQ2 – cargo motorship –
gearless bulkcarrier
37,614 GRT/67,925 tdw –
3,079,366 cubicfeet/87,194 cubic
metres grain – 9 passengers
240 m length over all, 32.22 m
beam on frames, 17.15 m depth
one single-acting two-stroke
9-cyl.diesel engine, 15,750 HP/
11,584 kW, made by Bremer
Vulkan under licence of MAN,
14.75 knots
15.7.1969 launched. 9.9.1969
completed by Bremer Vulkan AG,
Vegesack (No. 946) as EMMA
OLDENDORFF for E. L. Oldendorff &
Co. GmbH, Lübeck (DEU).
25.10.1982 flagged-out to Panama
(PAN). 28.1.1985 sold to Intermar
Ship Management SA, Panama
(PAN), renamed MARIA B. 1985
sold to Orsoline Bay Carrier SA,
Panama (PAN). 1987 sold to
Carbotrans Shipping Services SA,
Panama (PAN), renamed MERIT.
1990 owners’ style changed to
Carbotrans Ship Service SA. 1991
(FotoFlite)
renamed ORSOLA B. 1991 sold to
Rosepearl Shipping Co. SA,
Panama (PAN), managers Boship
Management SA. 1993 sold
to Carbotrans Shipping Service
SA., Piraeus (GRC). In January
1995 sold to Chinese breakers.
Sailed from Shanghai 15.1.1995
for breakers’ yard.
113

HUGO OLDENDORFF (4) entering Rotterdam
MARIA OLDENDORFF at Cape Town.
74) MARIA OLDENDORFF (1) –
1969-1986
DKCS – cargo motorship – open/
closed shelterdecker
6556/9333 GRT – 12,972/15,315
tdw – 763,405 cubicfeet grain –
270 TEU – 4 passengers – 1
derrick of 60 t
114
139.73 m length over all, 21 m
beam on frames, 12.3 m depth
one single-acting two-stroke 6-
cylinder diesel engine, 8400 HP,
made by the shipbuilders under
licence of MAN, 15.6 knots
25.10.1969 launched. 8.12.1969
completed by Bremer Vulkan AG,
Vegesack (No. 950) as MARIA
(Photograph: Rudi Kleijn)
(Collection Gert Uwe Detlefsen)
OLDENDORFF for E. L. Oldendorff &
Co. GmbH., Lübeck (DEU).
26.10.1972 renamed BARNEVELD
for a period charter to KNSM,
Amsterdam. 12.1.1973 flagged-out
to Panama (PAN). 16.11.1973
renamed MARIA OLDENDORFF.
1985 transferred to Westfalia
Shipping Co., Panama, managers
73) HUGO OLDENDORFF (4) –
1969-1991
DKCB – cargo motorship ’36 L’
type – open/closed shelterdecker
6763/9786 GRT – 13,530/16,300
tdw – 787,676 cubicfeet grain –
185 TEU – 8 passengers –
1 derrick of 60 t
149.80 m length over all, 21 m
beam on frames, 12.25 m depth
to maindeck
one single-acting four-stroke
16-cylinder diesel engine, 8690
HP, made by MAN A.G., Augsburg,
16.3 knots
11.7.1969 launched. 29.9.1969
completed by AG ‘Weser’ Werk
Seebeck, Bremerhaven (No. 941)
as HUGO OLDENDORFF for Egon
Oldendorff, Lübeck (GER).
24.7. 1974 flagged-out to Panama
(PAN). 28.10.1976 re-flagged
to Germany (DEU) and 11.5.
1978-2.5.1990 flagged-out to
Panama (PAN). 1982 transferred
to Holsatia Shipping Co., Panama
(PAN), managers as before.
2.5.1990 transferred to Egon
Oldendorff (Liberia) Inc.,
Monrovia (LBR). 1991 sold to
San Evans Maritime Co. Ltd.,
Limassol (CYP), renamed
SAN EVANS. 1996 still trading.
as before. 12.12.1986 transferred
to E. Oldendorff KG. 15.1.1987
sold to Jinzhou Marine Transport
Co., Dalian/Dairen (CHN),
renamed BI JIA SHAN. 1989 sold to
Jinzhou Marine Shipping Co.,
Dalian/Dairen (CHN). 1996 still
trading.
75) ECKERT OLDENDORFF (1) –
1970-1987
DKDB/3ECT2 – cargo motorship
– gearless bulkcarrier
37,615 GRT/67,915 tdw –
87,194 cubic metres grain –
9 passengers
252.97 m length over all, 32.22 m
beam on frames, 17.15 m depth
one single-acting two-stroke
9-cylinder diesel engine, 15,750
HP/11,584 kW, made by the
shipuilders under licence of
MAN, 15 knots
18.12.1969 launched. 3.2.1970
completed by Bremer Vulkan
AG, Vegesack (No. 947) as
ECKERT OLDENDORFF for Egon
Oldendorff, Lübeck (DEU).
20.10.1982-27.3.1987 flagged-
out to Panama (PAN).
27.3.1987 sold to Dabinovic
(Monaco) S. A. M., Kingston
(VCT), renamed MUO.
1987 sold to St. Vincent Deve- The massive hull of bulk carrier ECKERT OLDENDORFF ECKERT OLDENDORFF heading (Skyfotos)
lopment Co. Ltd., Kingston on the Bremer Vulkan building ways. northbound through English channel
(VCT), Dabinovic (Monaco)
S.A.M. appointed as managers.
1987 sold to RO Dalmatinska
Plovidba, Dubrovnik (Ys),
renamed INGMAN. 1987 sold to
Blue Anchor Shipping Corp.,
Dubrovnik (HRV), RO
Dalmantiska Plovidba appointed
as managers. 1992 sold to La
Paloma Navigation S. A.,
Kingstown (VCT), managers
as before. May 1992 sold to
Chinese breakers at Nantung
for US Dollars 2.15 million.
20.5.1992 sailed Houston for
Shanghai. Arrived at the breakers’
yard before 30.6.1992.

The vessel discharging at Bremerhaven Weserport. (Photograph: P.A.Kroehnert)

115
 business as a shipowner in Hamburg.
He bought his first ships on the second-
hand market but commenced a fleet
modernization programme in 1969
when he ordered four Trampko
freighters from Schlichting-Werft of
Travemünde. Father and son Olden-
dorff each held 50 % in the second
ship of this series, delivered on 24
January 1970 as the NORDWOGE and
◆ managed by Reederei ‘NORD’ Klaus
„He had to build his fleet from
scratch, two times over. The second
time round is remarkable for the fact
that other than foreign shipowners,
German owners received no
compensation for ships lost during
the war or handed over thereafter.
What assistance there was from the
German government almost totally

Half a Ship E. Oldendorff of Hamburg. The

vessel was sold in 1981 to Fereniki
Lines SA in Greece as the DIAMOND SUN.

Each for Father 1969 was a record year for Egon

and Son Oldendorff with seven newbuildings

totalling 146,470 tdw joining the

◆
Egon Oldendorff took a 50 % share
in another Trampko freighter. His son
Klaus Oldendorff had started his
shipping career in 1951 and at the
fleet. In a commemorative publication
issued on the occasion of his
company’s 50th anniversary, Egon
Oldendorff could look back with
justified pride: his fleet counted
33 units aggregating 726,910 tdw Shipowner Egon Oldendorff in the year
and barring few exceptions consisted of his company’s 50th anniversary

age of 21 was appointed head of the
superintendent department in his
father’s company. At the age of 31,
Klaus Oldendorff set up his own
of ships built to his order. Staff
numbered 1,100 afloat and 54 ashore.
Georg Redmer, in charge of shortsea
chartering, had logged 41 years of
service for Egon Oldendorff.
ignored tramp shipping. Egon
Oldendorff never received any real
reconstruction loans. Acting on his

116
own initiative and firmly believing
in his own strength and endurance
he laid the base for the second
beginning. One should add here
that German shipping was at a
considerable disadvantage vis-a-vis
its European colleagues owing to the
delay in being permitted to
reconstruct. Thus, foreign competitors
could benefit on a much larger scale
from the Korean War and the first
Suez crisis booms. The negative effects
thereof, notably for German
trampship owners, were obvious.
The high tax load carried by German
shipowners compared with other
owners making the most of flags of
convenience facilities constituted
another handicap. German ship-
owners will have to muster all their
experience to hold their own in the
international market place.“
The immediate post-anniversary
years were in fact a period of
consolidation. Modern Sunderland
series-built freighters of the SD14
type gradually replaced older units
which Egon Oldendorff sold to
buyers abroad. He also decided to
GEBE OLDENDORFF (2) with Wursata colours
entering the port of Rotterdam
give up shortsea and European
tramping activities where market
conditions had undergone drastic
changes as from the mid-sixties.
Shortsea vessels of up to 3,000 tdw,
often owned by the shipmaster
himself or by companies that grew
from such modest beginnings
dominated the Baltic and North Sea
trades. The advent of unitisation in
the form of containers and packaged
timber as also RoRo ships ushered
in novel techniques and with them,
new cargo flows. As a direct
consequence of industrialisation
Sweden and Finland increasingly
exported processed goods such as
paper, board and newsprint rather
than timber as a raw material for
(Photograph: J. Krayenbosch)
paper manufacturing. This went hand
in hand with the decline of British
coal mining and technical
innovations in mining techniques and
brought to an end the movement of
pit props. No longer were the typical
small coasters able to compete with
foreign-flag competitors. Ships such
as the ANNA OLDENDORFF, GRETKE
OLDENDORFF and HILLE OLDENDORFF
had to carry no less than 21 crew
compared with 17 on Italian-flag
vessels. All of this made Egon
Oldendorff decide to depart from the
coastal trades. Trampko-type GEBE
OLDENDORFF became the smallest ship
in his fleet at about 7,500 tdw.
Instead, he focussed his attention
on tank shipping.
117
 76) GEBE OLDENDORFF (2) –
1971-1987
DKCK/S6AP – cargo motorship
‘Trampko’ type –
open/closed shelterdecker
2827/4796 GRT – 5853/7305 tdw
– 10,638 cubic metres grain –
177 TEU – 4 passengers –
1 derrick of 60 t
112.10 m length over all, 17.20 m
beam on frames, 9.90 m depth
to main deck
one single-acting four-stroke
diesel engine, 2942 kW, made by
MaK Maschinenbau, Kiel, 14.5 knots
30.10.1970 launched. 22.2.1971
completed by O & K Orenstein &
Koppel AG., Lübeck (No. 683) as
GEBE OLDENDORFF for Egon Olden-
dorff, Lübeck (DEU). 28.4.1971
renamed TERESOPOLIS for period
charter to Empresa de Nav. Aliança,
Rio de Janeiro. 22.12.1970 trans-
ferred to a Kommanditgesellschaft,
Egon Oldendorff appointed as
manager. 5.12.1972 flagged-out to
Panama(PAN). 17.4.1973 renamed
GEBE OLDENDORFF. 13.1.1975 re-
flagged to Germany (DEU).
6.2.1975 transferred to Wursata
Shipping Corp., Panama (PAN).
1976 transferred to Arabella Ship-
ping Co., Singapore (SGP). 1977
transferred to Wursata Shipping
Co., Singapore flag (SGP). 1984
renamed ALYBELLA. 1987 renamed
GEBE OLDENDORFF. October 1987
sold to China National Machinery
Import & Export Corp., Lian-
yungang/Lienyukang (CHN),
renamed YUN LONG. 1990 sold
to the Government of The People’s
Republic of China, managers
as before. 1992 transferred
to Lianyungang Shipping Co.,
mv GEBE OLDENDORFF, seen here in the English Channel on her way to Central America, in charter to Lianyungang (CHN). 1996 still
Contilines. Egon Oldendorff owned one of the successful series of multi-purpose freighters of the ‘Trampko’ trading.
type jointly developed by two Lübeck shipyards, LMG and Schlichting. Egon Oldendorff also held a 50%
share in sistership NORDWOGE managed by his son Klaus.

118
77) DORTHE OLDENDORFF (3) –
1971-1988
DKBA/9VBC – cargo motorship
‘SD14’ type – fulldecker
9079 GRT/15,017 tdw –
21,425 cubic metres grain –
6 passengers – 1 derrick of 60 t,
1 of 30 t
140.99 m length over all,
20.46 m beam on frames,
8.84 m draught
one two-stroke diesel engine,
5516 kW, made by Hawthorn,
Leslie Ltd., Newcastle, under
licence of Sulzer, 15 knots
Ordered 1969 by Half Moon
Shipping Co., Monrovia. Contract
purchased 1969. 21.5.1971
launched. 22.7.1971 completed
by Austin & Pickersgill Ltd.,
Sunderland (No. 872) as DORTHE
OLDENDORFF for Egon Oldendorff,
Lübeck (DEU). 3.8.1972
transferred to a Kommandit-
gesellschaft, Egon Oldendorff
appointed as manager. 4.9.1972
transferred to Wursata Shipping
Co., Singapore (SGP) as bareboat
charterers. 1988 handed over DORTHE OLDENDORFF (3), first of nine SD14 type standard freighters completed by Sunderland shipyard
to Sinzhong Lines Pte. Ltd. Austin & Pickersgill for Egon Oldendorff. Pictured above at the launching, and below wearing
Singapore flag (SGP), renamed the funnel mark of Wursata Shipping Corporation. “Wursata” is the Latin version of Wursten,
SINFA, Lian Huat Shipping Co. the home county of the founder of the company.
(Pte.) Ltd., appointed as
managers. 1993: 8937 GT.
1996 still trading.

(Photograph: J. Krayenbosch)

119
 78) IMME OLDENDORFF (2) –
1971-1987
DKEB/9VCJ – cargo motorship
‘SD 14’ type – fulldecker
9077 GRT/15,017 tdw – 21,425
cubic metres grain – 6 passengers
– 1 derrick of 60 t, 1 of 30 t
136.99 m length over all, 20.46 m
beam on frames, 8.69 m depth to
maindeck
one two-stroke diesel engine,
5516 kW, made by G. Clark &
N.E.M. Ltd., Wallsend, under
licence of Sulzer, 15 knots
Ordered by Babitonga Shipping
Co., Monrovia. 1970 contract
purchased by Egon Oldendorff,
Lübeck . 15.3.1972 launched.
4.5.1972 completed by Austin
& Pickersgill Ltd., Sunderland
(No. 877) as IMME OLDENDORFF for
a Kommanditgesellschaft, Egon
Oldendorff, Lübeck (DEU), appoin-
ted as managing owner. 13.10.
1972 transferred to a Partenreede-
rei, Egon Oldendorff remained
manager. 7.12.1972 flagged-out
to Singapore (SGP). 1977 trans-
ferred to Holsatia Shipping Corp.,
Singapore (SGP), as bareboat
charterers, managers as before up
to 1980. 1987 sold to Skyriver
Maritime Ltd., Hongkong (HKG),
managers McRink Management
(Panama) Ltd. SA., renamed LADY
ARYETTE. 1992 sold to Paloma Enter-
prise SA., Panama (PAN),
managers Everett Orient Line Inc.,
renamed IVYEVERETT. 1995 sold to
unnamed buyers, renamed
TECHMANT PIONEER. 1996 still trading.

Superstructure positioned between

hatches 4 and 5, the distinguishing
mark of SD14 freighters.
IMME OLDENDORFF (2) (FotoFlite)

120
SD14-type multi-purpose freighter HILLE OLDENDORFF (2)

121
 79) HILLE OLDENDORFF (2) –
1972-1987
DKCC/9VFD – cargo motorship
‘SD 14’ type – fulldecker
9076 GRT/15,017 tdw – 21,425
cubic metres grain – 6 passengers
– 1 derrick of 60 t, 1 of 30 t
140.00 m length over all, 20.46 m
beam on frames, 8.69 m depth
to maindeck
one two-stroke diesel engine,
5516 kW, made by Hawthorn
under licence of Sulzer, 15 knots
80) GRETKE OLDENDORFF (3) –
1973 – 1991
DKOZ/3FVF – cargo motorship
‘36 L’ type – open/closed
shelterdecker
122
Ordered by Copacabana Shipping
Co., Monrovia. 1970 contract
purchased by Egon Oldendorff,
Lübeck. 11.8.1972 launched.
29.9.1972 completed by Austin
& Pickersgill Ltd., Sunderland
(No. 880) as HILLE OLDENDORFF
for E. L. Oldendorff & Co. GmbH.,
Lübeck (DEU). 5.7.1973 trans-
ferred to a Partenreederei, Egon
Oldendorff, Lübeck (DEU),
appointed as managing owner.
6741/9784 GRT – 13,530/16,300
tdw – 787.676 cubicfeet grain –
270 TEU – 8 passengers – 1 derrick
of 60 t
149.80 m length over all, 21 m
beam on frames, 12.25 m depth
15.8.1973 flagged-out to
Singapore (SGP). 1985 transferred
to Westfalia Shipping Corp.,
Singapore (SGP), as bareboat
charterers. 1987 sold to Linksail
Maritime Ltd., Hongkong (HKG),
McRink Management (Panama)
Ltd SA, appointed as managing
owners, renamed LADY TRUDE.
1988 sold to Chepo Ltd., Hong
Kong (HKG), Gleneagle Ship
Management Co. Inc., appointed
to maindeck
one single-acting four-stroke 16-
cyl.-diesel engine, 8690 HP, made
by MAN AG., Augsburg
16.3 knots
as managers, renamed LAKE
TAHOE. 24.11.1990 arrested at St.
Anna Bay/Curaçao. Spring 1991
sold to Laserway Shipping Ltd.,
Limassol (CYP), managers Ilios
Shipping Co. SA, renamed
PANTOCRATOR CORFU. 1993 sold
to Navalplanet Shipping Ltd.,
Limassol (CYP), Ilios Shipping
Co. SA., appointed as managers,
renamed FEAX. 1996 still trading.
30.11.1972 launched. 8.2.1973
completed as GRETKE OLDENDORFF
by AG “Weser” Seebeckwerft,
Bremerhaven (No. 965) for a
Kommanditgesellschaft, Egon
Oldendorff, Lübeck (DEU),
appointed as managing owner.
6.8.1973-22.8.1985 transferred to
Arabella Shipping Co., Panama
(PAN) as bareboat charterers.
1980 transferred to Rhenania
Shipping Co., Panama (PAN), as
bareboat charterers. 1984
transferred to Arabella Shipping
Co., Panama (PAN). 23.8.1985-
29.6.1989 flagged-out to St.
Vincent (VCT). 29.6.1989
transferred to Egon Oldendorff
(Liberia) Inc., Monrovia (LBR).
1991 sold to Lark Shipping Co.
Ltd. Malta (MLT), Mgr. Meadway
Shipping & Trading Inc., renamed
LARK. 1994 sold to Solar Glory
Maritime Ltd. , Kingstown (VCT),
renamed SOLAR GLORY. 1995:
9892 GT. 1996 still trading.
GRETKE OLDENDORFF
on her trial trip in heavy
weather
Bulk carrier LUDOLF OLDENDORFF (3), lead ship of a series of four, commissioned in 1974
as the first ship ordered from a Yugoslav shipyard for German account

81) LUDOLF OLDENDORFF (3) –
1974-1987
9VGB – cargo motorship –
gearless bulkcarrier
40,967 GRT/74,024 tdw – 93,454
cubic metres grain, 10 passengers
243.75 m length over all, 32.20 m
beam on frames, 18.58 m depth
one single-acting two-stroke
diesel engine, 12,806 kW, made
by the shipbuilders under licence
of Sulzer, 15.5 knots
31.8.1973 launched. 14.4.1974
completed by Brodogradiliste ‘3.
Maj’, Rijeka (No. 555) as LUDOLF
OLDENDORFF for Egon Oldendorff,
Lübeck, Singaporian flag (SGP).
1974 transferred to Partenreederei,
Egon Oldendorff, Lübeck (DEU),
appointed as mananging owner.
1987 transferred to Holsatia
Shipping Corp., Singapore (SGP),
as bareboat charterers. 1987 sold
to Bulkitalia S. p. A., Napoli (ITA),
renamed BULKPORTOFINO. 1992
sold to Finaval Sp.A. di Naviga-
zione, Panama (PAN), renamed
ISOLA ROSSA. 1992 sold to Bulkitalia
S. p. A., Napoli (ITA). 1993 sold
to Madeira Shipping Co., Valletta
(MLT), renamed BULKMADEIRA.
1993 sold to Catana Shipping Co.
Ltd., Limassol (CYP), renamed
KYRENIA. 1995: 40,453 GT. 1996
still trading.

123
 82) HINRICH OLDENDORFF (2) –
1974-1991
9VHG (7341879) – cargo
motorship ‘SD 14’ type – fulldecker
9067 GRT/15,000 tdw – 21,313
cubic metres grain – 6 passengers
– 1 derrick of 60 t, 1 of 30 t
136.98 m length over all, 20.46 m
beam on frames, 8.84 m depth to
maindeck
one two-stroke diesel engine,
5516 kW, made by G. Clark &
N.E.M. Ltd., Newcastle, under
licence of Sulzer, 15 knots
8.5.1974 launched. 28.6.1974
completed by Austin & Pickersgill
Ltd., Sunderland (No. 892) as
HINRICH OLDENDORFF for Holsatia
Shipping Co. (Liberia), Singapore
(SGP), manager Egon Oldendorff
up to 1980. 1981 renamed HAPPY
CHANCE. December 1991 sold to
Martin Maritime Co. Ltd., Valletta
(MLT), mgr. Meadway Shipping &
Trading Inc., renamed MARTIN.
Sold in March 1995 for US Dollars
1.5 million to Nika Shipping Ltd.,
Valletta (MLT), Unit Maritime Inc.,
appointed as managers, renamed
NIKA. 1996 still trading.

SD14 freighter HINRICH OLDENDORFF (2), renamed HAPPY CHANCE in 1981 (FotoFlite)

124
Bulk carrier DORA OLDENDORFF (3)
83) DORA OLDENDORFF (3) –
1974 – 9VGI
cargo motorship – gearless
bulkcarrier
40.967 GRT/73,977 tdw – 93,455
cubic metres grain, 10 passengers
243.75 m length over all, 32.20 m
beam on frames, 18.58 m depth
one single-acting two-stroke
diesel engine, 12,806 kW, made
by the shipbuilders under licence
of Sulzer, 15.5 knots
12.2.1974 launched. 13.7.1974
completed by Brodogradiliste ‘3.
Maj’, Rijeka (No. 556) as DORA
OLDENDORFF for Egon Oldendorff,
Singapore (SGP). 1974 transferred
to a Partenreederei. 1980 trans-
ferred to Rhenania Shipping Corp.,
(FotoFlite)
Singapore (SGP), as bareboat
charterers. 1987 transferred to
Egon Oldendorff (Hong Kong)
Ltd., Hongkong (HKG),
as bareboat charterers. 1994:
40,645 GT. 1996 still trading.
125
 84) EIBE OLDENDORFF (2) –
1974-1995
ELCB5 – cargo motorship ‘SD 14’
type – fulldecker
9070 GRT/14,970 tdw – 21,313
cubic meters grain – 6 passengers –
1 derrick of 60 t, 1 of 30 t
136.98 m length over all, 20.46 m
beam on frames, 8.69 m depth to
maindeck
one diesel engine, 5516 kW, made
by G. Clark & N. E. M. Ltd., Wallsend
under licence of Sulzer, 15 knots
21.6.1974 launched. 30.8.1974 com-
pleted by Austin & Pickersgill Ltd.,
Sunderland (No. 893) as EIBE OLDEN-
DORFF for Arabella Shipping Co. SA,
Singapore (SGP), managers E. Ol-
dendorff up to 1980. 1981 transferred
to Holsatia Shipping Corp., Mon-
rovia (LBR), renamed FAIR SPIRIT.
1994 sold to Halfmoon Shipping
Co., Monrovia. 1995 sold to
“Coreck” Maritime GmbH, Ham-
EIBE OLDENDORFF (2) burg. 1996 still trading.

85) CATHARINA OLDENDORFF (2) –

1974-1991
9VHI – cargo motorship ‘SD 14’
type – fulldecker
9070 GRT/14,971 tdw – 21,313
cubic meters grain – 6 passengers
– 1 derrick of 60 t, 1 of 30 t
136.98 m length over all, 20.46 m
beam on frames, 8.69 m depth to
maindeck on diesel engine, 5516
kW, made by G. Clark & N.E.M.
Ltd., Wallsend, under licence of
Sulzer, 15 knots
20.8.1974 launched. 11.10.1974
completed as CATHARINA OLDENDORFF
for Westfalia Shipping Co., Singa-
pore (SGP), as bareboat charterers,
1981 renamed SPLENDID FORTUNE.
September 1991 sold to Delight
Glory Shipping Ltd., Panama (PAN),
Mgr. Parakou Shipping Ltd., renamed
DELIGHT GLORY. 1996 still trading.

SPLENDID FORTUNE ex-CATHARINA OLDENDORFF (2) (Photograph: J. Krayenbosch)

126
BIRTE OLDENDORFF (3) being
launched at Rijeka on 13.7.1974. BIRTE OLDENDORFF approaching the river Scheldt on 28.6.1979. (Photograph: Raymund Oberhenn)

Shipowner Egon Oldendorff and his daughter

Birte who acted as sponsor during the
OCEAN TRAVELLER ex-BIRTE OLDENDORFF discharging at Antwerp (Photograph: Gert Uwe Detlefsen) handing-over ceremony. (Photograph: B. Zorz)

86) BIRTE OLDENDORFF (3) –
1974-1989
9VHF – cargo motor-ship –
gearless bulkcarrier
40,967 GRT/74,099 tdw – 93,454
cubic metres grain, 10 passengers
243.75 m length over all, 32.20 m
beam on frames, 18.58 m depth
one single-acting two-stroke diesel
engine, 12,806 kW, made by the
shipbuilders under licence of Sulzer,
15.5 knots
13.7.1974 launched. 12.12.1974
completed by Brodogradiliste ‘3.
Maj’, Rijeka (No. 559) as BIRTE OLDEN-
DORFF for Egon Oldendorff, Singa-
pore (SGP). 1974 transferred to
Wursata Shipping Co., Singapore
(SGP), as bareboat charterers. 1981
renamed OCEAN TRAVELLER. 1989 sold
to Cerrahoguallari Umuni Nakliyat
Vapürcuülük ve Ticaret A/S, Istan-
bul (TUR), renamed M. N. EFES. In
May 1995 sold ‘as is’ to Sourgerka
Maritime Co. Ltd., Piraeus (GRC).
1996 still trading.

127
 HELGA OLDENDORFF loading grain at Rosario/Argentina
87) HELGA OLDENDORFF (2) –
1975-1993
S6AA – cargo motorship – gearless
bulkcarrier
40,967 GRT/74,013 tdw – 93,454
cubic metres grain, 10 passengers
243.75 m length over all, 32.20 m
beam on frames, 18.58 m depth
one single-acting two-stroke diesel
engine, 17,400 kW, made by the
shipbuilders under licence of Sulzer,
15.5 knots
UNITED VENTURE ex-HELGA OLDENDORFF (2) (Photograph: J. Krayenbosch)
128
27.12.1974 launched. 24.4.1975
completed by Brodogradiliste ‘5.
Maj’, Rijeka (No. 561) as HELGA
OLDENDORFF for Rhenania Shipping
Co., Singapore (SGP), as bareboat
charterers. 1980 managers Egon
Oldendorff. 1981 renamed UNITED
VENTURE. 1993 sold to Halfmoon
Shipping Co., Monrovia (LBR),
1993 sold to Acumen Shipping
Ltd., Limassol (CYP), mgr. J. P.
Samartzis Maritime Enterprises
Co. SA., renamed UNITED V.
1995: 40,560 GT. 1996 still trading.

◆ played but a minor role at the turn
An Affiliate
for
Two Tankers
◆
Three historical dates mark the
development of tank shipping as we
know it today. The first is not exactly
recorded but it was in the year 1854
when Messrs Bissel and Eveleth
purchased a plot owned by
Pennsylvania building material
merchants Brewer, Watson & Co. On
that plot was a pool of ‘black water’,
that is, of crude oil. The first ever
drilling to strike oil at a depth of 21
metres took place in Pennsylvania on
27 August 1859. The world’s first
deepsea tank steamer, the GLüCKAUF,
built for account of Geestemünde-
based forwarder Wilhelm Anton Riede-
mann, left her builders’ yard to do sea
trials on 13 July 1886. Tank shipping
of the century but was heading for
a bright future. Crude oil became
the raw material for gasoline and for
a wide assortment of chemical
products. A German encyclopedia
cites the German per-capita con-
sumption of oil in 1865 as 1.5 kg
which increased to 13.9 kg by 1903
when Germany imported 1.112 million
tonnes of crude oil from the United
States of America. The largest tanker
of that year was the NARRANGANSETT
owned by Standard Oil Company,
weighing in at an impressive 9,196
GRT and 157 metres loa. The 12,500
tdw vessel had her engine amidship.
In 1908 no fewer than 22 tank steamers
flew the German flag, 18 thereof
owned by Deutsch-Amerikanische
Petroleum-Gesellschaft. The world’s
first diesel tanker was commissioned
in 1901, the EMMANUAL NOBEL of 4,665
GRT. By October 1911 the world
tanker fleet numbered 251 units
totalling 815,996 GRT, and when
World War II broke out in 1939 the
latter figure had increased to 16.1
million GRT including the then
largest tanker, US-flag C.O.STILLMAN of
24,185 tdw, already built in 1928.
Post-World War II motorisation led to
a tremendous growth of the tanker
population whilst carrying capacities
increased from 20,000 through 30,000
to 40,000 tdw. The 1956 Suez crisis
set the scene for new dimensions. In
those days a laden 50,000 tonner
could transit the Suez Canal, but
when the canal was blocked,
shipowners flooded the shipbuilding
industry with orders for larger
newbuildings. The actual construction
of a 100,000 tonner no longer posed
serious problems but adequate
building berths had to be provided,
with building docks being preferred
to sloping slipways since they
129
 eliminate the risk of buckling as
the ship goes down the ways.
The UNIVERSE APOLLO, built for
account of the then tanker tycoon
Daniel K. Ludwig, at 106,190 tdw was
the first ship to exceed the 100,000
tdw mark, but her time at the top of
the list was limited. Forty thousand
invited guests witnessed the naming
ceremony of the 90,187 tdw tanker
ESSO DEUTSCHLAND, sponsored by Mrs
Wilhelmine Lübke, spouse of the
President of the Federal Republic of
Germany, in 1963, one of the first
tankers to have the engine room and
the deckhouse aft. The TEXACO
CUMBRIA, completed one year later,
was the first tanker without the
customary catwalk but instead had an
alleyway below deck. Ship and
engine construction techniques made
great strides forward in the 1960s.
Problems of structural strength had
been overcome, as had those
associated with water resistance and
buoyancy, the latter by the
development of the bulbous bow
130
which at the same time reduced
bunker consumption. Efficient
large-bore diesel engines took the
place of the turbine and section
building techniques cut newbuilding
prices and delivery times of large
tankers. Freight rates had slumped
for a number of years. The world
tanker fleet stood at some 86 million
tdw as of 1 January 1965, of which
17.5 million tdw flew the flag of
Liberia and 13.1 million that of
Norway. The Federal Republic of
Germany ranked No. 14 with 1.449
million tdw. Tankers exceeding
200,000 tdw came on-stream from
1966 onwards, and by August 1967 a
total of 64 units of over 200,000 tdw
were on order or under construction.
The newbuilding boom continued as
the Suez Canal lost its previous
pre-eminent position for tankers. In
the Persian Gulf trade small tankers
below 50,000 could no longer
compete with larger ships. Not long
after the war the Persian Gulf
replaced the United States as the
world’s most important oil
production region. Oil loading ports
around the Arabian Sea now took the
lead. Supertankers were given
another boost by the Near East crisis
of 1967 and the second closure of the
Suez Canal. The keel was laid of the
477,000 tdw tanker GLOBTIK TOKYO in
1973. A worldwide tanker building
boom followed years of relative
abstinence, fuelled by strong
demand. Tankers earning their
staggering purchase price in a matter
of ten voyages were not exactly the
order of the day, but they did exist
and were not the stuff of modern
fairy tales. Now that numerous VLCCs
were under construction, some Euro-
pean shipyards prepared to construct
Ultra Large Crude Carriers (ULCCs).
The surge of motorization, fuel-
guzzling cars, the demise of the
steam era, the rapid change-over to
diesel propulsion and the expanding
petro-chemical industry all seemed to
herald a glorious future for tanker
shipping.
Howaldtswerke shipyard of Kiel,
keen to jump on the jumbo ship
bandwagon, began constructing a
large newbuilding dock of 426
metres length and 88.4 metres width,
with the apron ten metres below
mean sea level, sufficient to build
tankers of inconceivable 600,000 tdw.
Had the shipyard built seven such
giants it would have recovered the
investment for the dock. The yard
had booked orders for such ultra-
large tankers, but none was finally
to be built.
From the second half of the sixties
onwards, and particularly during the
last quarter of 1972 tanker owners
inundated shipyards with orders for
ever larger ships. Yards booked
orders for 112 supertankers during
the last three months of 1972;
one quarter thereof went to German
builders. A.G. ‘Weser’ of Bremen
alone contracted the construction of
six 380,000 tonners. Experts were at
a loss to explain the sudden rush.
German owners had no part in the
run for large tankers, except the
German subsidiaries of Esso and
Shell who each operated two 253,000
and 317,000 tonners under the
German flag. At that stage the fact
dawned upon German business
circles that the transportation of
crude oil, that indispensable
commodity, was firmly controlled by
foreign shipowners and industrial
concerns. Tankers under the German
flag, by virtue of their size and
capacities, shrank into insignificance
in this context. The Bonn
government decided to grant
shipbuilding subsidies of 15 % to
domestic yards for the construction
of large tankers for German owners.
This encouraged several German
shipowners to place orders for large
tankers, including Hapag-Lloyd AG
(a result of the merger of Hamburg-
Amerikanische Packetfahrt AG
and Norddeutscher Lloyd in 1970),
John T. Essberger, the VEBA and the
Gelsenberg concerns, and Poseidon-
Reederei. In 1973 Egon Oldendorff
decided to have two turbine tankers
of 240,000 tdw each built which
he ordered from Howaldtswerke
of Kiel for a total price of about
DM 250 million.
The countries forming the OPEC cartel
triggered the 1973 oil crisis, as
opposed to previous events which
had rather been transport crises. The
idea was to prop up prices by
curtailing crude oil production. With
oil prices high, other oilfields outside
the Middle East crisis area became
viable propositions, including expen-
sive offshore activities. Great Britain
and Norway emerged as competitors
of the Arabian sheikhdoms.
No supertankers were required to
carry crude oil from North Sea
oilfields, and as in the United States,
pipelines replaced sea-borne
transportation, if only partly.
Users of petroleum fuels became
cost and consumption conscious,
and exploitation of alternative sources
of energy gathered momentum.
131
 Tankers NIEDERSACHSEN (foreground) and SCHLESWIG-HOLSTEIN at the builders’ yard in Kiel

132
Those were the makings of the
tanker catastrophe. The trickle of
crude oil emanating from the Persian
Gulf gave employment to only a
fraction of the existing tanker fleet.
Freight rates dropped to abysmal
depths, and tanker newbuildings
frequently performed just one
voyage, from the builders’ yard into
lay up, to await better days. Even
though better days did in fact come
and more, and cheaper, oil was being
shipped as OPEC members violated
self-imposed restrictions, the
fervently wished-for tanker boom
never repeated itself. Egon
Oldendorff vainly tried to put on
emergency brakes through either
cancelling the newbuilding orders or
switching to other types of vessels.
In a lengthy article in the Lübecker
Nachrichten daily, Konrad Böttcher
wrote:
„Tanker newbuilding SCHLESWIG-
HOLSTEIN, christened at Kiel on
12 December 1975 by Mrs Margot
Stoltenberg, wife of the then
Schleswig-Holstein prime minister
Gerhard Stoltenberg, sports a funnel
mark showing a white T in a blue
band. The reason is that a new
owning company, Trave-Schiffahrts-
gesellschaft mbH & Co. KG of Lübeck,
had been founded for the two largest
ships yet in Lübeck shipping history.
Egon Oldendorff is the managing
owner and has shares in the
company. The tanker will never be
within eyesight of its home port.
Drawing 20.6m of water and at
325.5 m loa and 49 m width the
vessel is not even the largest tanker of
them all. She could transit the Suez
Canal in ballast condition.
When in 1972, long before the oil
shock, the Federal Government and
numerous banks demanded stronger
German participation in the carriage
of imported crude oil, this country
did not have adequate building
facilities for ships of that size. They
are in place now. ‘We got it wrong,
all of us’, says Egon Oldendorff today.
Hapag-Lloyd managed to convert the
order for one of their tankers into six
multipurpose freighters. The other
380,000 tdw tanker will be delivered
next spring. When Oldendorff tried to
cancel the order for his first tanker,
the HDW shipyard had a capacity
utilization problem. ‘The yard would
have had a production gap’ said
Oldendorff. Arbitration proceedings
were suspended and an agreement
finally reached. According to Egon
Oldendorff: ‘In agreements of that
kind neither party escapes
unscathed...’.“
According to the shipyard it was too
late to convert the order from tankers
to bulk carriers since all preparatory
work had been completed, material
and engines had been ordered, and
actual construction work had
commenced. Prior to the oil crisis the
yard had ten oil tankers and two gas
tankers in its order book. Also, the
quoted prices for the bulk carriers
were less than attractive. The Bonn
government assisted Oldendorff by
adding a 7.5 % investment grant to
the shipbuilding subsidy. To comply
with the conditions attached thereto
Egon Oldendorff transferred both
133

Turbine tanker NIEDERSACHSEN
tankers to the newly founded ‘Trave’
Schiffahrtsgesellschaft. Thus the
funnel for the first tanker, the
SCHLESWIG-HOLSTEIN, which for months
sat on the shipyard premises wearing
the traditional EO livery constitutes a
bit of shipping history. The tanker
was commissioned with a funnel
showing a different mark, a white T
in a blue band.
134
„Germany’s most important private
shipowner had long had the idea of
having tankers, and when the
German tanker building programme
came, he took action. As Egon
Oldendorff says, ‘Government at that
time had reserved its right to deploy
those ships at its discretion in times
of emergencies’. Consequently the
owner of the tankers now only
considers it fit that government
should do something to find
employment for the ships it had
wanted in the first place and
subsidized the building of, even
though the market is in the doldrums.
German tanker owners are currently
negotiating with the federal ministry
of transport.
Oldendorff reckons that to put the
tankers into lay-up in the Geltinger
Bucht (near Flensburg, where up to
nine large German tankers idled),
which the Lübeck newbuildings can
hardly escape considering the glut of
tankers, will cost him 4,336 Deutsch-
mark per ship per day, perhaps
slightly less if the Trave tankers were
to lie in a trot.
Pure tanker owners like the
Norwegians have been much harder
hit than Egon Oldendorff who has
many dry cargo ships trading
worldwide. Oldendorff is convinced
that no German tanker owner will go
bankrupt.“ (He was right.)
„However, the Trave giants will soon
be under way, if only not to let the
builders’ guaranty become time
barred. But on the other hand, the
Kiel shipyard might be persuaded to
add to the guaranty period the time
the ships spend in lay-up. Oldendorff
draws attention to the WILHELMINE
ESSBERGER, another of the troubled
Bonn-inspired tankers which
delivered into a one-year time-
charter with Mobil Oil of New York.
He further thinks that consumers
would not be any worse off if the new
German tankers were to operate.
Geltinger Bucht could be cleared of
laid-up ships if only ten percent of
German crude imports were to be
carried by the tankers built under the
government-initiated building
programme. Onehundred percent
of Spanish crude imports have to be
carried by Spanish-flag tankers.
A full fifty percent of all French
imports of crude oil have been
reserved for that EC neighbour’s flag.
‘In shipping a great deal depends on
politics’, says Egon Oldendorff who,
in contrast to many of his shipowning
colleagues, is known for not normally
asking for state aid.
Oldendorff says that the Arabs have
bought numerous tanker
newbuildings, and are still buying.
He thinks that Bonn should sanction
the sale of his 240,000 tonners
financed with long-term government
loans. But of course, that would be
tantamount to government admitting
to the world that its tanker building
programme had been a complete
failure.“
Government did not oblige. Tanker
buyers in those days would look at
nothing but extraordinary bargains,
not exactly a fitting description
of tankers ordered during the
newbuilding boom. Even if Bonn
had lifted the commitment to fly
the German flag for a certain period
which was part of the terms of
the government loans, and if on top
the owner would have sacrificed his
own investment, the then market
price would still have been consi-
derably lower. Actual sales concluded
during that time were made on
the basis of no more than 50 % of the
ex-yard price. Therefore, very few
owners sold their tonnage, most of
them harbouring hopes for the better.
No employment was found for the
SCHLESWIG-HOLSTEIN that would have
cost the owner less than lay-up, and
thus the grey-and-red giant made for
near-by Geltinger Bucht on 3 February
1976 where she was laid up. The
ship proceeded to Bahrain at the end
of August. Oldendorff obtained
permission in 1978 to flag-out the
vessel to Panama in a bid to reduce
running costs. In between two
voyages the ship was frequently
forced to idle for prolonged periods,
and on 9 September 1981 she was
again laid up, at this time in Dubai,
so as to minimize the positioning
voyage.
Sistership NIEDERSACHSEN met with a
similar fate. Both ships were sold to
foreign buyers after seven years of
which they had spent more than half
idling in lay-up.
135

tt NIEDERSACHSEN on her trial trip. Note incomplete painting of weatherdeck
The tanker adventure had cost the
owner a fortune but he survived
without outside assistance.
All loans had been redeemed by
1981, five years after commissioning
of the ships, thanks to revenues of
the rest of the fleet. From that time
onwards Egon Oldendorff solely
relied on his common sense and
136
his shipping know-how. He never
considered again to look at govern-
mental shipping programmes of
whatever nature, nor would he be
lured by subsidies. This was the time
he left the German Shipowners’
Association, having been a member
of many years and having taken
active part in several of its committees.
The association had failed to adjust
its membership fees to changed
circumstances. Fees had traditionally
been calculated on the basis of each
member’s total GRT which resulted
in owners of large bulk carriers
and supertankers paying many times
over the fees due from owners of
smaller tramp vessels. Yet, the latter
had equal voting rights even though
their problems differred materially
from those of the owners of larger
units. With no alteration in sight,
Egon Oldendorff left the association,
simultaneously with Emden ship-
owner Hans Heinrich Schulte who
also owned large bulk carriers. As
customary at that time whenever
shipping matters were concerned the
press misinterpreted the move and
suspected quarrels over collective
bargaining agreements as the reason.
The German Shipowners’ Association
and the trade unions negotiated such
agreements which were binding on
all members of the association and
which even the majority of non-
members would normally abide by.
tt SCHLESWIG-HOLSTEIN during trials.
88) SCHLESWIG-HOLSTEIN –
1976-1983
DJZN – turbine tankship
121,542 GRT/239,800 tdw –
287,037 cubic metres
325.48 m length over all, 49.04 m
beam on frames, 26.85 m depth
two steamturbines, 32,000 HP/
23,538 kW, made by Kraftwerks
Union AG, 15.5 knots
19.9.1975 launched. 2.2.1976
completed by Howaldtswerke-
Deutsche Werft AG, Kiel (No. 77)
as SCHLESWIG-HOLSTEIN for Trave
Schiffahrts GmbH & Co KG.,
Lübeck (DEU), Egon Oldendorff
appointed as manager. 7.2.1978
transferred to Wursata Shipping
Co., as bareboat charterers,
Panamanian (PAN) flag. 5.9.1981
laid up off Dubai. March 1983 left
Fujairah Roads. 8.2.1983 re-flagged
to Germany (DEU). 17.2.1983 sold
to C. Y. Tung Interocean Petroleum
Carriers Inc., Monrovia (LBR),
Island Navigation Corporation
(Ship Management) Ltd. appointed
as managing owners, renamed
ENERGY RENOWN. 26.5.1983 arrived
at Semangka Bay for service as a
storage tanker up to March 1990.
1987 managers Island Navigation
Co. International Ltd.. 1989 sold
to Great Dolphin Shipping Inc.,
Monrovia (LBR), managers as
before. 1991 renamed NEW
RENOWN. 11.2.1993 arrived
at Semangka Bay, for service
as storage vessel. End of 1995
still there.
137
 89) NIEDERSACHSEN – 1976-1983
DKNM – turbine tankship
121,452 GRT/239,800 tdw –
287,035 cubic metres
314.36 m length over all, 49.14 m
beam on frames, 20.88 m depth
two steam turbines, 32,000 HP/
23,872 kW, made by Kraftwerks
Union AG, 15.75 knots
12.12.1975 launched. 31.3.1976
completed by Howaldtswerke-
Deutsche Werft AG, Kiel (No. 78)
as NIEDERSACHSEN for Trave Schiff-
fahrts GmbH. & Co. KG., Lübeck
(DEU), Egon Oldendorff, Lübeck,
appointed as manager. May 1977
until October 1978 laid up at
Geltinger Bucht. 27. 10.1978
sailed Rotterdam. 2.1.1979
flagged-out to Panama (PAN).
1979 transferred to Holsatia
Shipping Co., Panama (PAN) as
bareboat charterers until 1981.
9.2.1983 laid up off Dubai and re-
flagged to Germany. 25.3.1983 off
Bahrain. 9.2.1983 sold to E. G. E.
Embiricos / Ninemia Maritime Co.
SA., Piraeus (GRC), renamed
NINEMIA. 15.12.1984 when on
a voyage to Kharg Island in
ballast hit by an Iraqui rocket in
position 27.50 N / 50.54 E about
tt NIEDERSACHSEN 80 miles west of Kangan, causing
a fire on board, water inrush,
crew abandoned the ship.
20.12.1984 arrived at Dubai in
tow. Repairs found not to be
economical. Sold to Smit Tak
International Ocean Towage
& Salvage Co., Rotterdam (DU),
renamed MIA. Left Dubai
11.2.1985 in tow for Kaohsiung,
where arrived 22.3.1985 in tow
of SMIT NEW YORK. 11.5.1985
demolition commenced Shyeh
Sheng Huat Steel & Iron Works
Co. Ltd., Kaohsiung.

Loaded to her marks at Rotterdam

138

◆ between Oldendorff and the British
Sunderland-Built
15,000 tdw
Tweendeckers
◆
For the first time in his company’s
post-war history Egon Oldendorff,
for a period of three years, did not
commission a newbuilding because
funds were tied up in the large
tankers. The six SD14 type highly
versatile multi purpose ships
delivered in the early 70s by British
shipyard Austin & Pickersgill
performed very satisfactorily in
worldwide tramping. Bremer Vulkan-
built multi-purpose freighters and
Seebeck Type 36L vessels were better
suited for liner trading, being some-
what too sophisticated for pure tramp
operations.
Solid business relations developed
shipbuilders who by completing
altogether nine standardized
freighters for Egon Oldendorff had
delivered the largest British-built
series to any one German owner
since the end of World War I, a
statistical item worth recording in the
book of shipping history. The British
shipbuilding industry, world leaders
in pre-WW I times, had then built
rather many ships for German
account but from the 1920s onwards
the majority of German orders went
to domestic yards.
Sunderland at the mouth of River
Wear has a long shipbuilding history
and in 1819 saw the highest
concentration of shipyards in the
United Kingdom. The shipyards of
S.P.Austin & Sons Ltd., founded in
1826, and of William Pickersgill &
Sons Ltd. merged in 1954 to become
Austin & Pickersgill Ltd. and in 1968
amalgamated with Bartram & Sons
Ltd., a shipyard founded in 1838. An
extensive renovation programme
commenced in 1954 enabled the yard
to construct ships of up to 40,000
tdw. The yard was taken over in 1957
by a consortium under the leadership
of Greek-British tanker owners, Lon-
don & Overseas Freighters Ltd.
(LOFs) which in 1970 became sole
proprietors. Thanks to the initiative
of Greek shipowners Basil Mavroleon
and George Papalios, ASP designed
the SD14 type of Liberty replacement
freighter officially named ‘Shelter
Deck 14,000 tons deadweight’ and
made it a tremendous success. The
lead ship of the series cost £ Stg
900,000, considerably less than tramp
ships of comparable size offered by
competing shipyards. Spartan equip-
ment was the secret. The standard
139
 SD14 freighter GLOBE TRADER at Bridgetown/Barbados on 6.4.1993 (Photograph: Eilhart Buttkus)

140
type had neither mast houses nor
cargo battens nor shifting boards.
One would search in vain for
teakwood doors or hand rails in
companionways. The SD14 became
the only Liberty replacement to
emulate its forerunner’s austerity to
the hilt and assumed its role as a
successful workhorse of the seas.
The orderbook filled rapidly.
Initially trampship owners had to
accept delivery times of up to three
years despite an output of one ship
per month. Austin & Pickersgill
exclusively produced SD14s for more
mv GLOBE TRADER (FotoFlite)
than a decade for a total number of
130 units, a record unbroken to this The majority opted for the 10-ton modifications took place. For

day. More than an additional 70 ships version plus additional heavy-lift example, the bridge of the later units

of the same type were built under derricks. Egon Oldendorff had the was given a facelift, but by and large

licence in Greece, the Argentine and lead ship fitted with one each 60-ton the outward appearance remained as

in Brazil. and 30-ton derrick, and the next originally designed with
three to follow received one 100-ton superstructure and engineroom

Austin & Pickersgill, just like the derrick in lieu of the 60-tonner. between holds Nos. 4 and 5, and a

builders of other replacement type Most owners accepted the builders’ slanting bow without a bulb. Only

ships, offered optional equipment at suggestion and installed the ‘5RND68’ Brazil-built SD14s had a tweendeck

extra cost, and many owners made type slow-running Sulzer diesel in No. 5 hold. Modified freeboard

use of that facility, preferably by engine, licence-manufactured by regulations increased deadweight

ordering heavier cargo handling gear many suppliers including Hawthorn, capacity to about 15,000 tonnes

exceeding the basic 5-ton derricks. Leslie & Co. Ltd. and G.Clark N.E.M. Ltd. without affecting the basic design.
of Wallsend. As time went on certain

141
 SD14 type GOOD FAITH with a deck cargo of construction material, wearing the Rhenania Shipping Corporation funnel mark
90) GOOD FAITH – 1979 – D5SM –
cargo motorship ‘SD 14’ type –
fulldecker
9187 GRT/15,060 tdw –
21,324 cubic metres grain –
170 TEU – 4 passengers –
1 derrick of 100 t, 1 derrick of 30 t
142
144 m length over all, 20.42 m
beam on frames, 11.75 m depth
to main deck
one single-acting two-stroke
4-cyl. diesel engine, 5588 kW,
made by G. Clark & N. E. M. Ltd.,
Sunderland, under licence of
Sulzer, 15 knots
26.6.1979 launched for Westfalia
Shipping Corp., Singapore.
20.9.1979 completed by Austin
& Pickersgill Ltd., Sunderland
(No. 1394), as GOOD FAITH for
Rhenania Shipping Corp.
(Liberia), Monrovia (LBR), Egon
(FotoFlite)
Oldendorff, Lübeck, appointed
as managers. 1994 transferred
to Halfmoon Shipping Corp.,
Monrovia (LBR). 1996 still
trading.
SD14 type FUTURE HOPE on the Nieuwe Waterweg. Funnel mark: Holsatia Shipping Corporation
91) FUTURE HOPE – 1979-1993
D5SN – cargo motorship
‘SD 14’ type – fulldecker
9187 GRT/15,060 tdw – 21,324
cubic metres grain – 170 TEU –
4 passengers – 1 derrick of 100 t,
1 derrick of 30 t
144 m length over all, 20.42 m
beam on frames, 11.75 m depth
to main deck
one single-acting two-stroke 4-cyl.
diesel engine, 5588 kW, made by
G. Clark & N. E. M. Ltd. under
licence of Sulzer, 15 knots
21.6.1979 launched for Westfalia
Shipping Corp., Singapore. 20.11.
1979 completed by Austin &
Pickersgill Ltd., Sunderland (No.
1395) as FUTURE HOPE for Rhenania
Shipping Co., Monrovia (LBR).
1982 transferred to Holsatia Ship-
ping Co., Monrovia. January 1993
transferred to Crossdale Investment
Inc., Limassol (CYP), mgr. Reede-
rei ‘NORD’ Klaus E. Oldendorff
Ltd., Limassol, to be renamed (but
never was). 26.1.1993 whilst on
voyage from Dalian to Tomakomai
in ballast one mile off Tomakomai/
(Photograph: J. Krayenbosch)
West Breakwater Light beached and
declared a total constructive loss.
Leaking water in Nos. 2 and 4 holds.
15.3.1993 sold to Fukada Kaji
K. K., Monrovia (LBR), ‘as is’, to
be (but never was) renamed
NORD HOPE. 24.5. refloated by
her owner. Left Tomakomai
4.7.1993 in tow for Shanghai
to be broken up.
143
 92) GLOBE TRADER – 1980 –
D5SO – cargo motorship
‘SD 14’ type – fulldecker
9187 GRT/15,060 tdw – 21,324
cubic metres grain – 170 TEU –
4 passengers – 1 derrick of 100 t,
1 derrick of 30 t
144 m length over all, 20.42 m
beam on frames, 11.75 m depth
to main deck
one single-acting two-stroke 4-cyl.
diesel engine, 5588 kW, made by
Clark Hawthorn Ltd., Wallsend,
under licence of Sulzer, 15 knots
18.9.1979 launched. 19.1.1980
completed by Austin & Pickersgill
Ltd., Sunderland (No. 1396)
as GLOBE TRADER for Holsatia
Shipping Corp., Monrovia (LBR).
1982 transferred to Westfalia
Shipping Co., Monrovia. 1996
still trading.

mv GLOBE TRADER living up to the reputation of SD14s as workhorses of the seven seas (FotoFlite) Boat drill on board the same ship

144

◆ flagging out still was a new pheno-
New Names,
New Flags
◆
The two ‘Trave’ Schiffahrtsgesell-
schaft tankers were not given family
names. The three new SD14
freighters registered for Liberia-based
Oldendorff subsidiary Westfalia
Shipping Corporation were named
the GOOD FAITH, FUTURE HOPE and
GLOBE TRADER and were the first
newbuildings not to be registered at
Lübeck and not to fly the German
flag. Other Oldendorff ships already
had foreign flags, such as the
CATHARINA OLDENDORFF (8,841 GRT/
1956), flagged out to Liberia on 15
June 1971 as the first German ship
after the second world war. To a
limited extent flagging out took place
during the world economic crisis,
mainly to countries such as Panama,
Honduras, Liberia and Finland. When
menon shipowners would be unfairly
criticised by the media, with comments
occasionally bordering on slander
and at times they saw themselves
attacked as traitors. Only specialist
publications presented an objective
picture. The general public remained
largely unaware of the real reasons.
Those were twofold: rigid statutory
manning scales and the level of sea-
farers’ wages, meanwhile among the
highest in the world. As from the late
60s, vintage German-flag ships found
it increasingly difficult to compete
with ships under flags of convenience.
The age of a vessel had no bearing
on the wage level, but perhaps this
was not the salient point since no
employer would get away with an
‘age discount’ applied to wages.
What really counted was the
manning scale. Ships built in the 50s
when costs played a less important
role and when seafarers queued for
jobs would be comparatively
generously manned. As wages and
employee benefit costs increased
from about 1965 onwards, for a 5,000
tdw freighter to have a crew of 32, or
25 or even less did make all the
difference. Even when manning
scales were marginally relaxed
permitting a reduction by, say, one
messboy or unskilled engineroom
worker the annual savings did not
amount to very much. As the
Hamburger Abendblatt daily wrote
on 23 April 1971: „A German
shipping company has demonstrated
the relative importance of wages in
profitability calculations against the
background of foreign competition,
based on the actuals of a German
11,000 tdw freighter. That German
flag ship with a crew of 40 has a
daily wage bill of DM 3,300,
compared with daily wages of DM
145
 1,850 for the same ship registered
in Greece or in Liberia.“
Some relief came in the form of
automation built into newbuildings.
Automatically monitored and
maintained propelling machinery
could do with one certificated
engineer less and considerably fewer
greasers and motormen. Fully
automated cargo handling gear and
mechanical or automatic hatch covers
helped to reduce deck crew, but
such savings were restricted to
newbuildings so equipped. Older
ships with conventional gear and
wooden hatch covers simply could
not economically be retrofitted with
labour-saving equipment.
Reflagged ships would show a new
home port and fly a different flag. It
became fairly standard practice for
such ships to be bareboat-chartered
to subsidiaries in countries like Pana-
ma for periods not exceeding two
years whilst the owners would retain
the right to fly the German flag.
German masters, senior officers and
146
engineers would as a rule be kept on
board but ratings would be recruited
from abroad, with Oldendorff
attaching great importance to high
standards of training.
Egon Oldendorff began gradually
to flag out older ships with a
preference for Liberia, Singapore
and Panama. Irrespective of flag
Oldendorff ships, which had
meanwhile changed their hull
painting into grey, maintained their
traditional standards of safety and
service. With this overriding principle
in mind, crews would be reduced
wherever possible. Well-trained
officers, engineers and ratings could
be found in many seafaring nations.
Not only did the crewing department
meticulously stick to quality,
a great deal of attention was also
devoted to training. Therefore,
Egon Oldendorff from 1985 onwards
actively supported metal-working
courses at the Travemünde school
of navigation, attended by some 100
EO ratings and petty officers. The
measure had proved to be a full
success with students and owners
benefiting from improved proficiency
levels. When Travemünde
discontinued the courses after 1989
an alternative was found at Bremen
where the local nautical college
maintained the training sailship
DEUTSCHLAND since 1952. From No-
vember 1992 EO seafarers were put
through special courses laid on three
times per annum for Oldendorff staff.
The company absorbed travelling
expenses, board and lodging and
paid basic wages for the duration of
the course. Subjects tought in week
one included metal working
techniques such as sawing, filing,
boring, turning and welding, weeks
two and three would be devoted to
boat and fire drills.
Certain ships were transferred to a
number of Monrovia-based companies,
as follows: HELGA OLDENDORFF, REGINA
OLDENDORFF and Singapore-flag single-
deckers ERNA OLDENDORFF as well as
BIRTE OLDENDORFF went to Holsatia
Shipping Corporation. Westfalia
Shipping Corporation now owned the
CATHARINA OLDENDORFF. BIRTE OLDEN-
DORFF, KLAUS OLDENDORFF, DIETRICH
OLDENDORFF and HANS OLDENDORFF
(Singapore flag) came under Rhenania
Shipping Corporation. Finally, Wursata
Shipping Corporation became owners
of the HINRICH OLDENDORFF, EIBE
OLDENDORFF, HENNING OLDENDORFF,
CHRISTOFFER OLDENDORFF and CHRISTIANE
OLDENDORFF (the latter, like all other
Nobiskrug-built singledeckers, flying
the Singapore flag). The Lübeck
company now acted as agents for the
above companies.
Egon Oldendorff responded to inter-
national competition with internatio-
nal flags, ordering ships where prices
looked attractive and did not participate
in the newbuilding boom on German
shipyards fanned by government
shipbuilding subsidies. No longer
did he use the national shipowners’
association as a forum. All EO new-
buildings that followed were delivered
from foreign shipyards and flew
other flags than that of Germany.
For an interim period ships of the
Wursata and Holsatia fleets had
funnel marks of their own modelled
on those of the parent company.

mv CHRISTIANE OLDENDORFF in Savona/Italy in June 1978. (Photograph: Raymund Oberhem)

Having sold all four 4,400 tdw ships in 1979/80 Egon Oldendorff withdrew from shortsea shipping

147
 Bulk carrier BALTIC MERMAID at Copenhagen. Note her famous namesake in the foreground.

148

◆ Wheelock Marden company, delivered
Change
of Generations-
Ashore
and Afloat
◆
Wursata Shipping Corporation in
1982 acquired a Panamax bulk carrier
completed little earlier by Burmeister
& Wain of Copenhagen for Liberian
Interests and named her SEA SCOUT.
One year later Egon Oldendorff
ordered a sistership for account of
Rhenania Shipping Corporation,
commissioned in October 1984 as the
MARINE RANGER. At the same time,
Oldendorff took over the new-
building contract for a third sistership
originally ordered by troubled
on 30 June 1984 as the BALTIC MERMAID.
As the only vessel of this trio she is
container fitted with an intake of
1,000 TEU subject to the necessary
lashing etc. equipment being on
board. The ships’ lines made possible
the extraordinary low bunker
consumption of about 37 tonnes of
heavy fuel per day at a speed of
nearly 15 knots laden and 16 knots
in ballast which gave the three
Danish-built ships an economical
edge over identically-sized rivals.
On her maiden voyage the MARINE
RANGER sailed to Damman in Saudi
Arabia and then continued to
Mormugao in India to load a cargo of
ore for Barcelona. Having disposed
of its two supertankers in 1983, the
Oldendorff fleet again expanded by
annually adding new ships.
The founder of the company did not
live to witness the commissioning of
the Panamax bulk carriers. He died
on 9 May 1984, at the age of 84
years. Starting young he had
converted a small shipping company
to a medium-sized tramp shipping
operation. He had lost most of his
fleet and rebuilt it after the second
world war, and had renewed it
entirely from the mid-sixties.
His eldest son Klaus had decided
to start his own shipping business.
A qualified successor was there,
the founder’s son Henning who had
undergone comprehensive training
and had also adopted a considerable
deal of his father’s philosophy.
The next couple of newbuildings
were already under construction and
had in fact been launched at Dalian
Shipyard in China by the time the
building contracts for the geared
28,000 tdw bulk carriers were signed.
Originally ordered by Hong Kong
shipowner Y.K.Pao and somewhat
149
 later transferred to Wheelock Marden
of Hong Kong, the ships were
commissioned as the RIXTA OLDEN-
DORFF (2) and REGINA OLDENDORFF (2),
registered in Hong Kong for newly-
founded Egon Oldendorff (Hong
Kong) Ltd. Hit by deteriorating
freight rates, Wheelock Marden found
it impossible to honour the contracts
which forced the builders to sell the
ships at a rock-bottom price, the
The graceful lines of the foreship of BALTIC MERMAID, photographed in January 1990 by
Second Engineer Damir Maric on board meeting company ship, MARINE RANGER
150
lowest ever paid for newbuildings of
a similar description before or after
this deal. In the same year a third
sistership built two years before was
acquired and re-named HELENA
OLDENDORFF (2).
The following newbuilding orders
went to Sunderland. Egon Oldendorff
had developed this new type of
vessel called EcoFlex (for economy
and flexibility) in close cooperation
with Austin & Pickersgill. Oldendorff
had discovered a gap in the market
created not only by a preponderance
of fast containership newbuildings in
preference to large tweendeckers but
also by scrapping of ageing vessels.
The EcoFlex type replaced traditional
liner vessels required in many trades
to carry conventional generals as also
semi-bulk cargoes, hazardous goods,
steel products, pipes and tubes,
construction material, machinery,
forest products, as well as bagged
and palletised goods. Many of those
commodities are not suitable for
containerization. Henning Oldendorff
sensed the trend towards ships of
about 23,000 tdw with a good
container intake, fully fitted to carry
conventional generals and bulk
cargoes and adequately geared.
Success proved him right. One
decisive element was a very attractive
price reduced further by contractual
penalties paid by the shipyard for
late deliveries. Actual building costs
amounted to two times the contract
price. Gerd-Dietrich Schneider
devoted the lead article of his
shipping page in the Nordsee-Zeitung
daily to the EcoFlex type:
„Egon Oldendorff (Hong Kong) Ltd.
have recently commissioned the first
of two multi-purpose freighters, the
DIETRICH OLDENDORFF (5), registered at
Gibraltar and flying the British flag.
The vessel had been ordered, together
with sistership JOHANNA OLDENDORFF (3)
due for delivery in mid-1987, from
state-owned British Shipbuilders’
Sunderland-based North East
Shipbuilders Ltd. and had been
constructed by the Southwick
shipyard (Austin & Pickersgill). When
Blohm + Voss had completed finishing
work for account of the original
builders the ship delivered into a
five-months timecharter with Shipping
Corporation of India Ltd. of Bombay
for two round voyages from the
Continent/UK to India and v.v. Both
newbuildings have been named and
were launched on 3 November 1986.
They have a bulbous bow, and their
main engine consists of a MAN / B&W
two-stroke supercharged diesel engine
type 4L70MCE licence-manufactured
by Clark Kincaid of Greenock, rated
at 9,700 HP/95 rpm or 8,784 HP/92
rpm for a service speed of 17/16.5
knots consuming about 25.5 tonnes
of heavy fuel or no more than
11 tonnes at a speed of 11 knots.
A 750 kW Siemens generator is
coupled to the forward end of the
main engine. The ship also has four
auxiliary diesel engines. Bunker
capacity of 1,200 tonnes gives
cruising ranges of 18,500 or 28,000
nautical miles at 16 or 11 knots,
respectively. Ballast water capacity
is 6,100 tonnes.
Main dimensions are 187.4/178m
length, 23m width, 13.5m moulded
depth to weatherdeck, resp. 8.7m to
tweendeck and 16.2m to poop deck.
DIETRICH OLDENDORFF has been
measured at 15,987.9 GRT /
11,410.9 NRT. Her carrying capacity
is 23,186 tdwat at 9.5m draft and
about 15,600 tonnes at 7.4 m container
draft. Panama Canal measurement
amounts to 17,591 GRT / 14,351 NRT,
Suez Canal figures are 17,436.6 GRT /
14,131 NRT. Total displacement
is about 30,800 tonnes. At 7.92 m
St. Lawrence draft the ship has
a deadweight capacity of 16,806
tonnes, and 6,700 tonnes on a
ballast draft of 4.8 m.
The 24 crew are accommodated
in single cabins. There are double
cabins for the owners, for pilots and
for the supercargo, plus accommo-
dation for six Suez Canal crew. An
open-air swimming pool has been
fitted. All GRP lifeboats have been
supplied by Robert Hatecke GmbH
& Co.KG of Stade. Extensive naviga-
tional equipment includes, i.a., a
satellite navigator and ditto commu-
nication, two radar sets, one gyro
compass with auto pilot, Loran and
weather chart recorder. A universal
computer and a trim indicator serve
to monitor cargo operations.“
151
 ECOFLEX freighter DIETRICH OLDENDORFF at the Felixstowe container terminal (FotoFlite)

152
Bulk carrier SEA SCOUT
93) SEA SCOUT – 1982-1993 –
ELBN8 – cargo motorship –
gearless bulkcarrier
33,343 GRT/1990: 35,694 GT/
63,990 tdw – 78,730 cubic metres
grain – 8 passengers
225 m length over all, 32.24 m
beam on frames, 18 m depth
one single-acting two-stroke
diesel engine, 9265 kW, made by
the builders, 14.8 knots
October 1981 launched. November
1981 completed by Burmeister &
Wain Skibsvaerft A/S, Copenhagen
(No. 885) as KAREN T for Phillip
Bros. / Karen T Shipping Co.,
Monrovia (LBR), Wallem Ship-
management Ltd. appointed as
managers. 1982 sold to Wursata
Shipping Corporation, Monrovia
(LBR), renamed SEA SCOUT. 1990
new measurement: 35,694 GT.
End 1992 transferred to Crossdale
(Skyfotos)
Investment Inc., Limassol (CYP),
mgr. Reederei ‘NORD’ Klaus E.
Oldendorff Ltd., Limassol, re-
named NORDSCOUT. 1993 sold
to Nordscout Shipping Co.,
Limassol (CYP), managers as
before. 1996 still trading.
153
 94) BALTIC MERMAID – 1984 –
3FXX2 – cargo motorship –
gearless bulkcarrier
35,319 GT/64,145 tdw –
78,790 cubic metres grain –
1000 TEU – 10 passengers
225 m length over all, 32.24 m
beam on frames, 18 m depth to
maindeck
one diesel engine, 9268 kW,
made by the builders, 14.8 knots
May 1984 launched for Cape
Blanco Shipping Co., Panama.
30.6.1984 completed by Burmeister
& Wain Skibsvaerft A/S. Copen-
hagen (No. 912) as BALTIC MERMAID
for Partenreederei MS ‘Baltic
Mermaid’, Panama (PAN), Egon
Oldendorff appointed as manager.
1991 transferred to Egon Olden-
dorff (Liberia), Monrovia (LBR).
1996 still trading.

Captain Peter Fengler and

Chief Engineer Siegfried
Hanselmann at the handing-
over ceremony, visibly pleased
Bulk carrier BALTIC MERMAID with their new ship

154
BALTIC MERMAID. Note the elegant hull form and container fittings on hatch covers.

155
 95) MARINE RANGER – 1984 –
ELDT6 – cargo motorship –
gearless bulkcarrier
35,886 GT/63,940 tdw – 78,790
cubic metres grain – 8 passengers
225 m length over all, 32.25 m
beam on frames, 18 m depth to
maindeck
one single-acting two-stroke
diesel engine, 9693 kW, made by
the builders, 14.8 knots
10.4.1984 launched. 8.10.1984
completed by Burmeister & Wain
Skibsvaerft A/S, Copenhagen
(No. 913) as MARINE RANGER
for Halfmoon Shipping Corpo-
ration, Monrovia (LBR).
1996 still trading.

96) + 97) see pages 158/159.

Bulk carrier MARINE RANGER, fresh from the builders’ yard with Rhenania’s funnelmark

Approaching the port of Rotterdam. (Photograph: J. Krayenbosch)

156
mv HELENA OLDENDORFF loading steel products at Antwerp (Photograph: Guido Coolens)

98) HELENA OLDENDORFF (2) – 1984-
3FLS2 (8118815) – cargo
motorship – geared bulkcarrier
18,469 GT/28,354 tdw –
39,245 cubic metres grain
196.45 m length over all, 23 m
beam on frames, 14.3 m depth to
maindeck
one single-acting two-stroke
diesel engine, 7870 kW, made by
Hudong Shipyard, Shanghai,
under licence of B&W, 14.5 knots
10.9. 1983 launched. February
1984 completed by Jiangnan
Shipyard, Shanghai (No. 2140) as
NOBLE RIVER for Bardolf Shipping
Inc., Panama (PAN), Hongkong
Shipping Agencies appointed as
managers. 1986 sold to Parten-
reederei MS ‘Helena Oldendorff’,
Panama (PAN), Egon Oldendorff
(Hong Kong) Ltd., appointed as
managers, renamed HELENA
OLDENDORFF. 1996 still trading.

157
 Multi-purpose freighter RIXTA OLDENDORFF (2)
96) RIXTA OLDENDORFF (2) – 1986-
VGPA – cargo motorship –
geared bulkcarrier
18,121 GT/28,031 tdw –
39,400 cubic metres grain
195 m length over all, 23 m
beam on frames, 14.3 m depth
to maindeck
one single-acting two-stroke
diesel engine, 7870 kW, made by
the builders under licence of B &
W, 14.5 knots
158
(photograph: J. Krayenbosch)
27.7.1983 launched as MANILA
SPIRIT for World Wide Shipping
Agency Ltd. in Hongkong,
Monrovia (LBR), thereafter
transferred to Wheelock Marine
Services Ltd., Ltd. Hongkong.
14.5.1986 completed by Dalian
Shipyard, Dalian (No. B270/7) as
RIXTA OLDENDORFF for Egon
Oldendorff (Hong Kong) Ltd.,
Hong Kong (GBR). 1991 (HGK).
1996 still trading.
RIXTA OLDENDORFF (2) and sistership REGINA OLDENDORFF (2) delivered by
Dalian Shipyard China inside ten days in May 1986.
REGINA OLDENDORFF
97) REGINA OLDENDORFF (2) – 1986-
VPGB – cargo motorship –
geared bulkcarrier
18,121 GT/28,031 tdw – 39,400
cubic metres grain
195 m length over all, 23 m beam
on frames, 14.3 m depth to
maindeck
one single-acting two-stroke
diesel engine, 7870 kW, made
by the builders under licence
of B & W, 14.5 knots
The sisterships at the building yard.
(Photograph: J. Krayenbosch)
7.11.1983 launched as ST. CROIX
for World Wide Shipping Agency
Ltd., Hongkong, Monrovia. Later
transferred to Wheelock Marine
Services Ltd., Monrovia (LBR).
24.5.1986 completed by Dalian
Shipyard, Dalian (No. B270/8) as
REGINA OLDENDORFF for Egon
Oldendorff (Hong Kong) Ltd.,
Hong Kong (GBR). 1991 (HGK).
1996 still trading.
159
 ECOFLEX-freighter DIETRICH OLDENDORFF (5) (Photograph Rudi Kleijn)

Entering the port of Busan as the T. A. EXPLORER (Photograph: Raymund Oberhem)

99) DIETRICH OLDENDORFF (5) – 1987-
ZDAZ6 (8503034) – cargo motor-
ship – multi-purpose carrier
17,101 GT/22,800 tdw – 31,447
cubicmetres grain – 1000 TEU
187.4 m length over all, 23 m
beam on frames, 13.5 m depth to
maindeck
one single-acting two-stroke
diesel engine, 7183 kW, made by
Clark Kincaid Ltd., Greenock, under
licence of MAN/B&W, 17 knots
26.3.1986 launched. February
1987 completed by North East
Shipbuilders Ltd., Sunderland,
(No. 1431) as DIETRICH OLDENDORFF
for Egon Oldendorff KG., Gibraltar
(GBR). 1989 transferred to Egon
Oldendorff (Hong Kong) Ltd.,
Hong Kong (GBR), renamed
T. A. EXPLORER. 1991 (HKG). 1994
transferred to Rosewater Maritime
Inc., Monrovia (LBR). 1996 still
trading.

160
Egon Oldendorff’s last newbuilding from Great Britain, the JOHANNA
OLDENDORFF (2), completed on 8.7.1987 by North East Shipbuilders Ltd.
The company was created through the merger of shipyards on rivers
Tyne and Wear but could not save Northern English shipbuilding The main engine of JOHANNA OLDENDORFF (2) was constructed at
from eventual demise. Greenock and taken to the Sunderland shipyard by a heavy-lift freighter

161

JOHANNA OLDENDORFF being fitted out at Bremerhaven
100) JOHANNA OLDENDORFF (2) –
1987-
ZDBE9 – cargo motorship –
multi-purpose carrier
15,988 GT/1991: 17,101 GT/
22,800 tdw – 31,239 cubic metres
grain – 764 TEU
187.4 m length over all, 23 m
beam on frames, 13.5 m depth to
maindeck
one diesel engine, 7183 kW,
made by MAN/B&W, 15 knots
3.11.1986 launched. 8.7.1987
completed by North East
(Photograph: Peter Voss)
Shipbuilders Ltd., Sunderland
(No. 1432) as JOHANNA OLDENDORFF
for Egon Oldendorff KG, Gibraltar
(GBR). 1987 renamed BEGONA.
1989 renamed JOHANNA OLDENDORFF,
1989 renamed T. A. VOYAGER. 1994
transferred to Rosewater Maritime
Inc., Monrovia (LBR). 1996 still
trading.

Launching of JOHANNA OLDENDORFF.

162

◆ under-utilized building capacities
Favourable
Times for
New Ships
◆
Those were the last newbuildings for
Oldendorff from British yards and
indeed the last deepsea freighters
completed by state-owned British
Shipbuilders. Henning Oldendorff
had vainly tried to acquire the South-
wick shipyard (formerly Austin &
Pickersgill) and the modern Pallion
shipyard but under pressure from
Brussels the UK Government, sole
owners of British Shipbuilders, was
forced to shut down all shipbuilding
activities. Having sold some older
units, Henning Oldendorff continued
expanding his fleet. Overall
circumstances favoured this policy.
Despite massive yard closures
shipyards still had substantial but
which depressed newbuilding prices.
Financially troubled shipowners were
forced to sell surplus tonnage at low
prices. Now it paid for Oldendorff to
have had a long-term presence in
many sectors of the market and to
have acquired a solid reputation of
reliable execution of voyages and
thoroughly professional fulfilment of
contracts. Egon Oldendorff also made
use of the opportunity of taking ships
on bareboat charter at attractive
rates. This type of charter is based on
trust and reputation since as in the
case of motor car leasing the
bareboat charterer assumes full
responsibility for maintenance and
repairs. Oldendorff, known to treat
bareboat tonnage as if it were owned
also obtained purchase options most
of which were later exercised.
(Under a bareboat charter the
charterer hires from the owner the
‘bare’ ship and is liable for crewing,
insurance and maintenance and
repairs of ship and machinery.)
The next two ships to wear the EO
livery joined the fleet in 1987, on the
basis described above, the 23,818
tdw multi-purpose freighters THEEKAR
and AL MUHARRAQ, owned by United
Arab Shipping Co. of Kuwait, built in
Great Britain and in South Korea.
They were re-named the CHRISTOFFER
OLDENDORFF (3) and MAGDALENA
OLDENDORFF (2). Egon Oldendorff
exercised the contractual purchase
options and re-sold the ships in 1988
and 1993.
After a long interlude a German-built
vessel again became part of the
Oldendorff fleet in 1988, albeit from
the then people’s own Warnowwerft
of Eastern Germany. Prior to being
delivered to Egon Oldendorff
(Liberia) Inc. of Monrovia on
163
 Deck cranes being fitted at the Lübeck suppliers’ plant to Warnemünde ‘Passat XL’ type multi-purpose freighter MARIA OLDENDORFF.
Egon Oldendorff took over the building contract originally signed by Yugoslav owners.

21 January 1988, MARIA OLDENDORFF (2)
paid a short visit to Lübeck, the
headquarters of her owners, to have
cargo cranes installed at the out-
fitting pier of Orenstein & Koppel/
LMG. She was to undergo a much
bigger operation a little later. The
semi-containership only performed
one trip out to the Far East in her
original configuration as the
lengthening by a midship section
of 16m had already been firmly
contracted with Jurong Shipyard Ltd.
at Singapore. It was found that a
20,000 tonner with a container intake
of 1,100 TEU had a much better
market acceptance than the 18,000 tdw
and 930 TEU version supplied by
the builders. The latter, part of the

164
GDR shipbuilding industry was not
sufficiently flexible to alter the basic
parameters of the ship during the
construction phase, and another
shipyard had to be found for the
lengthening job. The same procedure
was repeated two years later in the
case of the BEATE OLDENDORFF. The
name, that of shipowner Henning
Oldendorff’s spouse, was a first in
the Oldendorff fleet.
As part of a deal involving six
containerships, Egon Oldendorff
purchased, in 1988, two fully cellular
sisterships, built in 1985 by Hyundai
in South Korea, each of 33,864 tdw
and with a container intake of 1,800
TEU. Originally scheduled to be
named BIRTE OLDENDORFF (4) and TETE
OLDENDORFF (3), the vessels when
delivered into a period timecharter
with Senator Linie of Bremen were
christened LONDON SENATOR and
TOKYO SENATOR. The remaining four
ships went to operating companies of
the Bremer Vulkan conglomerate and
to Dutch shipowners, Vroon N.V.
with Egon Oldendorff acting as
broker against a commission for
Senator Linie, the brainchild of
former Hapag-Lloyd executive deputy
chairman Karl-Heinz Sager,
commenced a fully containerized
round-the-world service with
chartered tonnage in 1987, offering
fortnightly sailings on one east-bound
and one west-bound route linking
the world’s major trading areas.
Founding members of the new
venture included Bugsier-, Reederei-
und Bergungs-GmbH., Bremer Vulkan,
Unterweser Reederei GmbH, and
several other parties. Egon Olden-
dorff bought Senator Linie shares
worth DM 2 million in 1988, when
also Hamburg-Südamerikanische
Dampfschifffahrts-Gesellschaft Eggert
& Amsinck became shareholders in
Senator Linie.
Kingston Maritime Co. of Monrovia in
1988/89 acquired two multi-purpose
freighters, the JYTTE SKOU and BENNY
SKOU which under timecharter to
Hapag-Lloyd AG had been trading as
HAMMONIA and HOLSATIA. The major
parts of the ships’ hulls had been
built in 1982 by Nippon Kokan
shipyard but the after bodies
including the engine rooms had
formerly been parts of very stylish
1968/69 Danish-built liner vessels.
When handed over to their new
owners the ships delivered into
timecharters with Tasman Asia
Shipping Company and were
accordingly named T. A. NAVIGATOR
and T. A. MARINER instead of HILLE
OLDENDORFF (3) and IMME OLDENDORFF
(3) as per EO nomenclature. TA is
the acronym prefix found on all
Tasman Asia Shipping Company
(TASC) ships. This New Zealand
shipping company has since become
one of Oldendorff’s most valued
clients. One of the largest New
Zealand companies in the forestry
industry, Tasman Pulp and Paper
Company Ltd., merged in 1981 with
Fletcher Holdings and Challenge
Corporation to form Fletcher
Challenge Limited, the country’s
largest public company. The style of
the affiliated shipping company
became Tasman Asia Shipping Com-
pany in December 1988. Since then
TASC has chartered several
Oldendorff ships, mostly on period
165
 Containership LONDON SENATOR
contracts. TASC rapidly developed
into an important independent liner
operator with representatives and
agents throughout the area covered.
The bulk of northbound cargo is
generated by the line’s parent
company and consists of
containerised newsprint and
cardboard. Other containerised
commodities include refrigerated
166
goods and dairy products, granu-
lated nickel from New Caledonia
and break bulk cargoes such as
steel, paper and timber. Southbound,
the line carries consumer goods,
chemicals and textiles in containers
and conventional cargo such as
motorcar parts, steel, machinery,
built-up motor vehicles and
construction material. Tasman Asia
had a service frequency of three
(Photograph: Gert Uwe Detlefsen)
sailings per month in 1992. Egon
Oldendorff multi-purpose freighters
are ideally suited for this particular
cargo mix.
In 1989/90 Egon Oldendorff
bareboat-chartered, for a period of
five years, two 23,476 tdw geared
multi purpose freighters owned by
Hyundai Merchant Marine Co. and
renamed them HARMEN OLDENDORFF (2)
and CATHARINA OLDENDORFF (3).
Similar contracts were concluded
between October 1990 and January
1991 for three more Hyundai
Merchant Marine vessels, at just
under 30,000 tdw among the largest
tweendeckers in the world merchant
fleet with a satisfactory container
intake of 1,100 TEU. The ships have
an excellent cubic capacity of some
1,332,900 cu ft each and their fuel
consumption of 23 tonnes makes
them economical to run. All five
Korean vessels had to be adapted
to Oldendorff standard at consider-
able expense, including such
modifications to crew accommo-
dation as showers and changing
rooms. The ships were given the EO
livery and had their names painted
in Korean characters and Latin letters
since they initially remained in the
Korean register.
Newbuilding negotiations with
Hyundai, aided by amicable relations
between the two companies,
eventually resulted in Egon
Oldendorff ordering in early 1989 a
series of four attractively priced
31,000 tdw, 2,100 TEU container-
ships, in response to Senator Linie’s
requirements for additional tonnage
at favourable conditions. Acting as a
broker Egon Oldendorff undertook to
find buyers for three units, and the
building contracts were taken over by
Bernhard Schulte (AMERICAN SENATOR),
Peter Döhle Schiffahrts KG (EUROPEAN
SENATOR) and Kommanditgesellschaft
Projex (ASIAN SENATOR). Delivered
on 25 September 1991 the GERMAN
SENATOR was to have been an
Oldendorff ship, but whilst the ship
was being fitted out at the builders’
yard Oldendorff could not resist the
attractive proposition to sell the ship
to clients of Norddeutsche Vermögens-
anlage GmbH of Hamburg which
appointed Reederei Karl Schlüter of
Rendsburg as managing owners.
One year earlier Egon Oldendorff
had bought the containership MONTE
PASCOAL, completed in 1980 by Swan
Hunter-owned Walker Shipyard of
Newcastle as the DUNEDIN for British
account. The ship was lengthened
by inserting a 26 metres section at
Lübecker Flenderwerke increasing her
deadweight capacity to 23,990 tdw and
her container capacity to 1,400 TEU.
The ship continued her time charter
with Hamburg-Süd and, therefore,
did not change her name. When the
charterers switched her to their
Columbus service linking Australia,
New Zealand and North America
the ship was renamed COLUMBUS
OLIVOS.
Egon Oldendorff (Asia) Ltd. was
established in Hong Kong in 1989,
in recognition of the importance
of Far East and South East Asian
shipping and shipbuilding. Ever
since Hong Kong joined the United
Kingdom in 1814 as a Crown Colony
the city kept expanding in terms
of population (in excess of six million,
thereof 250,000 foreigners) and of
importance as a port and a trading
centre. Hong Kong is one of the
most important shipping hubs and
167
 the domicile of a number of well-
known shipping companies. Some
22,000 deepsea ships call at Hong
Kong per annum, plus 56,000 river
and shortsea freighters. Container
throughput in 1996 will exceed the
ten million TEU mark, rivalled only
by Singapore. Thus, Hong Kong was
Multi-purpose freighter ECKERT OLDENDORFF in typical Hong Kong midstream barge container handling operation
168
selected as the site of Oldendorff’s
first overseas branch, managed initially
by Richard J. Churchman and later by
Raoul Noël. A part of the Oldendorff
fleet is being managed from Hong
Kong in a bid to be geographically
closer to Asian markets. After more
than five years in Hong Kong, the
company moved to Singapore at the
end of 1995 and changed its name to
Oldendorff Asia (Pte.) Ltd. Currently,
around 20 vessel are controlled com-
mercially, of which some 50 percent
is tonnage owned by Egon Oldendorff.
The focus of the competitive side is
on Sale & Purchase and projects.
(Photograph Dunelm Public Relations)
CHRISTOFFER OLDENDORFF (3)
101) CHRISTOFFER OLDENDORFF (3) –
1987-1988
9KGU – cargo motorship –
multi-purpose vessel
10,693/15,122 GRT/15,000/23,618
tdw – 30.293 cubic meter grain –
434 TEU
175.27 m length over all, 23.35 m
beam on frames, 14.2 m depth
one two-stroke 6-cyl. diesel engine,
102) MAGDALENA OLDENDORFF (2) –
1987-1993
9KHF/ELNH5 – cargo motorship –
geared bulkcarrier
15,387 GRT/23,740 tdw – 31,418
cubic metres grain
175.30 m length over all, 23.35 m
beam on frames, 14.2 m depth to
maindeck
12,500 HP/9,191 kW, made by John
Kincaid & Co Ltd., Greenock, under
licence of B&W, 16 knots
31.10.1977 launched. February
1978 completed by Hyundai Ship-
building & Heavy Industries, Ulsan
(No. 2369) as THEEKAR for United
Arab Shipping Co. (S.A.G.), Kuwait
(KWT). 1980 owner changed style
to United Arab Shipping Co. SAG
one diesel engine, 8385 kW,
made by John Kincaid & Co.,
Greenock under licence of B&W,
16 knots
25.4.1978 launched. June 1978
completed by Scotstoun Marine
Ltd., Scotstoun (No. 234) as
AL MUHARRAQ for United Arab
(UASC). 1981 transferred to Iraqi
(IRQ) registry, 1984 transferred to
Kuwait (KWT) registry. 1987 trans-
ferred to Egon Oldendorff as bare-
boat charterers, renamed CHRISTOF-
FER OLDENDORFF. 1988 bought after
exercising purchase option and
immediately sold to LCI Ship-
holdings Inc., Monrovia (Central
Gulf Lines) (LBR), BV Netherlands
Shipping Co.(S.A.G.), Kuwait
(KWT). 1980 owner changed style
to United Arab Shipping Co. SAG
(UASC). 1987 taken on period
bareboat charter by Egon
Oldendorff, renamed MAGDALENA
OLDENDORFF. 1990 purchase option
exercised and registered for Egon
Freight Agencies appointed as
managers, renamed HICKORY. 1989
sold to Trade Ever Shipping Inc.,
Kingston (VCT), Worlder Shipping
Ltd., appointed as managers,
renamed TRADE EVER. 1991
flagged-out to Panama (PAN).
1995 sold to Unithai Line Public
Co., (THA), renamed KORAT NAVEE.
1996 still trading.
Oldendorff (Liberia) Inc., Monro-
via (LBR). 1993 sold to Bright
River Shipping Ltd., Monrovia
(LBR), renamed BRIGHT RIVER.
1993 sold to Siberla Marine Ltd.,
Limassol (CYP), managers
Transmed Shipping Ltd., renamed
HARIS. 1996 still trading.
169
 Multi-purpose freighter MARIA OLDENDORFF with a full cargo of steel tubes
103) MARIA OLDENDORFF (2) – 1988-
ELHR9 – cargo motorship –
multi-purpose carrier
13,886 GRT/18,235 tdw – 24,634
cubic metres grain – 932 TEU
165.51 m length over all, 23.06 m
beam on frames, 13.42 m depth
to maindeck
170
one diesel engine, 7350 kW,
made by VEB Dieselmotorenwerk
Rostock, under licence of Sulzer
16 knots
21.8.1967 launched. 21.1.1988
completed by VEB Warnowwerft,
Warnemünde (No. 285) as
MARIA OLDENDORFF for Egon
Oldendorff (Liberia) Inc.,
Monrovia (LBR). 18.4.1988
arrived at Singapore. July 1988
lengthened at Jurong Shipyard
Ltd., Singapore, by 16.01 m.
Now 15,504 GT/20,380 tdw,
(FotoFlite)
181.52 m length over all,
23.05 m beam on frames,
13.40 m depth, 28.386 cubic
metres grain, 1100 TEU.
1991 renamed T. A. ADVENTURER.
1996 still trading.
104) BIRTE OLDENDORFF (4) – 1988-
3EI03 – cargo motorship –
gearless containership
22,677 GRT/33,863 tdw – 42,955
cubic metres grain – 1800 TEU
187.61 m length over all, 28.45 m
beam on frames, 13.10 m depth
to maindeck
one two-stroke, 6-cyl. diesel
engine, 16,980 HP/12,490 kW,
made by the builders under
licence of B&W, 18 knots
10.8.1984 launched. 1985
completed by Hyundai Heavy
Industries Co. Ltd., Ulsan (No.
362) as WORLD CHAMPION for Unusual for a containership on charter, BIRTE OLDENDORFF (4) has in 1992 (Photograph: J. Krayenbosch)
Gresham Shipping Ltd., Panama kept her owner’s livery and original name.
(PAN), Hyundai Merchant Marine
Co. Ltd. appointed as managers.
1985 renamed ASTORIA. 1986
renamed COMMANDER. 1987
renamed SCANDUTCH HISPANIA. 1989
sold to Egon Oldendorff (Liberia)
Ltd. , Monrovia (LBR), renamed
LONDON SENATOR for a long-term
charter with Senator Linie, Bremen.
1991 renamed DSR OAKLAND.
1992 renamed VILLE DE CASTOR.
1992 renamed BIRTE OLDENDORFF.
1993 renamed MIXTECO. 1993
transferred to Egon Oldendorff
(Liberia) Inc., bareboat charterers
Rosewater Maritime Inc.,
Monrovia (LBR). 1995 renamed
MSC ANTONIA. 1995 still trading.

BIRTE OLDENDORFF as DSR OAKLAND (FotoFlite)

171
 Containership TETE OLDENDORFF (3) thus far never traded under her original name.
Shown here as the TOKYO SENATOR against the backdrop of the Dover chalk cliffs.

105) TETE OLDENDORFF (3) – 1988-
3WER3 – cargo motorship –
gearless containership
22,677 GRT/33,823 tdw – 42,955
cubic metres grain – 1800 TEU
187.60 m length over all, 28.40 m
beam on frames, 15.60 m depth
to maindeck
one two-stroke, 6-cyl. diesel
engine, 16,980 HP/12,490 kW,
made by the builders under
licence of B&W, 18 knots
1.10.1984 launched. 1985
completed by Hyundai Heavy
Industries Co. Ltd., Ulsan (No.
291) as PACIFIC PRIDE for Longevity
Maritime SA., Panama (Pa). 1986
renamed AZUMA. 1987 renamed
SCANDUTCH MASSILIA. 1988 sold to
Egon Oldendorff (Liberia) Inc.,
Monrovia (LBR), renamed TOKYO
SENATOR for a long-term charter
with Senator Linie, Bremen. 1991
renamed DSR YOKOHAMA. 1993
renamed MAYA. 1993 delivered
into a bareboat charter with
Rosewater Maritime Inc., Monro-
via (LBR). 1995 renamed MSC
GIORGIA. 1996 still trading.

172
Multi-purpose vessel HILLE OLDENDORFF also never traded under her original name. Pictured as the NZOL CHALLENGER.
106) HILLE OLDENDORFF (3) – 1988-
ELIL 9 – cargo motorship –
geared shelterdecker
9230/12,932 GT – 17,337/21,061
tdw – 29,669 cubic metres grain –
633 TEU – 8 passengers
165.86 m length over all, 23.70 m
beam on frames, 14.95 m depth
to main deck
one two-stroke 9-cyl. diesel
engine, 10.800 HP/7,944 kW,
made by Helsingör Skibsvaerft og
Maskinbyggeri, under licence of
B&W, 16.5 knots
2.10.1968 launched. January 1969
completed by Helsingör Skibsvaerft
og Maskinbyggeri A/S, Helsingör
(No. 386) as DITTE SKOU with 6582
GRT/10,610 tdw for Ove Skou, HAMMONIA. 1988 sold to Kingston managers, renamed T. A. NAVIGATOR.
Copenhagen (DNK). 1980 Maritime Co., Monrovia (LBR), 1993 renamed NZOL CHALLENGER.
transferred to Ove Skou Rederi Egon Oldendorff, appointed as 1996 still trading.
AS, Copenhagen, manager Benny
Skou. December 1981 renamed
BENNY SKOU. 18.12.1981 at Yoko-
hama. 1982 aft ship attached to a
completely new forward and
cargo section by Nippon Kokan
KK, Asano Dockyard, Yokohama,
details since then as stated.
7.3.1982 sailed Kobe. 1986
renamed NEDLLOYD CARIBBEAN and
management contract terminated.
1987 renamed BENNY SKOU. 1987
transferred to Ove Skou Shipping
Pte. Ltd., Singapore (SGP), Ove
Skou Rederi A/S appointed as
managers. 1987 renamed
As the T. A. NAVIGATOR. (Photograph: Gerhard Fiebiger)
173
 The same applies to the IMME OLDENDORFF (3): shown as the NZOL CRUSADER.
107) IMME OLDENDORFF (3) – 1989-
ELIS8 – cargo motorship –
geared shelterdecker
9230/12,930 GT – 17,337/21,061
tdw – 29,669 cubic metres grain –
633 TEU – 8 passengers
165.87 m length over all, 23.78 m
beam on frames, 14.97 m depth
to main deck
one two-stroke 9-cyl. diesel
engine, 10,800 HP/7,944 kW,
made by Helsingör Skibsvaerft og
Maskinbyggeri., under licence of
B&W, 16.5 knots
13.6.1968 launched. October 1968
completed by Helsingör Skibs-
vaerft og Maskinbyggeri, Helsingör
(No. 385) as DORTE SKOU for Ove
Skou, Copenhagen (DNK). 1980
transferred to Ove Skou Rederi
…and as the T. A. MARINER (Photograph: Gerhard Fiebiger)
AS, Copenhagen, manager Benny
Skou. 30.1.1982 at Yokosuka.
174
(Photograph: J. Krayenbosch)
1982 aft ship attached to a
completely new forward and
cargo section by Nippon Kokan
KK, Asano Dockyard, Yokohama,
details since then as stated. 27.5.
1982 sailed Yokohama. 1982
renamed JYTTE SKOU. 1986 renamed
NEDLLOYD CURACAO. 1987 renamed
SINBAD VOYAGER and management
contract terminated. 1987 trans-
ferred to ‘Jytte Skou’ O. Skou
Shipping Pte. Ltd., Singapore
(SGP), Ove Skou Rederi A/S
appointed as managers, renamed
JYTTE SKOU. 1987 renamed HOLSATIA.
1989 managers Skou International
SA. 1989 sold to Kingston Marine
Corp., Monrovia (LBR), Egon
Oldendorff appointed as manager,
renamed T. A. MARINER.
1994 renamed NZOL CRUSADER.
1996 still trading.
mv HANS OLDENDORFF (3) at Sydney
108) HANS OLDENDORFF (3) –
1989-1996
9VCF – cargo motorship –
geared singledecker
13,051 GRT/1991: 13,519 GT/
22,531 tdw – 28,226 cubic metres
grain
151 m length over all, 26.00 m
beam on frames, 13.50 m depth
to maindeck
one two-stroke 6-cyl. diesel
engine, 9800 HP/6841 kW, made
by Akasaka Tekkosho KK, Yaizu,
14 knots
11.6.1979 launched and in August
1979 completed by Shin Kurushima
at Kochi Jukogyo K.K., Kochi (No.
2098) as FLORA ISLAND for Pacific
Maritime Co., Tokyo (JPN). 1984
owners’ style changed to Pacific
Maritime Co. Ltd.. 1987 transferred
to Queen Island Navigation SA.,
(Marine Photography)
Panama (PAN). 1989 taken on a
five-year bareboat period charter
by Egon Oldendorff (Hong Kong)
Ltd, registered for First Marine
Shipping Pte. Ltd., Singapore
(SGP), renamed HANS OLDENDORFF.
1996 still trading, after the
bareboat charter was extended.
175
 mv HARMEN OLDENDORFF at Norfolk/Virginia
109) HARMEN OLDENDORFF (2) –
1989-
ELOL6 – cargo motorship –
geared singledecker
15,158 GRT/23,476 tdw – 33,542
cubic metres grain – 616 TEU
157.93 m length over all, 26.34 m
beam on frames, 14.03 m depth
to maindeck
176
one two-stroke 5-cyl. diesel
engine, 10,900 HP/8018 kW,
made by the builders under
Licence of B&W, 16 knots
9.8.1982 launched. October 1982
completed by Hyundai Heavy
Industries Co. Ltd., Ulsan (No.
206) as HYUNDAI CON SIX for Asia
Merchant Marine Co. Ltd., Ulsan
(KOR). 1984 transferred to
Hyundai Merchant Marine Co.
Ltd., Ulsan. 1989 renamed CAPTAIN
KERMADEC. 1989 taken on a five-
year bareboat period charter by
Egon Oldendorff. Renamed
HARMEN OLDENDORFF. 1992
delivered into a bareboat charter
to Rosewater Maritime Inc.,
Monrovia (LBR). Ownership
transferred to charterers on
30.6.1994, after purchase
option exercised. 1996 still
trading.
110) BEATE OLDENDORFF – 1990-
DMGF/ELGD 4 – cargo motor-
ship – multi-purpose carrier
13,889 GRT/18,235 tdw –
932 TEU
165.15 m length over all, 23.05 m
beam on frames, 13.40 m depth
to maindeck
one diesel engine, 7000 kW, made
by Dieselmotorenwerk Rostock,
under licence of Sulzer, 16.5 knots
14.7.1989 launched. 14.1.1990
completed by VEB Warnowwerft,
Warnemünde (No. 283) as BEATE
OLDENDORFF for Egon Oldendorff
(Liberia) Inc., Monrovia (LBR), as
bareboat charterers and 2.1.1990
registered. 19.3.1990 arrived at
Singapore, lengthened at Jurong
Shipyard Ltd., Singapore, by 16.00
m. Now 15,506 GT/20,430 tdw,
28,386 cubic metres grain, 1100 TEU.
181.50 m length over all, 23.05 m
beam on frames, 13.40 m depth
to maindeck (registered 2.4.1990).
22.7.1991 renamed T. A. DISCOVERER.
1996 still trading.
Deck cranes being fitted (Photograph: Gert Uwe Detlefsen)
to BEATE OLDENDORFF at Lübeck.

111) CATHARINA OLDENDORFF (3) – CATHARINA OLDENDORFF. 1991 Ownership transferred 30.6.1994 delivered into a bareboat charter
1990- renamed LUANGWA BRIDGE. 1992 to Egon Oldendorff, after with Rosewater Marititme Inc.,
ELOI5 – cargo motorship – renamed CATHARINA OLDENDORFF. purchase option was exercised, Monrovia (LBR). 1996 still trading.
geared singledecker
15,158 GRT/23,503 tdw – 33.542
cubic metres grain – 616 TEU
157.93 m length over all, 26 m
beam on frames, 14 m depth to
maindeck
one two-stroke 5-cyl. diesel
engine, 10,900 HP/8018 kW,
made by the builders under
licence of B&W, 16 knots
15.12.1982 launched. January
1983 completed by Hyundai
Heavy Industries Co. Ltd., Ulsan
(No. 217) as HYUNDAI CON SEVEN
for Asia Merchant Marine Co. Ltd.,
Ulsan (KOR). 1984 transferred to
Hyundai Merchant Marine Co.
Ltd., Ulsan. 1989 renamed CAPTAIN
COOK. 1990 taken on a five-year
period bareboat charter by Egon
Oldendorff (Hong Kong) Ltd.,
Hong Kong (HKG), renamed

CATHARINA OLDENDORFF (3) entering the port of Rotterdam. (Photograph: J. Krayenbosch)

177

GERMAN SENATOR at sea
112) GERMAN SENATOR – 1990
DGHS – cargo motorship – gearless
containership
24,495 GT/31,000 tdw – 2100 TEU
181.60 m length over all, 31.40 m
beam on frames, 10.30 m draft
one diesel engine, 13,129 kW,
made by the builders under licence
of B&W, 18.5 knots
Vessel’s propeller
178
(FotoFlite)
Early 1989 ordered from Hyundai
Heavy Industries Co., Busan,
(No. 673), building contract sold
to Norddeutsche Vermögensanlage
GmbH., Hamburg. 29.7.1990
launched and 25.9.1990
completed as GERMAN SENATOR
for a subsidiary of Egon Olden-
At Busan: laying the keel for
GERMAN SENATOR, the ship under
construction, and being named.
(Photographs: Gert Hanselmann)
dorff, Lübeck (DEU). Early 1991
transferred to Kommanditgesell-
schaft RGR Reederei Gesellschaft
Rendsburg mbH & Co.
MS “German Senator“, Hamburg
(DEU), Reederei Karl Schlüter,
Rendsburg, appointed as
managers. 1996 still trading.
Containership MONTE PASCOAL / COLUMBUS OLIVOS. During her five years as a part of the EO fleet (FotoFlite)
she was timechartered by Hamburg-Süd. Shown here as the MONTE PASCOAL off Cuxhaven.

113) MONTE PASCOAL – 1990-1994
ELMW9 – cargo motorship –
geared containervessel
23,291 GRT/23,930 tdw – 1400 TEU
202.15 m length over all, 29.90 m
beam, 15.70 m depth to maindeck
one diesel engine, 15,307 kW,
made by Harland & Wolff under
licence of B&W, 19 knots
15.2.1980 launched. 11.7.1980 com-
pleted by Swan Hunter Shipbuilders
Ltd., Walker Shipyard, Newcastle
(No. 107 – last ship from this yard),
as DUNEDIN for Shaw, Savill & Albion
Co. Ltd., Furness Withy Co. Ltd., Lon-
don (GBR) appointed as managers.
1983 owners restyled to Furness
Withy Shipping Ltd., London (GBR).
January 1986 sold to Hamburg-Süd-
amerikanische Dampfschifffahrtsges.
Eggert & Amsinck, Hamburg
(DEU), managers R. A. Oetker and
lengthened by 26 m and widened
by 2,37 m at Flender Werft, Lübeck.
Arrived at Lübeck 24.1.1986 and
10.4.1986 entered service as MONTE
PASCOAL. 1990 sold to Egon Olden-
dorff (Liberia) Inc., Monrovia (LBR).
1990 renamed COLUMBUS OLIVOS.
End 1994 sold to MC Shipping Inc.,
Hamilton (GBR), with a timecharter
back to Egon Oldendorff who sublet
vessel to Hamburg-Südamerikani-
sche Dampfschifffahrtsges. Eggert
& Amsinck, Hamburg, renamed
MONTE PASCOAL. 1996 still trading.

179
 114) EMMA OLDENDORFF (2) – 1991-
D9HR/ELOG7 – cargo motorship –
multi-purpose carrier
18,220 GRT/29,331 tdw –
39,733 cubic metres grain –
1100 TEU
161.79 m length over all,
26 m beam, 16.10 m depth
one single-acting two-stroke
5-cyl. diesel engine made
by the builders under licence
of B&W, 5634 kW, 14 knots
4.11.1983 launched and January
1984 completed by Hyundai
Heavy Industries Co. Ltd., Ulsan
(No.272) as HYUNDAI NO. 21 for
Hyundai Merchant Marine Co.
Ltd. Ulsan (KOR). 1989 renamed
CAPTAIN MAGELLAN. 1991 taken on
period bareboat charter by Egon
Oldendorff (Hong Kong) Inc.,
Hong Kong (HKG). Renamed
EMMA OLDENDORFF. 1992 trans-
ferred to Lucky Dragon Maritime
Co. Ltd., Monrovia (LBR), managers
Hyundai Merchant Marine Co.
Ltd.. Purchase option declared
by Egon Oldendorff in 1993
for takeover in December 1995.
1996 still trading.

For a certain period the three ‘E’-class multipurpose-ships flew the South Korean flag and had their names
written in Korean characters. EMMA OLDENDORFF (2) drydocking in Rotterdam

180
The “E”-class vessels are container fitted, ECKERT OLDENDORFF (2) leaving Durban.
115) ECKERT OLDENDORFF (2) – 1991-
D9HS / ELOF7 – cargo motorship –
multi-purpose carrier
18,220 GRT/29,364 tdw – 29,331
cubic metres grain – 1100 TEU
161.80 m length over all, 26.04 m
beam, 16.11 m depth
116) EIBE OLDENDORFF (3) – 1991-
D9HT / ELOG8 – cargo motor-
ship – multi-purpose carrier
18,220 GRT/29,331 tdw – 39,733
cubic metres grain – 1100 TEU
161.80 m length over all, 26.04 m
beam, 16.11 m depth
one single-acting two-stroke 5-cyl.
diesel engine made by the builders
under licence of B&W, 5634 kW,
14 knots
4.11.1983 launched and January
1984 completed by Hyundai
Heavy Industries Co. Ltd., Ulsan
one single-acting two-stroke 5-cyl.
diesel engine made by the builders
under licence of B&W, 5634 kW,
14 knots
16.11.1983 launched and January
1984 completed by Hyundai
Heavy Industries Co. Ltd., Ulsan
(No. 273) as HYUNDAI NO. 22 for
Hyundai Merchant Marine Co.
Ltd., Ulsan (Ko) 1989 renamed
CAPTAIN PADON. 1991 taken on
period bareboat charter by Egon
Oldendorff. Renamed ECKERT
OLDENDORFF. 1992 transferred to
(No. 283) as HYUNDAI NO. 23 for
Hyundai Merchant Marine Co.
Ltd., Ulsan (KOR) 1989 renamed
CAPTAIN BOUGAINVILLE. 1991 taken
on period bareboat charter by
Egon Oldendorff. Renamed EIBE
OLDENDORFF. 1992 transferred to
(Photograph: J. Krayenbosch)
Lucky Dragon Maritime Ltd,
Monrovia (LBR), managers
Hyundai Merchant Marine Co.
Ltd.. Purchase option declared
by Egon Oldendorff in 1993
for takeover in December 1995.
1996 still trading.
Lucky Dragon Maritime Ltd.,
Monrovia (LBR), managers
Hyundai Merchant Marine Co.
Ltd.. Purchase option declared
by Egon Oldendorff in 1993
for takeover in December 1995.
1996 still trading.
181

◆ Completion of an order for the
A Shipping
Company with
a Shipyard
◆
Flensburger Schiffbau-Gesellschaft,
established in 1872 by farsighted
Flensburg shipowners in Germany’s
northernmost town, quickly
advanced to the ranks of shipbuilders
for blue-chip owners, foreign and
domestic. Specializing in dry cargo
ships the yard contributed
182
significantly to the development of
so called self and easy trimmers at
around the turn of the century. FSG
broke new ground from the mid-50s
onwards by constructing modern
bulk carriers and continued its
pioneering role by designing modern
standard freighters and container
vessels. The company had to
declare bankruptcy in 1986.
German navy and several conversion
jobs at sharply reduced staff levels
provided an extended lease of life
over four years. Henning Oldendorff
took over the yard from the
liquidator in March 1990. He
restored the shipyard’s historical
name, its traditional house flag and
reverted to the previous system of
hull numbering. Acting on his initia-
tive the shipyard developed the
ECOBOX series type of ships for which
ten orders have since been booked
and which has met with positive
response from the industry, not least
due to the multiple variations offered
by its design. Simultaneously the
yard has streamlined and thoroughly
modernized its internal structure,
thereby enhancing productivity and
now sees its future guaranteed.
To date the shipyard has booked
major orders adding up to
DM 1 billion since 1990. The
history of the shipyard will be told
in a commemorative chronicle due
to be published in September 1997
on the occasion of that company’s
125th anniversary.
Extending its field of operations in
1991, Egon Oldendorff added a new
flagship to the fleet. Specialized bulk
carriers YEOMAN BROOK (77,548 tdw)
and her sistership, YEOMAN BURN, had
been completed in 1990/91 by
Daewoo Shipbuilding & Heavy
Machinery Ltd. of Okpo, South Ko-
rea, for account of Fearnley & Eger,
and when that company went out of
business the ships were taken over.
The ships had been built against
a twenty-year charter to British
minerals traders and quarry owners,
Foster Yeoman Ltd. for world-
wide carriage of bulk cargoes
with a specific mass of up to two
tonnes per cubic meter, including

Self-unloader YEOMAN BURN whilst discharging. (Photographs: Siegfried Hanselmann)
ores, coal, gypsum, salt, coke and
grain. The distinguishing feature of
both vessels is their shipboard self-
discharging equipment supplied by
Consilium Materials Handling Marine
AB. The cargo holds have W-shaped
bottoms with Nordströms basket
gates. The hydraulically operated
gates feed the material onto two
parallel hold conveyors running
aft to two cross conveyors.
The cross conveyors transport the
material to an inner conveyor which
elevates it onto the deck-mounted,
hoistable and slewable boom
conveyor of 76 metres length capable
of swivelling through 180 degrees
and of working at a max. hoist
of 18 degrees. In 1992 Egon Olden-
dorff also acquired on a bareboat
basis the ex-Fearnley & Eger bulker
YEOMAN BANK (38,977 tdw), built in
1982. She is expected to continue
trading for Foster Yeoman for another
nine years from date of takeover,
mainly carrying aggregates from Glen-
sanda in Scotland to the Continent.
Oldendorff transferred the ships
from the Norwegian International
Ship Register to Liberia. YEOMAN BURN
became the new Oldendorff flag
ship. She was initially sublet to
Canada Steamship Lines Ltd., one of
the pioneers of selfunloading ships.
Selfunloaders are a very special
breed. There are only about ten
modern Panamax size selfunloaders.
Egon Oldendorff agreed to cooperate
closely concerning the commercial
deployment of these innovative
vessels with market leaders and
highly experienced CSL International
Inc. USA, an affiliate of Canada
Steamship Lines Inc. of Montreal.
183
 Areal view of Flensburger Schiffbau-Gesellschaft and first “ECOBOX” type newbuilding, TRADE SOL, (Photograph: Gerd Remmer)
delivered to Sinotrans/China in 1994.

184

117) YEOMAN BURN /
BERNHARD OLDENDORFF – 1991-
ELNZ7 – self-unloading motor
bulk carrier – 43,332 GT/77,499
tdw – 72,103 cubic metres grain
245 m length over all, 32.20 m
breadth on frames, 20.10 m depth,
14 m draft
YEOMAN BURN
one two-stroke 6-cylinder diesel
engine, 11,254 kW,
made by Korea Heavy Industries
& Construction Co., Changwon,
under licence of B & W,
15 knots
27.10.1990 launched and January
1991 completed by Daewoo
Shipbuilding & Heavy Machinery
Ltd., Okpo (No. 1053) as
YEOMAN BURN for K/S A/S Fern-
ship, Oslo (NIS), Fearnley & Eger
AS appointed as managers.
1991 sold to Rhenania Shipping
(FotoFlite)
Corp., Monrovia (LBR), mgr.
Egon Oldendorff, Lübeck.
29.12.1992 transferred to
Halfmoon Shipping Corp.,
Monrovia (LBR). 1994 renamed
BERNHARD OLDENDORFF.
1996 still trading.
185
 118) ANNA OLDENDORFF (2) –
1991-1991
DMHL – motor container ship –
30,536 GRT / 31,634 tdw –
1939 TEU
202.41 m length over all, 30.99 m
beam on frames, 15.52 m depth
to maindeck
one two-stroke 6-cylinder-diesel
engine, 16,260 kW, made by H.
Ciegielski, Poznan, under licence
of Sulzer, 19.25 knots
16.6.1987 launched as A. ABRAHAM
and July 1989 completed by
Containerships T. WENDA and H. CEGIELSKI, purchased from Poland and registered (FotoFlite)
in the Lübeck register for two days only as the ANNA OLDENDORFF (2) and ERNA OLDENDORFF (4)
186
Stocznia Gdanska im Lenina,
Gdansk (No. B355/02) as T.
WENDA with 26.,132 tdw/1515 TEU
for Polish Ocean Lines (Polskie
Linie Oceaniczne), Gdynia (POL).
22.8.1991 sold to Egon Oldendorff,
Lübeck, (DEU) (6.9.1991 owners
had ship registered in Lübeck as
ANNA OLDENDORFF, now 31,634
tdw, and deleted from register
11.9.1991.) 1991 sold to Lloyd
Triestino di Navigazione S. p. A.,
Trieste (ITA), renamed TRIESTE.
1996 still trading.
119) ERNA OLDENDORFF (4) –
1991-1991
DMHN – motor container ship –
30,488 GRT/31,634 tdw – 1939 TEU
202.41 m length over all, 30.98 m
beam on frames, 15.50 m depth
one two-stroke 6-cylinder-diesel
engine, 15,900 kW, made by
H. Ciegielski, Poznan, under
licence of Sulzer, 19.25 knots
28.5.1987 launched and in August
1988 completed by Stocznia
Gdanska im Lenina, Gdansk
(No. B355/01) as H. CEGIELSKI
with 25.684 tdw/1515 TEU for
Polish Ocean Lines (Polskie Linie
Oceaniczne), Gdynia (POL).
22.8.1991 sold to Egon Olden-
dorff, Lübeck, (DEU) (17.9.1991
owners had ship registered in
Lübeck as ERNA OLDENDORFF, now
31,634 tdw, and deleted from
register 24.9.1991) 1991 sold
to Lloyd Triestino di Naviga-
zione S. p. A., Trieste (ITA),
renamed GENOVA. 1996 still
trading
POL EUROPE
120) POL EUROPE /
HELGA OLDENDORFF (3) – 1992-
SNIK – motor container ship –
15,901 GT/21,679 tdw –
1308 TEU
165.00 m length, 26.00 m beam,
9.83 m draft – 3 cranes 36 tons each
1 two-stroke five-cyl. engine,
made by Dalian Marine Diesel
Engine Works, under licence of
Sulzer, 7100 kW, 17 knots
(Photograph: Eilhart Buttkus)
21.9.1991 launched. 2.1.1992
completed by Flensburger Schiff-
bau-Gesellschaft mbH, Flensburg
(No. 677) as POL EUROPE for Egon
Oldendorff, Lübeck. Same day
delivered into long-term bare
boat charter with Polish Ocean
Lines (Polskie Linie Oceaniczne),
Gdynia (POL). Bareboat charter
cancelled 1995 and vessel
renamed HELGA OLDENDORFF,
Liberian flag (LBR). 1996 still
trading.
Containership POL EUROPE downbound (Photograph: Eilhart Buttkus)
on the river Elbe
187
 Self-unloader YEOMAN BANK at Yeoman’s aggregate berth in the river Medway, UK
121) YEOMAN BANK – 1992-
ELOG5 – self-unloading motor
bulkcarrier – 24,575 GT/38,977 tdw
– 32,368 cubic metres grain
204.96 m length, 27.26 m beam,
11.78 m draft
1 two-stroke six-cyl. engine,
9,415 kW, made by Sumitomo
Heavy Ind. Ltd., Tamashima,
under licence of Sulzer, 15.5 knots
188
18.6.1981 launched and May
1982 completed by Eleusis Ship-
yards SA., Eleusis (No. 10011) as
SALMONPOOL for Ropner Shipping
Co. Ltd., Hartlepool (GBR),
managers Ropner Management
Ltd.. 1988 homeport Nassau
(BHS), managers Ropner Shipping
Services Ltd. 1990 sold to K/S
Fernbank, managers: Fearnley
& Eger, Mgr. 1990 renamed
YEOMAN BANK with port of
registry Oslo (NIS). 1991 converted
to a self-unloader in Norway
5.2.1992 delivered into a bareboat
charter to Egon Oldendorff
(Liberia) Inc., Monrovia (LBR)
until 2001/2002 via Foster
Yeoman UK. Original Owners
K/S Glensanda, Oslo, c/o Det
Sondenfjelske-Norske D/S
appointed as managers.
1996 still trading. Vessels
performs a nine-year timecharter
account Foster Yeoman/World
Selfunloaders until November
2000.
122) LUCY OLDENDORFF – 1992-
ELPA2 – motor bulkcarrier –
13,696 GT/22,160 tdw –
29,301 cubic metres
157.5 m length over all, 25 m
beam, 9.1 m draft
1 two-stroke six-cyl. engine,
made by Akasaka Tekkosho
under licence of Mitsubishi,
5296 kW, 14.2 knots
YEOMAN BROOK having completed repairs of fire damage at a Bremerhaven repair yard.
123) YEOMAN BROOK – 1992-
ELOW4 – self-unloading bulk-
carrier – 43,332 GRT/77,548 tdw
245.00 m length over all, 32,20 m
beam, 14.02 m draft
1 two-stroke 6-cyl. engine, 11.254
kW, made by Korea Heavy
Industries & Construction Co.
10.3.1992 launched and 22.5.
1992 delivered by Onomichi
Dockyard Saiki Jukogyo K. K.,
Saiki (No. 1018) as LUCY OLDEN-
DORFF to Wursata Shipping Corp.,
Monrovia (LBR), mgr. Egon
Oldendorff. 1992 transferred to
Halfmoon Shipping Co.,
managing owners unchanged. LUCY OLDENDORFF
1996 still trading. at sea trials.
(Photograph: Eilhart Buttkus)
Ltd., Changwon, under licence of Fearnley & Eger A/S appointed structure heavily damaged when a
Burmeister & Wain, 14 knots as managers. 1992 transferred to fire broke out during welding work
Finroc AB, Oslo, managers Master in her self-unloading gear in front
27.10.1990 launched and in January
Management A/S. 13.3.1992 trans- of the bridge, whilst she was lying
1991 completed by Daewoo Ship-
ferred to Kingston Marine Corp, at the ore berth at Bremerhaven.
building & Heavy Machinery Ltd.,
Monrovia (LBR) Mgr. Egon Olden- 25.8.1994 repairs completed and
Okpo (No. 1052) as YEOMAN BROOK
dorff, not renamed. 6.5.1994 super- back in service. 1996 still trading.
for K/S A/S Fernteam, Oslo (NIS),
189

◆ certificates of proficiency at operating
Modern
Techniques for
Modern Ships
◆
YEOMAN BURN and YEOMAN BROOK
were the first EO ships to be
equipped with the GMDSS Global
Maritime Distress and Safety System.
Its purpose is further to improve
maritime safety with safety at sea
being the main object (e.g., broad-
casting and receiving topical
190
information, locating vessels in
distress, search and rescue operations,
etc.). The system rests on several
pillars, including but not limited to
the (re)allocation of radio frequencies,
sophisticated equipment on board
and ashore, manning of ships and
training and certification of seafarers.
International regulations require deck
officers including masters to obtain
GMDSS equipment. The various
national shipping administrations
have meanwhile published their own
regulations dealing with the subject.
To cite one example, Liberia, as
stipulated in the ‘Minimum Safe
Manning Certificate’, requires no
fewer than two deck officers on
board Liberian ships to hold a
Liberian certificate called ‘General
Operator GMDSS’. The said
licences are being issued separately
and cannot be obtained by having,
e.g., the Licence of Competence
endorsed. Filipino nationals must
obtain their national ‘General
Operator’s Certificate GMDSS’ prior
to applying for the Liberian version.
German, Indian and Russian deck
officers are required to hold a valid
unrestricted general radiotelephony
certificate.
LUCY OLDENDORFF and ELISABETH
OLDENDORFF (2), two newbuildings
which followed a little later duly
received GMDSS equipment, and
long before the 1995 deadline by
which time all newbuildings had to
be GMDSS fitted, the complete EO
fleet had been so equipped. Vessels
completed before 1995 have to meet
GMDSS standards by 1999.
Special circumstances necessitated,
in 1991, the registration of two
containerships for the period of
two day. Close relations had been
established with Polish Ocean Lines,
not least through newbuilding
activities of FSG. POL restructuring
measures included the sale of 1988/89
Stocznia Gdanska in Lenina-built
22,000 tdw/1,400 TEU freighters
T. WENDA and H. CEGIELSKI, but their
specifications did not appeal to
potential buyers. The Oldendorff
technical department scrutinized the
ships’ plans and found that thanks to
their sturdy construction the ships’
capacities could be increased to
30,000 tdw/just under 2,000 TEU
without any modifications. Lloyd
Triestino di Navigazione SpA of
Trieste had meanwhile been
identified as potential buyers. Both
ships were taken over, registered as
the ANNA OLDENDORFF (2) and ERNA
OLDENDORFF (4), were completely
remeasured and subsequently
delivered to the Italians.
Egon Oldendorff placed its first
newbuilding orders with a Japanese
shipyard in early summer of 1991.
The initial order was for two 22,000
tdw shallow draft geared bulk
carriers with large hatches.
The owner’s newbuilding depart-
ment modified one of Onomichi
Dockyard Company’s standard
designs by boosting to 7,200 HP
the output of the Mitsubishi
6UEC45LA main engine and by
increasing the maximum permissible
tank top deck load from 10 to 17
tonnes per sq m. In addition the
upper wing tanks were epoxy coated
twice as a preventative measure
against later-year corrosion.
As customary with Egon Oldendorff a
market research preceded the
newbuilding orders. It had revealed a
substantial increase of the average
age of ships in this size bracket.
Flexible bulk carriers in the 10,000/
25,000 tdw class grew older and their
number reduced whilst almost all
other size classes had expanded in
terms of units. Many loggers and
bulk carriers, built in the 70s at low
cost and of very basic design now
showed signs of poor maintenance.
Their time was up .
The Onomichi type was suitable for
lengthening by a 30 metres section
increasing deadweight capacity to
27,000 tonnes. Flensburger Schiffbau-
Gesellschaft qualified for that kind of
work having previously lengthened
more than 20 ships. As market
acceptance increased the Onomichi
orders were increased to four and
subsequently to a total of six units.
The lead vessel was given a ‘new’
name, LUCY OLDENDORFF, when
delivered on 23 May 1992, after the
name of the owner’s first daughter.
The second ship was named the
ELISABETH OLDENDORFF (2), and the
remainder of the series trade as the
CAROLINE OLDENDORFF (2), DOROTHEA
OLDENDORFF (2), GRETKE OLDENDORFF
(4) and DORTHE OLDENDORFF (4). The
freighters of 157.8m length have a
deadweight capacity of 22,160 tonnes
at 9.11m draft. In the timber trade
deadweight capacity at 9.38 m
amounts to 23,028 tonnes. Grain
capacity is 29,300 cubic metres,
and timber intake including deck
cargo amounts to 43,482 cubic
metres. The ships of this series
have a container capacity of
511 TEU each but the vessels have
no container equipment. Cargo
handling gear consists of four
electrically driven Mitsubishi deck
cranes of 30 tonnes lifting capacity.
Stanchions have been provided at the
bulwarks for the carriage of timber
on deck.
191
 Various stages of
construction of
DOROTHEA OLDENDORFF
(4), built 1993 at
Saiki subcontracted
by Onomichi
Dockyard.
(Photographs: Siegfried
Hanselmann)

192
Shikoku Dockyard supplied two
smaller singledeckers of 18,000 tdw
each in 1994. The ships, named
the ERNA OLDENDORFF (5) and ANNA
OLDENDORFF (3) were each fitted with
four 30 tonnes deck cranes.
Early in 1991 Senator Linie,
Cho Yang Line and Deutsche See-
reederei GmbH launched their
‘Tricon’ Round-the-World joint
service. Bremen was chosen as
the operational headquarters for
the 30 ships involved. In addition
thereto Senator Linie and DSR
commenced a joint end-to-end
service from the Continent to South
East Asia and v.v. which i.a. enabled
the RTW ships to bypass Khor
Fakkan. The RTW fleet consisted of
24 ships ranging from 1,800 to 2,200
TEU chartered for periods of up to
seven years, whereas six smaller
vessels served the South East Asian
trade. It transpired in mid-1991 that
Senator Linie had landed a major
coup by period chartering, at
favourable rates, ten containerships
ordered from Western German
shipyards by the Baltic Shipping
Company, then still part of the Soviet
Russian shipping combine. The
Tricon partners offered weekly
sailings from early 1991. Cho Yang
commissioned a series of 2,700 TEU
newbuildings at short intervals, and
DSR had managed to increase the
size of the six containerships they
had ordered also from Western
German yards from 2,000 to 2,700
TEU. This created a severe imbalance
within the partnership, and
Karl-Heinz Sager was highly pleased
at the opportunity of upwards-
adjusting the capacities of the
Senator Linie contingent in the
RTW fleet. Whilst Senator Linie had
meanwhile established itself as a
market factor it had so far failed to
achieve a balanced result, let alone
to write black figures. On the
contrary, losses accumulated, and
Egon Oldendorff decided to sell its
Senator Linie shares early in 1992.
Hamburg-Süd similarly withdrew
from Senator on 1 December of that
year. The shares were taken over by
HIBEG Hanseatische Industrie Betei-
ligung GmbH, a company backed by
the City of Bremen. Senator Linie
redelivered the LONDON SENATOR to
her owners in the spring of 1992
after four years of RTW service. The
ship had completed her final round
voyages as the DSR OAKLAND.
Thereafter the BIRTE OLDENDORFF
(1,800 TEU), now renamed VILLE DE
CASTOR, traded for account of CMA
Compagnie Maritime d’Affrètement of
Marseille in that line’s service
between Europe and the Far East and
in November 1992 delivered into a
period timecharter with Sea-Land
Service, again on the Europe/Far East
route. Both sisters are now performing
under a five-year charter to Medi-
terranean Shipping Co., Geneva.
Egon Oldendorff acquired two
combined container/RoRo freighters
in November 1992, built in France as
part of a French-Polish joint venture,
the KAZIMIERZ PULASKI and the TADEUSZ
KOSCIUSZKO. These versatile ships
with a cargo capacity of 22,709
193
 tonnes, 544 lane metres on the
RoRo deck, and lower hold capa-
cities for 1,417 TEU plus 675 motor
vehicles had a Sulzer main engine
licence-built by Poznan-based
H. Cegielski of 21,350 kW output for
a service speed exceeding 20 knots.
The ships became redundant when
Polish Ocean Lines suspended their
North Atlantic liner service.
Tailor-made to compete with similar
freighters of Atlantic Container Line
(ACL) the ships’ chances of finding
buyers appeared slim. Oldendorff
superintendents found out that the
vessels could be modified into 27,000
tonnes/1,700 TEU units, or even into
pure containerships, at justifiable
cost. Conversion costs could
reasonably be expected to be on the
low side considering the worldwide
slump in newbuilding and conversion
activities. Having been taken over the
ships were given the Oldendorff
livery, and renamed HINRICH OLDEN-
DORFF (3) and GEBE OLDENDORFF (3)
at Lloyd-Werft in Bremerhaven
and Blohm + Voss in Hamburg,
respectively.
194
HINRICH OLDENDORFF delivered into a
four-year timecharter with Bridge
Line/Blue Star Line after previously
completing one round voyage for
Mediterranean Shipping Company of
Geneva (MSC). Renamed PYRMONT
BRIDGE the vessel operates on the
Australia/Far East and v.v. route.
Sistership GEBE OLDENDORFF
completed two North Atlantic round
voyages for account of Canada Mari-
time and thereafter one voyage for
Polish Ocean Lines. Eventually she
berthed at Jurong Shipyard in
Singapore on 15 April 1993. That
shipyard had been put to test before
when Egon Oldendorff had its two
multi-purpose freighters BEATE
OLDENDORFF and MARIA OLDENDORFF
lengthened in Singapore. Now, the
yard converted the vessel into a full
containership of approximately 2,000
TEU intake in a period of seven
weeks by removing the stern ramp
and the rear RoRo decks. The yard
fitted container cells and lift-away
hatch covers. One more deck came
on top of the former bridge deck and
now accommodated nautical, etc.
equipment, thereby enabling the ship
to carry five tiers of containers on
deck. Deadweight capacity increased
by 2,000 tonnes to 30,000, and the
draft grew from 10.5 to 11 metres.
These freighters are a class to
themselves having the following
outstanding features: high average
container weights, good reefer
container capacity, bow and stern
thrusters, modern navigational
equipment and very generously-
appointed passenger accommodation
including a swimming pool, a sauna
bath and a passenger lift.
GEBE OLDENDORFF, her conversion
completed, re-entered service on
2nd/3rd June 1993 and delivered into
a four to five-year period timecharter
with Neptune Orient Lines Ltd. of
Singapore for its service between the
Far East and the east coast of North
America.
Egon Oldendorff rounded off the
deal by taking over and placing
under its house flag the remaining
two ‘Polish French’ ships of the series
Close-up views and the ANNA OLDENDORFF (4) completed. (Photographs: Siegfried Hanselmann)
She and her sistership ERNA OLDENDORFF were constructed at Shikoku/Japan in 1993/94.

195
 “Con-Ro” ship HUGO OLDENDORFF in charter to Polish Ocean Lines.
early in 1993, the WLADYSLAW SIKORSKI
renamed HUGO OLDENDORFF and the
STEFAN STARZYNSKI, now GERDT OLDEN-
DORFF. Two each thereof had been built
by Chantiers Nav. de la Ciotat (GEBE
OLDENDORFF and HUGO OLDENDORFF),
and by Chantiers de l’Atlantique
of St. Nazaire.
196
Including the four newbuildings on
order, at the end of 1992 the Egon
Oldendorff fleet stood at 40 ships
aggregating 1.3 million tdw and
20,000 TEU capacity, including the
four newbuildings contracted. During
the ten-year period 1981/91 the company
acquired 36 ships thereby renewing
its entire fleet. Container vessel fixtures
(Photograph: J. Krayenbosch)
from 1988 for periods until 1997/98
took advantage of the firm market for
that category of ships. Dry bulk
carrier rate improvements were yet
to make themselves felt. At that time
the EO payroll listed a staff of 2,000,
thereof 1,300 afloat, 600 at FSG
shipyard, 60 in the Lübeck
headquarters and 10 in Hong Kong.
In a deal involving two newbuildings
ordered from FSG, Egon Oldendorff
in 1993/94 purchased three freighters
from Compania Chilena de
Navegacion Interoceanica SA of
Valparaiso: in summer 1993 delivery
was taken of Naikai/Japan-built 1,300
TEU multi-purpose freighter CCNI
AUSTRAL, chartered back until 1998 by
the Chileans. One year later
Oldendorff took over the two 1984/
83 Rendsburg-built sisterships CCNI
VALPARAISO and CCNI MAGALLANES.
The former has meanwhile delivered
into a nine-year bareboat charter with
Mint Holdings, while the latter has
commenced a three-year bareboat
charter to CTE, Spain. The Chilean
company ordered two Ecobox vessels
of the 34,000 tdw/2,000 TEU type
from Flensburger Schiffbau-Gesellschaft
for completion during 1996. However,
meanwhile the ships were placed in
the German “KG” market by fundraisers
MPC Capital, Hamburg, with a
three-year timecharter attached for
account CCNI.
Surveys have convinced the Lübeck
owners that the charter market
for virtually all sizes of cellular
container vessels is rapidly reaching
the point of saturation. Increasingly
this sector is being occupied by ships
financed through highly popular tax
schemes leading to supply exceeding
demand even in the medium term.
With no apparent potential for further
growth in sight Egon Oldendorff,
from 1993 onwards, began a steady
retreat from the cellular containership
market. All 14 units were either sold
or chartered out on period contracts.
Large containerships GERDT OLDEN-
DORFF (2) and HUGO OLDENDORFF (5)
were sold to their Saudi Arabian
timecharterers. MONTE PASCOAL, with
a charter-back attached, found
interested buyers in Monto Carlo.
CCNI VALPARAISO and MAGALLANES
delivered into nine-year and three-
year bareboat charters, respectively.
Geneva-based MSC took BIRTE
OLDENDORFF (4) and TETE OLDENDORF (3)
on five-year period charters with the
intention to purchase the ships on
expiry of their charters. Hyundai
newbuilding GERMAN SENATOR had
been sold at a very early stage, and
second-hand vessels T. WENDA and
H. CEGIELSKI may in this context be
termed mayflies. The two CCNI
newbuildings yet to be delivered
have been sold to clients of MPC
Capital, Hamburg, and GEBE OLDEN-
DORFF (3) and HINRICH OLDENDORFF (3)
have also been chartered out on
long-term contracts.
Egon Oldendorff strengthened its
cooperation with CSL by acquiring
their 62,732 tdw self-unloader CSL
INNOVATOR which currently trades in
the joint pool as the CHRISTOFFER
OLDENDORFF. The vessel was built in
1982 at Govan in Scotland and was
converted at the Brazilian Verolme
yard in 1988. She is expected to last
another ten to fifteen years, not least
because of her high lightweight of
16,000 tonnes.
197
 124) ELISABETH OLDENDORFF (2) –
1992-
ELPF9 – motor bulkcarrier –
13,696 GT/22,154 tdw –
29,301 cubic metres
157.5 m length over all, 25 m
beam, 9.1 m draft
two-stroke six-cyl. engine,
4,766 kW, made by Akasaka
Diesels Co, Yaizu, under
licence of Mitsubishi,
14.2 knots
18.5.1992 launched and 27.7.
1992 delivered by Onomichi
Dockard / Saiki Jukogyo
K. K., Saiki (No. 1020)
as ELISABETH OLDENDORFF
for Kingston Maritime Corp.,
Monrovia (LBR), mgr.
Egon Oldendorff. 1996
still trading.
mv ELISABETH OLDENDORFF (2)

125) POL ASIA /

HENRIETTE OLDENDORFF – 1992 –
SPES – motor container ship –
16,007 GT/21,723 tdw – 1308 TEU
165.00 m length, 26.00 m length,
9.83 m draft – 3 cranes 36 tons each
1 two-stroke five-cyl. engine,
7100 kW, made by Dalian Marine
Diesel Engine Works under
licence of Sulzer, 17 knots
21.3.1992 launched. 19.6.1992
completed by Flensburger Schiff-
bau-Gesellschaft mbH, Flensburg
(No. 678) as POL ASIA for Egon
Oldendorff, Lübeck. Same day
delivered into long-term bare
boat charter with Polish Ocean
Lines, Gdynia (POL). Bareboat
charter cancelled 1995 and vessel
renamed HENRIETTE OLDENDORFF,
Liberian flag (LBR). 1996 still
trading.

Containership POL ASIA

198
HINRICH OLDENDORFF as PYRMONT BRIDGE
126) HINRICH OLDENDORFF (3) –
1992-
ELPN2 – cellular containership/
Roll on-Roll off-cargo ship –
30,080 GRT/27,930 tdw
40,711 cubic metres grain,
544 lane metres plus 675 cars,
1704 TEU
202.50 m length over all,
31.70 m beam, 18.50 m depth,
9.50 m draft
1 two-stroke, ten-cyl. engine,
21,331 kW, made by H. Cegielski,
Poznan, under licence of Sulzer,
20 knots
24.4.1981 launched and in July
1981 completed by Chantiers
de l’Atlantique, St. Nazaire
(No. M27) as KAZIMIERZ PULASKI
for Polish Ocean Lines-Polskie
Linie Oceaniczne, Gdynia (POL).
1983 transferred to French-Polish
Shipping Co.-Francusko Polskie
Towarzstwo Zeglugowe, Gdynia.
1984 mgr. Polish Ocean Lines-
Polskie Linie Oceaniczne.
6.11.1992 sold to Kingston
Maritime Corp., Monrovia (LBR),
mgr. Egon Oldendorff, Monrovia
(LBR), renamed HINRICH
OLDENDORFF. February 1993
renamed PYRMONT BRIDGE.
1996 still trading.
ConRo vessel HINRICH OLDENDORFF (FotoFlite)
199
 127) GEBE OLDENDORFF (3) – 1992-
ELPM9 – cellular containership/
Roll on-Roll off-cargo ship –
30,085 GRT/22,709 tdw
40,713 cubic metres grain, 544
lane metres plus 675 cars, 1704 TEU
200.50 m length over all, 31.70 m
beam, 9.52 m draft
1 two-stroke, ten-cyl. engine,
21,331 kW, made by H. Cegielski,
Poznan, under licence of Sulzer,
20 knots
30.9.1981 launched and 1982 com-
pleted by Chantiers Navale de la
Ciotat, La Ciotat (No. 324) as
TADEUSZ KOSCIUSZKO for Polish Ocean
Containership GEBE OLDENDORFF as the NEPTUNE LAZULI. The extra bridge
deck was inserted when she ship was converted into a full container vessel.
Sistership GERDT OLDENDORFF was not converted
200
Lines-Polskie Linie Oceaniczne,
Gdynia (POL). 1983 transferred to
French-Polish Shipping Co.-Fran-
cusko Polskie Towarzstwo Zeglu-
gowe,Gdynia. 1984 mgr. Polish
Ocean Lines-Polskie Linie Ocea-
niczne. 14.11. 1992 sold to Kings-
ston Maritime Corp., Monrovia (LBR),
mgr. Egon Oldendorff, and renamed
GEBE OLDENDORFF. 1993 converted at
Singapore to a full containership of
31,207 GT/30,684 tdw/2014 TEU
on 11 m draft at Singapore, 15.3.
1993 arrived. 1993 renamed NEPTUNE
LAZULI. October 1994 renamed
SINGAPORE EXPRESS. 1996 still trading.
128) GERDT OLDENDORFF (2) –
1993-1994
ELIU5 – cellular containership/
Roll on-roll off-cargo ship –
30,076 GRT/27,788 tdw
40,713 cubic metres grain, 544 lane
metres plus 675 cars, 1704 TEU
200.25 m length, 31.70 m beam,
10.56 m draft
1 two-stroke, ten-cyl. engine,
21,324 kW, made by H. Cegielski,
Poznan, under licence of Sulzer,
20 knots
29.8.1981 launched and 1982 com-
pleted by Chantiers Navale d l’Atlan-
tique, St. Nazaire (No. N27) as
STEFAN STARZYNSKI for Polish Ocean
Lines-Polskie Linie Oceaniczne,
Gdynia (POL). 1983 transferred to
French-Polish Shipping Co.-Fran-
cusko Polskie Towarzstwo Zeglu-
gowe, Gdynia. 1984 mgr. Polish
Ocean Lines-Polskie Linie Oceanicz-
ne. 1993 sold to Rosebank Mari-
time Inc., Monrovia (LBR), renamed
GERDT OLDENDORFF. 1994 sold to
National Shipping Company of
Saudi Arabia (NSCSA) Dammam,
(SAU), renamed SAUDI RIYADH.
1996 still trading.
CHRISTOFFER OLDENDORFF
129) CHRISTOFFER OLDENDORFF (4)
– 1993-
ELQH5 – self-unloading motor
bulk carrier – 37,959 GT / 68,844
tdw – 227.74 m length over all,
32.31 m breadth on frames,
19.21 m depth, 13.48 m draft
one two-stroke five-cyl. engine
with 11,328 kW, built by J. G.
Kincaid & Co. Ltd., Greenock,
under licence of Burmeister & Wain
Launched 15.10.1981 for Movex
Ltd., Great Britain. In March 1983
completed by Govan Shipbuilders
Ltd, Govan-Glasgow (No. 253)
als gearless bulkcarrier PACIFIC
BREEZE for Lombard Discount
Ltd., London (GBR), mgrs.
Furness Withy (Shipping Ltd.
1986 sold to Ocean Lines Ltd.,
Nassau (BHS), Mgr. Canada
Steamship Lines Inc., renamed
ATLANTIC HURON. Converted to
a self-unloading bulk carrier in
1988 at Verolme/Brasil with
a new deadweight of 62,732 tdw
and renamed CSL INNOVATOR.
22.8.1990 put into Falmouth Bay
following a fire in her accommo-
dation block 20.8. when in a
position 48.37 N 12.12 W during
a voyage from Hamburg to
Halifax/N. She later returned to
Hamburg, arriving here 25.8.1990
for repairs. 1991 sold to The CSL
Group Inc., Monrovia (LBR).
1992 mgr. Constellation Ship
Management Ltd. 8.11.1993
sold to Aruba Maritime Inc.,
Monrovia (LBR), renamed
CHRISTOFFER OLDENDORFF Mgr.
Egon Oldendorff. 1996 still
trading.
201
 Container/Ro Ro vessel H UGO OLDENDORFF with a deckload of UN vehicles in the English Channel
130) HUGO OLDENDORFF (5) –
1993-1995
ELIU6 – cellular containership/
Roll on-roll off-cargo ship –
30,081 GRT/22,639 tdw
40,713 cubic metres grain, 544
lane metres plus 675 cars, 1417 TEU
200.50 m length, 31.70 m beam,
10.55 m draft
202
1 two-stroke, ten-cyl. engine,
21,324 kW, made by H. Cegielski,
Poznan, under licence of Sulzer,
21 knots
14.4.1981 launched and 1981
completed by Chantiers Navale de
la Ciotat, La Ciotat (No. 325) as
WLADYSLAW SIKORSKI for Polish
Ocean Lines-Polskie Linie
Oceaniczne, Gdynia (POL). 1983
transferred to French-Polish
Shipping Co.-Francusko Polskie
Towarzstwo Zeglugowe, Gdynia.
1984 mgr. Polish Ocan Lines-
Polskie Linie Oceaniczne. 1993
transferred to W. Sikorski, Gdynia,
managers as before. 1993 sold to
(FotoFlite)
Rosebank Maritime Inc., Monrovia
(LBR). Renamed HUGO OLDEN-
DORFF. 1993 remeasured to 27,788
tdw / 1,704 TEU. 1995 sold to
National Shipping Company of
Saudi Arabia (NSCSA), Dammam
(SAU), renamed SAUDI MAKKAH.
1996 still trading.
131) CAROLINE OLDENDORFF (2) –
1994-
ELPS2 – geared bulkcarrier
13,696 GT / 22,150 tdw – 29,300
cubic metres
157.5 m length over all, 25 m
beam, 12.70 m depth
one two-stroke six-cyl. engine,
4,766 kW, made by Akasaka
Diesels Co., Yaizu, under licence
of Mitsubishi, 14.2 knots
14.2.1993 launched by Saiki
Jukogyo K. K., Saiki (No. 1025)
for Roscoe Maritime Co.,
Monrovia and 22.4.1993
completed by Onomichi Zosen
K. K., Onomichi (No. 368) as
CAROLINE OLDENDORFF for
Rosebank Maritime Inc.,
Monrovia (LBR). 1996 still
trading.

mv CAROLINE OLDENDORFF on her trial trip

203
 132) DOROTHEA OLDENDORFF – 1994-
ELPX9 – geared bulkcarrier
13,696 GT / 22,145 tdw –
29,300 cubicmetres
157.5 m length over all, 25 m
beam, 12.70 m depth
one two-stroke six-cyl. engine,
4,766 kW, made by Akasaka
Diesels Co., Yaizu, under licence
of Mitsubishi, 14.2 knots
April 1993 launched by Saiki Juko-
gyo K. K., Saiki (No. 1026) for
Egon Oldendorff, Monrovia and
23.6.1993 completed by Onomichi
Zosen K. K., Onimichi (No. 369)
as DOROTHEA OLDENDORFF for
Rosebank Maritime Inc., Monrovia
(LBR). 1996 still trading.
DOROTHEA OLDENDORFF leaving builder’s yard

133) CCNI AUSTRAL – 1994 –

ELPC2 – semi-container
motor ship, part cellular,
part tweendeck
17,726 GRT / 22,200 tdw –
1127 TEU
176.68 m length over all,
27.05 m beam, 14.6 m depth,
9.85 m draft
one two-stroke seven-cylinder
engine, 9421 kW, made by
Hitachi Zosen, Sakurajima
Works, Osaka, under licence
of Burmeister & Wain, 19 knots
5.3.1992 launched and
27.5.1992 completed by Naikai
Shipbuilding & Engineering
Co. Ltd., Setoda (No. 568)
as CCNI AUSTRAL for Austral
Shipping Co. Ltd., Monrovia
(LBR). 1994 taken over
by Egon Oldendorff for
Rosewater Maritime Inc.,
Monrovia (LBR). 1995
remeasured to 24,190 tdw.
1996 still trading.

Semi-container motorship CCNI AUSTRAL.

204
134) DORTHE OLDENDORFF (4) –
1994-
ELQJ6 – geared bulkcarrier
13,696 GT / 22,059 tdw –
29,300 cubic metres grain
157.5 m length over all, 25 m beam,
12.70 m depth, 9.1 m draft
one two-stroke six-cyl. engine,
4,766 kW, made by Akasaka
Diesels Co., Yaizu, under licence
of Mitsubishi, 14.2 knots
4.11.1993 launched and 23.1.1994
completed by Onomichi Zosen K.
K., Onomichi (No. 375) and Saiki
Jukogyo K. K., Saiki (No. 1030) as
DORTHE OLDENDORFF for Kingston
Maritime Corp., Monrovia (LBR).
1996 still trading.
DORTHE OLDENDORFF (4), and

135) GRETKE OLDENDORFF (4) –

1994-
ELQJ7 – geared bulkcarrier –
13,712 GT / 22,050 tdw –
28,299 cubic metres grain
157.5 m length over all, 25 m
beam, 12.70 m depth
one two-stroke six-cyl. engine,
5296 kW, made by Mitsubishi-
Akasaka, 14.2 knots
10.1.1994 launched by Saiki
Jukogyo KK, Saiki (No. 376).
4.4.1994 completed by
Onomichi Dockyard /
Saiki Heavy Industries (No. 1031)
as GRETKE OLDENDORFF for
Kingston Maritime Corp.,
Monrovia (LBR). 1996 still
trading.

GRETKE OLDENDORFF (4) belong to a series of six ships from Onomichi Zosen

205
 136) ERNA OLDENDORFF (5) – 1994
ELQT8 – geared singledecker –
11,267 GT/18,355 tdw –
23,312 cubic metres
148.30 m length over all, 22.82 m
beam, 12.20 m depth, 9.17 m draft
1 two-stroke six-cyl. engine with
5075 kW, made by Mitsubishi
Engineering under licence of
Sulzer, 14.5 knots
8.4.1994 launched. 15.7. 1994
completed as ERNA OLDENDORFF
by Shikoku Dockyard Ltd.,
Takamatsu (No. 870 ) for Rose-
bank Maritime Inc., Monrovia
(LBR). 1996 still trading.

A photograph of the launching party in front of the newbuilding, (Collection Siegfried Hanselmann)
and decorating the newbuilding with streamers and balloons are Japanese traditions.

206
137) CCNI VALPARAISO – 1994 –
ELPK7 – geared motor container-
ship – 10,625 GT / 14,160 tdw /
1033 TEU
151.10 m length over all, 22.90 m
beam, 11 m depth, 8.35 m draft
one four-stroke eight-cyl. engine,
6690 kw, made by Krupp MaK
Maschinenbau, Kiel, 16.5 knots
Containership CCNI VALPARAISO, built at Rendsburg in 1983/84 as part of a series. Sistership M AGALLANES (on page 208).
31.3.1984 launched as KARIN S.
14.6.1984 completed by Werft
Nobiskrug GmbH, Rendsburg
(No. 719) as JEBSEN SOUTHLAND for
Schepers & Co. KG MS ‘Karin S’,
Elsfleth (DEU). 1988 renamed
KARIN S. 1989 renamed EMCOL
CARRIER. 1991 renamed ATLANTA.
1992 sold to Compania Chilena
de Navegacion Interoceanica SA.,
Valparaiso (CHL), renamed CCNI
VALPARAISO. 15.8.1994 sold to Egon
Oldendorff (Liberia) Inc., Monrovia
(LBR). In March 1995 delivered into
a nine-year bareboat charter with
Mint Holdings (UK) Ltd, renamed
FRANCOLI. 1996 still trading.
138) MAGALLANES – 1994-
ELPG5 – geared motor container-
ship – 10,544 GT / 14,000 tdw /
1033 TEU
151.10 m length over all, 22.90 m
beam, 11 m depth, 8.33 m draft
one four-stroke eight-cyl. engine,
6700 kW, made by Krupp
MaK Maschinenbau, Kiel,
16.5 knots
Im March 1983 launched as
WESTERMARSCH. 16.6.1983 completed
by Werft Nobiskrug GmbH,
Rendsburg (Bau-Nr. 714) as ZIM
MELBOURNE for Gebr. Peterson
Schiffahrtsgesellschaft ‘Wester-
marsch’ GmbH & Co. KG,
Hörsten, Homeport Rendsburg
(DEU). 1986 renamed WESTER-
MARSCH. 1986 renamed WOERMANN
ULANGA. 1990 renamed WESTER-
MARSCH. 1990 renamed DORIA. 1991
renamed ZIM URUGUAY. 1992 sold
to Compania Chilena de Navega-
cion Interoceanica SA., Valparaiso
(CHL) and renamed CCNI
MAGALLANES. 6.9.1994 sold to Egon
Oldendorff (Liberia) Inc., Mon-
rovia (LBR), renamed MAGALLANES.
In March 1995 delivered into a
three-year bareboat charter with
CTE, Madrid, renamed CTE
MAGALLANES. 1996 still trading.
(FotoFlite)
207
 MAGALLANES on the river Scheldt (Photograph: Eilhart Buttkus)

208
Sisterships ANNA OLDENDORFF (photo) and ERNA OLDENDORFF, built at Takamatsu on the Japanese island of Shikoku.

139) ANNA OLDENDORFF (3) – 1994-
ELQT7 – geared singledecker –
11,263GT/18,297 tdw –
136.00 m length pp, 22.80 m
beam, 12.8 m depth, 9.15 m draft
1 two-stroke six-cyl. engine with
5642 HP, built by Mitsubishi
Engineering, under licence of
Burmeister & Wain, 14 knots.
13.10.1994 completed as ANNA
OLDENDORFF by Shikoku Dockyard
Ltd., Takamatsu (No. 871 ) for
Rosebank Maritime Inc., Monrovia
(LBR). 1996 still trading.

209
 LINDA OLDENDORFF behind Copenhagen’s Little Mermaid 140) LINDA OLDENDORFF
motor bulk carrier
39,422 GT / 75,100 tdw /
85,158 cubic metres –
225 x 32.34 x 14.33 m –
1 Sulzer engine, 10,812 kW
19.5.1995 floating out
of building dock. 7.7.1995
christening. 28.7.1995 completed
by Burmeister & Wain (No. 953)
as LINDA OLDENDORFF for
Close-up view K/S Bulk A/S, Copenhagen,
of the unusual leased to Egon Oldendorff.
bow design 1996 still trading.

210
Ten years after having taken delivery vessel with 30 tonnes Liebherr twin construction and be built of mild
of the ‘Mark III’ type panamaxes cranes. Egon Oldendorff bought the steel. As a consequence of the severe
from Burmeister & Wain of ship from Alianca and renamed her shipping crisis from 1982 onwards
Copenhagen, Egon Oldendorff JOBST OLDENDORFF. many shipyards were forced to
contracted one ‘Mark V’ type
panamax from the same yard, on a
leasing basis. The ship was delivered
in July 1995 and was christened by
18 months-old Linda Oldendorff,
the second daughter of Henning
Oldendorff and probably one of the
youngest sponsors ever to name
a ship. The 75,100 tdw bulker boasts
economize on steel and took to using
a strong steel structure and 11,750
a high percentage (from 60 to 80 %)
tonnes lightweight.
of thin, high-tensile steel (HTS)
which is less corrosion-resistant
FAIR SPIRIT, built in 1974, was sold in
and has a tendency to buckle and
1995, but at the same time Olden-
to develop cracks when fatigued.
dorff Asia acquired a younger SD 14
This feature applies to many ships
type tweendecker, built in 1980 at
built from the mid-1980s onwards
CCN Maua in Brasil. The FROTA DURBAN Linda Oldendorff
and is likely to contribute to addi-
is on a one-year timecharter to the
Virtually the complete currently tional fleet renewal requirements
sellers, Frota Oceanica, and will
owned EO fleet is made up of ships in the next decade.
change her name thereafter.
with a high lightweight. To qualify
for acquisition by Egon Oldendorff,
The same yard had built the mv
candidates on the second-hand
NOBILITY in 1983 which in 1989 was
tonnage market must be of strong
converted to a 12,800 tdw/500 TEU
multipurpose tweendeck/container

211
 To illustrate the importance of this
Vessel Type (EO fleet) tdw Approx. lightweight % more
point, the following list of EO ship
EO ships ‘standard’ ships
types includes their respective
LINDA OLDENDORFF 75,000 11,750 9,500 + 24 %
lightweights, as compared with
Jiangnan S/U Newbuildings 71,000 16,000 12,000 + 33 %
‘standard’ ships. BALTIC MERMAID / MARINE R. 64,000 12,000 9,000 + 33 %
Gdansk Newbuildings 49,000 12,000 9,000 + 33 %
Guangzhou Newbuildings 44,000 10,000 6,250 + 60 %
In this context the term ‘standard’
BIRTE / TETE OLDENDORFF 34,000 8,500 7,000 + 21 %
is used to describe typical Dalian Newbuildings 29,000 8,000 5,500 + 45 %
comparable standard ship types EIBE / EMMA / ECKERT O. 29,000 8,000 5,500 + 45 %
RIXTA / REGINA OLDENDORFF 28,000 8,000 5,000 + 60 %
on offer from shipyards for the
DIETRICH / JOHANNA OLDENDORFF 23,000 8,600 6,000 + 43 %
last ten years. It can be seen from HELGA / HENRIETTE OLDENDORFF 22,000 7,400 5,500 + 35 %
the list that the light weight of ships HILLE / IMME OLDENDORFF 21,000 7,000 5,000 + 40 %
in the Egon Oldendorff fleet exceeds MARIA / BEATE OLDENDORFF 20,000 8,000 5,000 + 60 %
Wuhu Newbuildings 20,000 6,000 4,800 + 25 %
that of ‘standard’ vessels by 20 to
JOBST OLDENDORFF 13,000 5,000 3,900 + 28 %
60 percent. They are stronger and
have a higher life expectancy.

Some Korean panamax designs

have 8,500 lightweight tonnes, and
a Japanese handymax 45,000 tonnes
bulker design may offer only some
6,000 lightweight tonnes. Both
figures are about 40 percent down
on what a shipowner could expect
to get for his money up to the
early 1980s.

mv ELISABETH OLDENDORFF (2)

212
141) TBN
motor open-hatch box-shaped
bulk carrier (OHBS) – 49,000 tdw /
2100 TEU / 60,000 cubic metres
grain – 199.98 x 30.80 x 12.00 m
1 two-stroke five-cylinder engine
with 11,800 HPe, made by
H. Cegielski, Poznan, under
licence of Sulzer, 14.5 knots
Ordered with Gdansk Shipyard
(No. B 683/3) for delivery in
August 1996.
142) TBN
motor open-hatch box-shaped
bulk carrier (OHBS) – 49,000 tdw /
2100 TEU / 60,000 cubic metres
grain – 199.98 x 30.80 x 12.00 m
1 two-stroke five-cylinder engine
with 11,800 HPe, made by
H. Cegielski, Poznan, under
licence of Sulzer, 14.5 knots
Ordered with Gdansk Shipyard
(No. B 683/4) for delivery in
October 1996
143) TBN
open-hatch box-shaped motor
ship (OHBS) – 29,000 tdw /
1,200 TEU – 181 x 26 x 9.98 m –
1 two-stroke five-cylinder engine
with 8700 HPe, made by Dalian
Marine Diesel Works, under
licence of MAN/B & W, 14 knots
Ordered with Dalian Shipyard
(No. 280/3) for delivery in
November 1996
144) TBN
open-hatch box-shaped motor
ship (OHBS) – 29,000 tdw /
1,200 TEU – 181 x 26 x 9.98 m
1 two-stroke five-cylinder engine
with 8700 HPe, made by Dalian
Marine Diesel Works, under
licence of MAN/B&W, 14 knots
Ordered with Dalian Shipyard (No.
280/4) for delivery in June 1997
JOBST OLDENDORFF (3) as NOBILITY
145) TBN
open-hatch box-shaped motor ship
(OHBS) – 20,000 tdw / 900 TEU /
24,000 cbm – 151 x 23,0 x 9,75 m
1 two-stroke six-cylinder engine
with 10,500 HPe, made by Hudong
Shipyard, under licence of MAN /
B&W
Ordered with Wuhu Shipyard (No.
9515) for delivery in May 1997
146) TBN
open-hatch box-shaped motor ship
(OHBS) – 20,000 tdw / 900 TEU /
24,000 cbm – 151 x 23.0 x 9,75
1 two-stroke six-cylinder engine
with 10,500 HPe, made by Hudong
Shipyard, under licence of MAN /
B&W
Ordered with Wuhu Shipyard (No.
9516) for delivery in October 1997
(FotoFlite)
147) TBN
open-hatch box-shaped motor ship
(OHBS) – 20,000 tdw / 900 TEU /
24,000 cbm – 151 x 23,0 x 9,75 m
1 two-stroke five-cylinder engine
with 10,500 HPe, made by Hudong
Shipyard, under licence of MAN /
B&W
Ordered with Wuhu Shipyard (No.
9517) for delivery in April 1998
148) TBN
open-hatch box-shaped motor ship
(OHBS) – 20,000 tdw / 900 TEU /
24,000 cbm – 151 x 23,0 x9,75 m
1 two-stroke six-cylinder engine
with 10,500 HPe, made by Hudong
Shipyard, under licence of MAN /
B&W
Ordered with Wuhu Shipyard (No.
9518) for delivery in August 1998
149) JOBST OLDENDORFF (3) –
1995-
ELQS4 – 8975 GT / 12,803 tdw /
500 TEU / 21,726 cubic metres
grain – 140.98 m length over all,
20.45 m beam on frames,
11.74 m depth
one two-stroke 6-cylinder diesel
engine, 6179 kW, made by
Mecanica Pesada SA, Taubate,
under licence of MAN,
15 knots
8.9.1982 launched. 1983 com-
pleted by Cia. Comercio e
Navegacao CCN Maua Shipyard,
Niteroi (No. 157) as ALESSANDRA
for Empresa de Navegacao
Alianca SA, Rio de Janeiro (BRA).
1994 sold to Van Dyk Shipping
Corp., Monrovia (LBR), Maritime
Services Aleuropa GmbH,
Hamburg, appointed as
managing owners, renamed
NOBILITY. In September 1995
sold to Egon Oldendorff,
Lübeck (LBR), and renamed
JOBST OLDENDORFF.
1996 still trading.
213
 Semi containership FROTADURBAN
150) FROTADURBAN – 1995
3BJG – 8585 / 11,372 GRT /
12,100 / 14,650 tdw –
18,395 cubic metres grain –
160.03 m length over all,
21.39 m beam on frames,
12.58 m depth
152) HUGO OLDENDORFF (6)
craned bulkcarrier – 44,000 tdw /
56,000 cubic metres
199.00 x 30.00 x 10.98 m –
1 five-stroke engine with 10,600
214
1 two-stroke 6-cylinder diesel
engine with 8385 kW, made by
Mecanica Pesada SA, Taubate
under licence of MAN, 17 knots
26.10.1979 launched. August 1980
completed by Ca. Comercio e
Navegacao CCN Maua Shipyard,
HP, made under Sulzer-licence,
14,5 knots
Ordered with Guanghzou
Shipyard (No. 513/3) for delivery
in November 1997.
Niteroi (No. 134) as FROTADURBAN
for Frota Oceanica Brasileira SA,
Rio de Janeiro (BRA). 1987 home-
port Macau (BRA). August 1995
sold to Egon Oldendorff (Hong
Kong) Ltd., Hong Kong (LBR).
1996 still trading.
153) GERDT OLDENDORFF (3)
craned bulkcarrier – 44,000 tdw /
56,000 cubic metres
199.00 x 30.00 x 10.98 m –
1 five-stroke engine with 10,600
(FotoFlite)
151) TBN
conveyor belt self-unloader
71.000 tdw – 225 x 32.2 x 14.2 m –
2-stroke 6-cylinder engine with
14,666 HPe, built by Dalian, under
licence of Burmeister & Wain
Ordered with Jiangnan Shipyard
(No. 2228) for delivery in July 1998.
HP, made under Sulzer-licence,
14,5 knots
Ordered with Guanghzou
Shipyard (No. 513/4) for delivery
in March 1998.

◆ into being in March 1995. Operating
Building
The
Future
◆
Up to the time of publishing this
book, the current decade has been
quite eventful for Egon Oldendorff.
But development does not stop here,
and this last chapter attempts to
forecast future events by describing
the newbuildings which will join the
fleet in the next few years.
Furthermore, it contains a brief
update on how Flensburger Schiff-
bau-Gesellschaft will have fared in its
first seven years under EO control
and it also lists the ships operated
commercially by Egon Oldendorff
on a period timecharter basis during
the past six years.
A new subsidiary company came
from the Egon Oldendorff
headquarters at Lübeck, Concept
Carriers GmbH & Co. KG is a ship
and cargo operator which will
complement the activities of its
parent company and which offers
additional and new business
opportunities. Concept Carriers is a
member of the growing ‘family’ of
EO companies and benefits from the
financial backing and resources of its
parent. However, it carries out its
activities as an independent and
separate business unit led by Frank
Eger.
Thus far it has primarily relied on
timechartered tonnage for world-
wide carriage of bulk and unitized
commodities booked variously as
parcels, full cargoes or under
contracts of affreightment.
In its successful first ten months of
operation, Concept Carriers typically
had around seven or eight vessels of
between 28,000 and 45,000 tdw on
long period timecharter, while more
than 100 fixtures for timecharter trips
ranging from 40 to 60 days have
been concluded for similar tonnage.
For Egon Oldendorff, Concept
Carriers is a valuable learning
experience ultimately aimed at
obtaining better access to cargoes.
Flensburger Schiffbau-Gesellschaft
mbH & Co. KG (FSG) will continue
to face challenges as it moves into
the second half of the 1990s under its
managing director, Fred Garbe.
The shipyard had been rescued, in
March 1990, by Egon Oldendorff,
after a four-year bankruptcy period
with not a single order in its books.
Since then, the shipyard has achieved
a remarkable turn-around. Its
orderbook is filled into the year 1997,
seven years after the company was
acquired.
215
 More than 20 contracts worth in
excess of DM 1 billion represent a
successful come-back for FSG which
has a reputation for quality
workmanship, solid steel construction
methods and for keeping delivery
dates. The hardest part was
changing the production planning
methods and improving efficiency.
In the event, productivity has been
vastly improved, and the yard now
turns out three large vessel per
annum, as compared with the
previous two p. a., with an
unchanged workforce of 600 TRADE SOL, the first Ecobox built by FSG (FotoFlite)

dedicated employees. The ECOBOX

type of vessel of which a total of ten The first seven years: Orders for delivery 1990-1996 from FSG
units have been ordered so far, has
Hull Nº Vessel Size Buyer Delivery
proved a very successful product
676 Hopper-Dredger GUAYANA 12,000 tdw Incanal, Venezuela 6/1990
line. 677 MP Tween / Cont. vsl POL EUROPE 21,000 tdw / 1,300 TEU Egon Oldendorff 1/1992
678 MP Tween / Cont. vsl POL ASIA 21,000 tdw / 1,300 TEU Egon Oldendorff 6/1992
As FSG is about to enter its 125th
679 Doubleskin Pushbarge ODIN 14,500 tdw Svitzer (A. P. Møller) 2/1991
year, market conditions are still 680 Doubleskin Pushbarge THOR 14,500 tdw Svitzer (A. P. Møller) 4/1991
– Ferry Conversation contracts 26/52 m elongations DFDS/Stena AB 8+10/1990
fiercly competitive. A strong national 683 Doubleskin Pushbarge BRAGE 14,500 tdw Svitzer (A. P. Møller) 8/1992
684 Doubleskin Pushbarge BALDUR 14,500 tdw Svitzer (A. P. Møller) 10/1992
currency, extremely high wages and 681 Tender ‘Type 404’ RHEIN Navy support vessel German Navy 10/1993
682 Tender ‘Type 404’ WERRA Navy support vessel German Navy 12/1993
social expenses add to the burdens. 685 ECOBOX CC 42 TRADE SOL 42,000 tdw / 2,480 TEU Sinotrans, China 4/1994
686 ECOBOX CC 42 TRADE COSMOS 42,000 tdw / 2,480 TEU Sinotrans, China 10/1994
FSG will have to continue to improve
688 ECOBOX CC 42 JAMES LYKES 42,000 tdw / 2,480 TEU ALTS/Lykes Lines 3/1995
its productivity and to make use 689 ECOBOX CC 42 JOSEPH LYKES 42,000 tdw / 2,480 TEU ALTS/Lykes Lines 8/1995
696 ECOBOX CC 42 JOHN LYKES 42,000 tdw / 2,480 TEU ALTS/Lykes Lines 12/1995
of ‘financial engineering’ tools 691 ECOBOX CC 42 42,000 tdw / 2,480 TEU ALTS/Lykes Lines 4/1996
687 ECOBOX CC 34 CCNI CHILOE 34,000 tdw / 2,000 TEU MPC/CCNI, Chile 8/1996
to be able to offer attractive packages 692 ECOBOX CC 34 CCNI AYSEN 34,000 tdw / 2,000 TEU MPC/CCNI, Chile 12/1996

to its customers.

216
Since 1990 Egon Oldendorff and its
subsidiaries, Oldendorff Asia and
Concept Carriers have taken an
increasing number of ships on
timecharter for varying periods.
The intention is to supplement the
owned fleet with additional tonnage
chartered-in, thereby broadening
the exposure and gaining more
experience in certain sectors, but
also to cater for contract cargoes or
parcels, and to reach critical mass for
better market support and enhanced
earnings.
The table on page 219 lists 30 ships,
half of which have been fixed
for periods of two years or more,
some for up to eight years.

The following ships deserve special

mention: Panamax newbuilding LUISE
OLDENDORFF owned by Teh Hu,
panamax IRENE OLDENDORFF owned
by Sinochem, the two semi-open
box-shaped Taiheiyo newbuildings,
the box-shaped Wismar OBC type
SOLIN, and the conveyor-belt
self-unloader newbuilding
HAI WANG XING.
Bulk carriers LUISE OLDENDORFF (above) and IRENE OLDENDORFF (page 219), (FotoFlite)
the only ships in long-term timecharters to Oldendorff to be given Oldendorff names.

217
 The owned fleet which remains the
very core of Egon Oldendorff
activities, has been constantly
renewed during the last decades.
On average, three to four new-
buildings per annum are required
just to maintain the average age of a
fleet of 50 to 60 vessels. Fleet renewal
can also be achieved through second-
hand acquisitions and Egon Olden-
dorff will continue to purchase
attractively-priced used vessels.
At the time of going to press, eleven
newbuildings have been firmly
ordered by Egon Oldendorff, for
delivery in 1996, 1997 and 1998:
All newbuildings will be built
primarily from thick mild steel for
better vessel durability and also to
avoid costly major steel renewals in
later years. The lightweight is typically
some 40 % higher than e. g. for Korean-
built standard designs. This affords
the option of trading the ships over
a life cycle of 25 to 30 years and is
an important part of the Egon Olden-
dorff corporate policy, as opposed to
the philosophy of asset traders.
For precisely the same reasons Egon
Oldendorff is not interested in
undertaking third-party shipmana-
gement against a service fee. By
managing only its own assets the
company does not have to justify
increasing operating expenses in any
one year which may be inevitably
necessary to keep costs down in
subsequent years, or may extend a
ship’s useful life. Barring few
notable exceptions it is felt in Egon
Oldendorff that shipmanagers
depending on fees do not as a rule
apply the same dedication and
commitment to maintaing an asset in
excellent shape that they would if
they were to own the asset
themselves.
The newbuildings will incorporate
the following features:

Hull No. Shipyard tdw TEU Type Delivery

683/3 Gdansk/Poland 49,000 2,100 OHBS 8/1996

683/4 Gdansk/Poland 49,000 2,100 OHBS 10/1996
280/3 Dalian/China 29,000 1,200 OHBS 11/1996
280/4 Dalian/Chia 29,000 1,200 OHBS 3/1997
9515 Wuhu/China 20,000 900 OHBS 5/1997
9516 Wuhu/China 20,000 900 OHBS 10/1997
9517 Wuhu/China 20,000 900 OHBS 4/1998
9518 Wuhu/China 20,000 900 OHBS 8/1998
2228 Jiangnan/China 71,000 6,000 tph Self-unloader 7/1998
513/3 Guanghzou/China 44,000 craned bulker 11/1997
513/4 Guanghzou/China 44,000 craned bulker 3/1998

218
 List of Vessels on Period Time Charter
Nº Charterer Vessels Name Dead- Type Dura- Deli- Rede- Nº Charterer Vessels Name Dead- Type Dura- Deli-
weight tion very livery weight tion very

1 Oldendorff GREAT GLEN 27,931 Bulker short 09/90 12/90 16 Concept Carriers SPAR TWO 35,971 Bulker 1 year 01/95
2 Oldendorff Asia CALEDONIAN PRINCE 41,829 Bulker 2 years 11/91 09/93 17 Concept Carriers KAPITAN SOROKA 34,170 Bulker 1 year 03/95
3 Oldendorff PANACEA 45,244 Bulker short 06/91 07/91 18 Oldendorff Asia MARIA F. 24,712 Bulker 1.5 years 04/95
4 Oldendorff Asia LOK PREM 26,710 Bulker 1 year 05/91 06/94 19 Concept Carriers SANMAR PAVILLION 36,400 Bulker 1 year 06/95
5 Oldendorff RALU 22,066 Bulker short 07/90 12/90 20 Oldendorff Asia LINCOLN K. 15,144 Tween 1 year 01/95
6 Oldendorff KAPITAN TRUBKIN 27,082 Bulker short 05/92 12/92 21 Concept Carriers VERNER 37,662 Bulker 1 year 07/95
7 Oldendorff ROMAN KARMEN 39,413 Bulker 1 year 07/92 06/93 22 Oldendorff HAI WANG XING 38,997 Selfunl. 2+1+1+1 y. 06/95
8 Oldendorff TAMAMIMA 18,500 Tween 1 year 01/94 02/95 23 Oldendorff FROTA SINGAPORE 14,249 Tween Pool 08/95
9 Oldendorff TAMATHAI 18,500 Tween 1+1 years 12/93 24 Oldendorff Asia BEL AZUR 14,249 Tween Pool 08/95
10 Oldendorff TAMAPATCHAREE 18,500 Tween 1+1 years 01/95 25 Concept Carriers HANDY EXPLORER 34,072 Bulker 3 years 10/95
11 Oldendorff SOLIN 24,374 Bulker 2+2 years 02/95 26 Concept Carriers HANDY SUCCESS 34,072 Bulker 2 years 09/96
12 Oldendorff LUISE OLDENDORFF 72,700 Bulker 6+1+1 y. 11/94 27 Concept Carriers OCEAN TRADER 42,053 Bulker 2 years 11/95
13 Oldendorff IRENE OLDENDORFF 62,210 Bulker 5+1.5 y. 10/92 28 Oldendorff Asia EVER FOREST 26,973 Bulker 3+1+1 y. 11/95
14 Oldendorff COLUMBUS OLIVOS 23,930 Cont. 2+2 years 12/94 29 Oldendorff Asia TAIHEIYO TBN 1 23,500 Bulker 5 years 11/96
15 Oldendorff Asia PAC QUEEN 26,666 Bulker 2 years 04/95 30 Oldendorff Asia TAIHEIYO TBN 2 23,500 Bulker 3 years 02/97

Furthermore, the three Oldendorff companies have taken many vessels on T/C trip basis and have booked cargoes/parcels for these trips.

For sketches of four of the newly-

designed ship types (page 220)
please refer to pages 16/17.
All ships feature coating and corrosion-
protection schemes of a high
standard, also alternate hold loading,
grain stability, CO2 in holds, double-
skin hull throughout and generally,
a maintenance-friendly layout.
The box-shaped vessels are eminently
suitable for the carriage of a variety
of unitized cargoes such as forest and
paper products, steel, pipes,
packaged and/or palletized and/or
IRENE OLDENDORFF on River Scheldt. (Photograph: Eilhart Buttkus) bagged cargoes as well as containers,

219
 Two ‘wide hatch’ craned handymax
49,000 tdw Open- Hatch Box- Shaped (OHBS) Ships, ex Gdansk
49,000 tdw on 12m draft, 199.98m loa/30.8m breadth, DNV class bulkcarriers of 44,000 tdw will be
5 holds and 5 open hatches, mostly 26.4 x 25.2m, hydraulically folding covers
2,100 TEU, 4 x 35 tonne electro-hydraulic high-speed deck cranes, timber stanchions, leased under a bareboat charter with
60,000 cu m, tanktop strength 20 tonnes/sq m, high container stackweights
purchase options from clients of MPC
Sulzer 5RTA62U of 11,800 HP, 3 x 925 HP auxiliaries, speed 14.5 knots
lightweight abt. 11,750 tonnes / 88% mild steel Capital, Hamburg. The units are
29,000 tdw Open- Hatch Box-Shaped (OHBS) Ships, ex Dalian
scheduled for delivery in November
29,000 tdw on 9.98m draft, 181m loa / 26m breadth, ABS class
5 holds and 5 open hatches, mostly 25 x 22.5m with hydraulically folding covers 1997 and March 1998 from
1,200 TEU, 5 x 30 tonne electro-hydraulic Liebherr deck cranes, combinable to 60 tonnes
36,300 cu m, tanktop strength 23 tonnes/sq m, fully squared off in all holds Guangzhou Shipyard and earmarked
B&W 5S50MC of 8,700 HP, 3 x 680 HP auxiliaries/shaft generator, 14 knots
lightweight abt. 8,100 tonnes / 90% mild steel for the operations of Concept
20,000 tdw Open-Hatch Box-Shaped (OHBS) Ships, ex Wuhu Carriers.
20,000 tdw on 9.75m draft, 151m loa / 23.1m breadth, Lloyd’s class
4 holds and 4 open hatches, mostly 19 x 20m with hydraulically folding covers
900 TEU (not fitted), 3 x 30 tonne electro-hydraulic Hägglund deck cranes The panamax self-unloader is
24,000 cu m, tanktop strength 20 tonnes/sq m, timber stanchions
B&W 6L50MC of 10,500 HP (derated), 3 x 600 HP auxiliaries/shaft generator, 14 knots earmarked to slot into the pool
lightweight abt. 6,000 tonnes / 90% mild steel
operated by CSL International Inc.,
71,000 tdw Conveyor-Belt Self-Unloader (S/U), ex Jiangnan
71,000 tdw on 14.2m draft, 225m loa / 32.2m breadth, Lloyd’s class headquartered at Beverley near
7 holds and 9 hatches with side-rolling covers, bow thruster
70,000 cu m, conveyor-belt self-unloading system with 80m discharge boom, Boston/Mass. in the United States.
unloading capacity up to 6,000 tonnes/h, dust suppression/noise reduction systems
B&W 6S60MC of 14,666 HP (derated), auxiliaries: 2 x 1,750 HP, 2 x 900 HP, 15 knots Canada Steamship Lines / CSL Inter-
lightweight abt. 16,000 tonnes / 87% mild steel
national have ordered two sisterships
2 x 44,000 tdw Craned Bulkcarriers, ex Guanghzou
44,000 tdw on 10.98 m draft, 199 m loa / 30.0 m breadth, Germanischer Lloyd class
for delivery in the first and fourth
6 holds and 6 hatches, each 18.8 m wide with hydraulically folding covers quarters of 1998. EO and CSL each
56,000 cu m, tanktop strength 22 t/sq m, auxiliaries 3 x 700 HP, 14.5 knots
lightweight abt. 10,000 tonnes / 80 % mild steel have one option for a further vessel
for delivery in 1999. Jiangnan
project cargo and various bulk and neo- ling of bulk cargoes in grabstrengthe- Shipyard, China’s second-largest
bulk commodities. Considering the ned holds. Egon Oldendorff intends shipbuilding company after Dalian
diminishing number of tweendeckers to deploy the 49,000 tonners and the shipyard, recently celebrated its
in the world cargo fleet the smaller 29,000 tonners in pools operated 130th anniversary.
size OHBS ships could be termed together with Danish shipowners. Self-unloaders can discharge bulk
‘multipurpose replacement’ type Technical management of the vessels cargoes faster and without requiring
vessels, but this should not distract from will be a Lübeck headoffice shore-based handling equipment.
their versatility which includes hand- responsibility.

220
The pool will then consist of six
panamax vessels, three from each
partner, plus a number of chartered-
in panamax or handysized self-
unloaders. Most of these ships trade
under long-term contracts of
affreightment, mainly in South
America, Europe, both coasts of
North America and in the Caribbean.
CSL and Egon Oldendorff are pleased
with the commercial success of the
pool, and their recent three-ship
newbuilding order underscores
both parties’ commitment to the
self-unloader principle. The new
generation of conveyor-belt self-
unloaders will incorporate many
innovative improvements of the
unloading system with the object of
simplifying the unloading process,
improving the control of the un-
loading rate whilst also permitting
to handle a wider variety of cargoes.
The ships will be equipped with
built-in noise and dust suppression
facilities enabling them to discharge
dusty bulk cargoes in the most
environment-protective manner.

YEOMAN BANK on Elbe 1 roads awaiting discharging orders. (Photograph: Eilhart Buttkus)

221
 View of weatherdeck of bulk carrier UNITED VENTURE ex HELGA OLDENDORFF (2). (Photograph: Svendinde von Loessel)

222
Henning Oldendorff has guided the
firm of Egon Oldendorff in new
directions. Throughout that process
he was able to build on his father’s
experience and reputation.
Having taken his A levels and after
completing compulsory military
service in the German navy, he was
trained as a shipping apprentice in
Hamburg and worked as a trainee
broker in London, New York and San
Francisco.
Henning Oldendorff returned to
Lübeck in 1980 and worked
alongside his father for three and
one half years. His first major deals
for the family-owned company
were the acquisition of the six-
month old panamax bulker SEA SCOUT
(ex-KAREN T.) and negotiating the
order for the subsequent sistership
newbuildings.
His father died when Henning Olden-
dorff was 26 years of age. During the
last 14 years he bought about 60 ships
of which half were newbuildings or
newbuilding re-sales. The average
age of the EO fleet has been reduced
from 12.5 to 7.5 years.
At the turn of the years 1995/1996,
Egon Oldendorff and its associated
companies employ about 2,100 staff
in shipping and shipbuilding. The
current fleet list of about 78 ships
(including 23 ships on timecharter)
totals some 2,500,000 tdw and about
40,000 TEU, comprising bulk carriers,
self-unloaders, open-hatch vessels,
containerships as also tweendeck/
container multipurpose vessels.
Approximately 1,400 seafarers from
43 countries serve on board the EO
fleet. Just under 100 staff work in the
offices of Egon Oldendorff and
Concept Carriers in Lübeck and of
Oldendorff Asia in Singapore. The
shipbuilding subsidiary, FSG of
Flensburg employs 600 staff. The
Oldendorff companies are also
engaged in real estate and farming.
The Oldendorff companies continues
to be fully family-owned. Henning
Oldendorff values his independence
since quick decision-making with-
out prior reference to outsiders
is vital in the cyclical shipping
industry.
Egon Oldendorff celebrates its 75th
anniversary more than a decade after
its founder died on 9th May 1984.
He started the firm in Hamburg from
humble beginnings in 1921 and built
up a respectable fleet twice, before
and after world War II. His son,
Henning Oldendorff, characterizes
him as having been conservative and
bold at the same time, cost conscious
down to minute detail but generous
when he sensed a rewarding
business opportunity:
„He had the courage to go his own
way and did not listen to the faint-
hearted. But he was cautious enough
to steer a prudent course for the long-
term benefit of the company and his
employees. All of us, afloat and
ashore, will continue to live up to the
founder’s standards of commitment
and responsibility, which had always
been high.“
The rejuvenated fleet may have
changed its face over the years, the
company expanded into shipbuilding
and timecharter/ cargo operator
activities, but the spirit of the
founder, Egon Oldendorff, lives on.
223
224
Fleet Positions
as of July 1995

225
 POSITIONS REEDER UND SCHIFFSMAKLER 21/11/1995

BULKCARRIERS tdw built cranes TEU charter free

LINDA OLDENDORFF 75,100 95 B&W gearless ➾ 8/12 Trinidad
DORA OLDENDORFF 73,974 74 Rijeka gearless February 1996
LUISE OLDENDORFF (T/C) 72,873 94 Samsung gearless end December 1995
BALTIC MERMAID 64,145 84 B&W gearless 1,000 ➾ 29/11 Continent
MARINE RANGER 63,940 84 B&W gearless ➾ 21/11 Continent
IRENE OLDENDORFF (T/C) 62,210 82 Hashihama gearless January 1996
■ Newbuilding 513/3 (HUGO O.) 44,000 97 Guangzhou 4 x 30 t November 1997
■ Newbuilding 513/4 (GERDT O.) 44,000 98 Guangzhou 4 x 30 t March 1998
■ OCEAN TRADER (T/C) 42,053 84 Nipponkai 4 x 25 t ➾ 2/1/96 Morocco
■ AYIA MARINA (T/C) 38,816 84 IHI 4 x 25 t ➾ 22/12 Varna
■ VERNER (T/C) 37,662 84 Kanasashi 4 x 25 t ➾ 14/12 Brazil
■ SANMAR PAVILLION (T/C) 36,400 77 Imabari 4 x 25 t ➾ 10/1/96 Chile
■ SPAR 2 (T/C) 35,971 82 Imabari 4 x 25 t ➾ 28/12 Turkey
■ KAPITAN SOROKA (T/C) 34,170 81 Gdynia 4 x 25 t April 1996
■ HANDY SUCCESS (T/C) 34,072 82 Mitsubishi 4 x 25 t October 1996
■ HANDY EXPLORER (T/C) 34,072 82 Mitsubishi 4 x 25 t ➾ 20/12 Turkey
RIXTA OLDENDORFF 28,031 86 Dalian 4 x 25 t ➾ 8/12 Japan
REGINA OLDENDORFF 28,031 86 Dalian 4 x 25 t ➾ 26/12 Far East
■ HELENA OLDENDORFF 28,354 84 Jiangnan 4 x 25 t ➾ 7/12 Black Sea
✪ EVER FOREST (T/C) 26,973 89 Minami 4 x 30 t ➾ 5/12 Japan
✪ Pacqueen (T/C) 26,666 86 Imabari 4 x 25 t ➾ 20/12 South Korea
✪ MARIA F. (T/C) 24,712 80 Onomichi 4 x 30-60 t February 1996
✪ TAIHEIYO TBN (T/C) 23,500 96 Onomichi 4 x 30 t November 1996
✪ TAIHEIYO TBN (T/C) 23,500 97 Onomichi 4 x 30 t February 1997
✪ HANS OLDENDORFF 22,531 79 Kurushima 4 x 25 t (derr)January 1996
✪ LUCY OLDENDORFF 22,160 92 Onomichi 4 x 30 t ➾ 20/12 Japan
✪ ELISABETH OLDENDORFF 22,154 92 Onomichi 4 x 30 t January 1996
✪ CAROLINE OLDENDORFF 22,150 93 Onomichi 4 x 30 t January 1996
✪ DOROTHEA OLDENDORFF 22,145 93 Onomichi 4 x 30 t ➾ 30/12 Japan
✪ DORTHE OLDENDORFF 22,059 94 Onomichi 4 x 30 t ➾ 17/12 Japan
✪ GRETKE OLDENDORFF 22,050 94 Onomichi 4 x 30 t ➾ 20/12 Japan
✪ ERNA OLDENDORFF 18,355 94 Shikoku 4 x 30 t ➾ 25/11 Japan
✪ ANNA OLDENDORFF 18,297 94 Shikoku 4 x 30 t January 1996

OPEN HATCH BOX SHAPED (OHBS) VESSELS

Newbuilding 683/3 48,800 96 Gdansk 4 x 35 t 2,100 August 1996
Newbuilding 683/4 48,800 96 Gdansk 4 x 35 t 2,100 September 1996
Newbuilding 280/3 29,300 96 Dalian 5 x 30-60 t 1,200 November 1996
Newbuilding 280/4 29,300 97 Dalian 5 x 30-60 t 1,200 March 1997
Newbuilding 9515 20,000 97 CSSC/Wuhu 3 x 30 t 900 May 1997
Newbuilding 9516 20,000 97 CSSC/Wuhu 3 x 30 t 900 October 1997
Newbuilding 9517 20,000 98 CSSC/Wuhu 3 x 30 t 900 March 1998
Newbuilding 9518 20,000 98 CSSC/Wuhu 3 x 30 t 900 August 1998
SOLIN (T/C) 24,374 85 Wismar 4 x 25-48 t 802 February 1996

✪ = commercially controlled by OLDENDORFF ASIA (PTE) LTD., Singapore

■ = commercially controlled by CONCEPT CARRIERS GmbH&Co.KG, Lübeck
❖ = commercially controlled by CSL - EO POOL, Beverly / USA

226
 Shown on these pages is
a typical Posisition List,

POSITIONS REEDER UND SCHIFFSMAKLER 30/12/1994

as is distributed to ship-
brokers on a weekly basis.
CONVEYOR BELT
SELFUNLOADERS tdw built cranes TEU charter free It indicates when/where
YEOMAN BROOK 77,549 90 Daewoo 6000 t/h disch March 2011
❖ BERNHARD OLDENDORFF 77,499 91 Daewoo 6000 t/h disch CSL/EO Pool the vessels will be
❖ Newbuilding 2228 71,000 98 Jiangnan 6000 t/h disch July 1998
❖ CHRISTOFFER OLDENDORFF 62,732 82 Govan c88 4500 t/h disch CSL/EO Pool charter free.
YEOMAN BANK 38,997 82 Eleusis c91 3500 t/h disch November 2000
❖ HAI WANG XING (T/C) 37,532 95 Br. Vulkan 3500 t/h disch CSL/EO Pool

CELLULAR CONTAINER CARRIERS

MSC ANTONIA (BIRTE O.) 33,863 85 Hyundai gearless 1,800 January 2000
MSC GIORGIA (TETE O.) 33,823 85 Hyundai gearless 1,800 March 2000
SINGAPORE EXPRESS (GEBE O.) 30,684 81 France c93 gearless 2,014 August 1997
PYRMONT BRIDGE (HINRICH O.) 27,930 81 France ConRo 1,704 January 1997
MONTE PASCOAL (T/C) 23,930 80 U.K. c86 4 x 36 t 1,400 January 1997
FRANCOLI 14,160 84 Nobiskrug 2 x 40 t 1,033 B/B until 2003
CTE MAGALLANES 14,200 83 Nobiskrug 2 x 40 t 1,033 B/B until 1998

MPP TWEEN/CONTAINER VESSELS

EMMA OLDENDORFF 29,331 83 Hyundai 4 x 26 t 1,100 ➾ 5/1/96 South Korea
ECKERT OLDENDORFF 29,331 83 Hyundai 4 x 26 t 1,100 January 1996
EIBE OLDENDORFF 29,331 84 Hyundai 4 x 26 t 1,100 ➾ 15/12 South Korea
HARMEN OLDENDORFF 23,477 82 Hyundai 4 x 25-50 t 616 January 1996
CATHARINA OLDENDORFF 23,503 83 Hyundai 4 x 25-50 t 616 ➾ 12/12 Hong Kong
T. A. EXPLORER (DIETRICH O.) 22,800 87 England 6 x 32-120 t 1,000 September 1997
T. A. VOYAGER (JOHANNA O.) 22,800 87 England 6 x 32-120 t 1,000 July 1997
CCNI AUSTRAL 24,190 92 Naikai 4 x 30-35 t 1,300 September 1998
HELGA OLDENDORFF 21,681 92 FSG 3 x 36-70 t 1,308 July 1998
HENRIETTE OLDENDORFF 21,763 92 FSG 3 x 36-70 t 1,308 July 1998
NZOL CHALLENGER (HILLE O.) 21,061 82c NKK 5 x 25-50 t 633 January 1998
NZOL CRUSADER (IMME O.) 21,061 82c NKK 5 x 25-50 t 633 February 1998
T.A. ADVENTURER (MARIA O.) 20,380 88c Warnow 4 x 25-82 t 1,100 June 1999
T.A. DISCOVERER (BEATE O.) 20,430 90c Warnow 4 x 25-82 t 1,100 August 1999
JOBST OLDENDORFF 12,803 83 CCN c89 4 x 16-30 t 500 ➾ 5/12 ECSA

TWEENDECKERS
CLINTON K (T/C) 18,500 79 A&P derr/HL 60 t 400 ➾ 3/1/96 East Med
LADY REBECCA (T/C) 18,500 79 A&P derr/HL 60 t 400 ➾ 18/12 China
✪ LINCOLN K (T/C) 15,144 77 IHI 4 x 20 + 8 x 10 t January 1996
✪ GOOD FAITH 15,060 79 A&P derr/HL 100 t 170 ➾ 28/11 West Med
✪ GLOBE TRADER 15,060 80 A&P derr/HL 100 t 170 ➾ 3/1/96 Continent
✪ FROTA D URBAN 14,284 80 CCN Maua 8 x 5-40 t 218 June 1996
✪ FROTA SINGAPORE (T/C) 14,249 82 CCN Maua 8 x 5-40 t 218 July 1996
✪ BEL AZUR (T/C) 14,249 80 CCN Maua 8 x 5-40 t 218 January 1996

78 vessels (incl. 23 on T/C) with abt. 2,500,000 tdw / abt. 40,000 TEU / average age abt. 7.5 years „c“ = converted

✪ = commercially controlled by OLDENDORFF ASIA (PTE) LTD., Singapore

■ = commercially controlled by CONCEPT CARRIERS GmbH&Co.KG, Lübeck
❖ = commercially controlled by CSL - EO POOL, Beverly / USA

227
 REEDER UND SCHIFFSMAKLER

In-house magazines called CREWSLETTER

served to keep seafarers and office staff
abreast of events ashore and on board.
Seven issues were published from
December 1987.

As of July 1991 the magazine is captioned The Letter from Egon Oldendorff L.E.O.
and is being published twice annually.

228
229
 Current sea-going staff, who have been with E. O. for more than 10 years
Rank Name First Name Nationality First Contract Rank Name First Name Nationality First Contract
started on started on

Master LAUX Walter Germany 25.02.1957 Steward NEVES Manuel Portugal 12.07.1973
Cook NIKOLOWIUS Rüdiger Germany 23.01.1962 Electrician ARELLANO Antonio Philippines 03.09.1973
Master DEHMKE Henry Germany 15.05.1962 Boatswain YATIM Mukmin Indonesia 03.09.1973
Master DELFS Dirk Germany 17.09.1962 Chief Officer PADILLA Ismael Philippines 25.09.1973
Chief Engineer JAHN Ernst Germany 20.03.1963 Master KOOS Barnim Germany 13.10.1973
Chief Engineer RINGK Hubertus Germany 05.12.1963 Chief Engineer MASCARENHAS Dennis India 14.01.1974
Boatswain PETH Reinhard Germany 17.05.1964 Motorman UGAS Cesar Peru 26.01.1974
Master MONDEN Heinz Germany 05.07.1965 Able Seaman FURTADO MENDES Carlos Cape Verde Islands 27.05.1974
Master KALIS Cornelis Netherlands 14.09.1965 Storekeeper TOLENTINO Ruperto Philippines 27.05.1974
2nd Officer STÖLKEN Hans-Peter Germany 01.04.1966 Electrician GARCIA Dominador Philippines 06.07.1974
Master GERBODE Herbert Germany 12.05.1966 Boatswain ORTIZ Luisito Philippines 06.07.1974
Master EISMA Roeby Netherlands 28.01.1967 Boatswain KAYA Hidir Turkey 28.08.1974
Boatswain KNUTZEN Peter-Jürgen Germany 13.03.1967 Steward EICKENBERG Alfred Germany 27.09.1974
Chief Officer BOLDT Alexander Germany 01.08.1967 Storekeeper PEREZ MIRANDA Luis Chile 03.11.1974
Chief Engineer WULLF Helmut Germany 06.09.1967 Cook HOEFELS Dieter Germany 22.11.1974
Chief Engineer NAGEL Peter Germany 06.10.1967 2nd Officer YAP Severino Philippines 22.11.1974
2nd Engineer CORDES Rolf Germany 27.12.1967 Able Seaman LIMA MENDES Joao Cape Verde Islands 20.02.1975
Able Seaman DIAZ MIRANDA Jorge Peru 14.09.1968 M-Steward FORSYTHE Leonard Sri Lanka 05.03.1975
Master MENSSEN Peter Germany 07.03.1969 Boatswain KARAHAN Enver Turkey 18.03.1975
Radio Officer SPOTORNO Giovanni Italy 06.07.1969 Boatswain YEN Mustafa Turkey 25.03.1975
Steward DA CONCEICAO Manoel Brazil 26.09.1969 Chief Officer DOMASIN Manuel Philippines 21.05.1975
Storekeeper ZANDECK Manfred Germany 06.05.1970 Deckhand NICHOLAS Anthony Sri Lanka 25.05.1975
Storekeeper BETH Michael Germany 29.08.1970 Able Seaman MENSAH John Ghana 24.06.1975
Master EL DIB Zakaria Netherlands 10.09.1970 Able Seaman RAMOS Jorge Portugal 09.07.1975
2nd Officer D’SYLVA Winston India 25.01.1971 2nd Engineer ZONKA Ante Austria 29.07.1975
Chief Officer ADLAWAN Expedito Philippines 29.03.1971 Master RÜTTEN Reinhard Germany 10.08.1975
Cook HEINRICH Gerd-Uwe Germany 01.09.1971 Master MADHAVAN Raj Germany 03.09.1975
Chief Engineer LOPES Mark India 15.09.1971 Chief Engineer PLAHA Vijay India 07.10.1975
Master LOYOLA Arthur Philippines 06.10.1971 Chief Officer GOMONIT Eladio Philippines 24.10.1975
Able Seaman MONTEIRO OLIVEIRA Adelino Cape Verde Islands 19.10.1971 Motorman GOMES ROCHA Antonio Portugal 16.02.1976
Motorman OLAVARRIA DEJEAS Juan Chile 04.11.1971 Able Seaman SOARES Alberto Cape Verde Islands 03.03.1976
Electrician SCHWARZER Rainer Germany 09.03.1972 Able Seaman IDRUS - Indonesia 04.03.1976
Cook BRITO Joao Cape Verde Islands 03.06.1972 Cook CALUMARDE Pablo Philippines 19.03.1976
Master PINEDA Rodolfo Philippines 13.10.1972 Chief Engineer JUKIC Mario Croatia 13.05.1976
Storekeeper NILL Klaus Germany 05.02.1973 Able Seaman SILVA BARROS Edgar Cape Verde Islands 24.05.1976
Master HAACKER Karl Germany 17.02.1973 Storekeeper MIRANDA Carlos Cape Verde Islands 24.06.1976
Electrician DISTURA Bernardo Philippines 05.03.1973 Steward WATUPONGOH Eddy Indonesia 27.06.1976
Chief Officer MALAN Angel Philippines 03.04.1973 Radio Officer VASQUEZ Leonardo Philippines 06.07.1976
Storekeeper HALL Hillary Liberia 06.04.1973 Boatswain SHAMMAKH Abdul Indonesia 08.07.1976
Cook TAUBNER Helmut Austria 20.04.1973 Cook DOS SANTOS Juliao Portugal 13.07.1976
Boatswain SOARES Antonio Cape Verde Islands 02.05.1973 Chief Officer DIADULA Levi Philippines 28.07.1976
Boatswain YEN Mehmet Turkey 20.05.1973 Chief Officer MASANGYA Jaime Philippines 02.08.1976
Steward OEZKAN Sefer Turkey 08.07.1973 Storekeeper PATTYNASARANE Wilson Indonesia 04.08.1976

230
Rank Name First Name Nationality First Contract Rank Name First Name Nationality First Contract
started on started on

Boatswain GONCALVES Daniel Cape Verde Islands 10.08.1976 2nd Engineer GAELA Estelito Philippines 15.12.1978
Chief Engineer SENGUPTA Kalyan India 10.10.1976 Deckhand LIMA Apolinario Cape Verde Islands 19.12.1978
Electrician KUTTY Govindan India 02.11.1976 Storekeeper EICHHORN Johann Austria 09.01.1979
Boatswain SUBING-SUBING Angelito Philippines 16.11.1976 Storekeeper KULANDAISAMY Jayam India 13.01.1979
Master FEY Fred Germany 28.12.1976 Chief Engineer JAKIC Ante Croatia 03.02.1979
Steward SETHI Ajit India 01.02.1977 Motorman CROSS Glen India 24.02.1979
Steward CANDEIA SANTOS Albertino Cape Verde Islands 08.02.1977 2nd Officer EUFRE Manuel Philippines 06.03.1979
Able Seaman KUNALINGAM Rajalingam Sri Lanka 21.02.1977 Deckhand GARCIA Primo Philippines 06.03.1979
Cook LAKANPISI Muchtar Indonesia 14.03.1977 Able Seaman SIXTO Eleuterio Philippines 06.03.1979
Motorman ARCOS BRAVO Sergio Chile 16.03.1977 Steward BOSE Kuppuchamy India 13.03.1979
3rd Engineer SOARES SILVA Manuel Portugal 23.03.1977 Able Seaman ORDINARIO Virgilio Philippines 13.03.1979
Steward DA SILVA FERREIRA Cosme Cape Verde Islands 14.04.1977 Able Seaman PEREZ MIRANDA Dino Chile 13.03.1979
Motorman KEVITIYAGALA Clarence Sri Lanka 05.05.1977 Able Seaman SUNTHARAKUMAR Kanthasamythurai Sri Lanka 29.03.1979
Able Seaman SANTOS ROSA Celestino Cape Verde Islands 25.05.1977 M-Steward SALMANOGLU Süleyman Turkey 02.05.1979
Boatswain RAWI Hidayat Indonesia 01.09.1977 Radio Officer ESTEBAN Xerxes Philippines 22.05.1979
Able Seaman BALLESTER Ramon Philippines 18.11.1977 4th Engineer PREMADAS Arulambalam Sri Lanka 05.06.1979
Steward HARIS - Indonesia 21.11.1977 Chief Officer LIDOT Landerico Philippines 17.06.1979
Able Seaman HERNANDEZ Prudencio El Salvador 28.11.1977 Boatswain KARA Ramazan Turkey 25.06.1979
2nd Engineer ZORIC Josip Croatia 22.12.1977 Able Seaman DOS SANTOS Martinho Portugal 14.08.1979
Cook GARCIA Roberto Philippines 13.01.1978 Boatswain RAJALINGAM Indrapalan Sri Lanka 14.08.1979
3rd Officer BALDON Saddy Philippines 05.02.1978 Motorman CASANOVA ROSERO Arturo Colombia 21.08.1979
2nd Officer ORBETA Wilfredo Philippines 25.02.1978 Steward WIMALASURIYA Rohan Sri Lanka 15.09.1979
Steward ALMEIDA Napoleao Cape Verde Islands 01.03.1978 3rd Officer MANREAL Noel Philippines 04.10.1979
Able Seaman USTA Seyfettin Turkey 11.03.1978 2nd Officer VILLALUZ Nestorio Philippines 04.10.1979
Motorman PEREZ MIRANDA Raimundo Chile 18.03.1978 2nd Officer MORALES Percival Philippines 13.11.1979
2nd Officer GROZEN Salvador Philippines 08.04.1978 Electrician D’MELLO Agnello Portugal 26.11.1979
Boatswain MANDT Dieter Germany 08.04.1978 Master TETTWEILER Wolfgang Germany 30.11.1979
Boatswain KEVITIYAGALA Basil Sri Lanka 28.04.1978 Motorman JANARTHANAN Krishnasamy India 13.12.1979
Able Seaman GONCALVES Gabriel Cape Verde Islands 01.05.1978 2nd Officer CUETO Estelito Philippines 21.12.1979
Master LASEK Adam Germany 20.05.1978 Motorman PANZEHIR Habib Turkey 22.12.1979
Motorman GALVEZ MENDEZ Jose Chile 22.06.1978 Master SCHULTZE Henner Germany 27.12.1979
Cook ESPIN Jose Philippines 04.07.1978 Storekeeper DUARTE Adriano Portugal 04.01.1980
Master LAWRENCE Derek India 04.07.1978 Chief Officer QUINTONG Romeo Philippines 15.01.1980
Chief Engineer MARWAHA Chandra India 05.07.1978 Storekeeper CHOWDHURY Luthful Bangladesh 17.01.1980
3rd Officer FERNANDEZ Hipolito Philippines 14.07.1978 Boatswain BATIR Cevdet Turkey 22.01.1980
Master BEDAIR Ahmed Egypt 24.07.1978 Able Seaman AVUMADOH Felix Ghana 25.01.1980
Boatswain BIN KASBY Baktiyono Indonesia 11.08.1978 Steward DE SILVA Madampage Sri Lanka 28.01.1980
Chief Engineer GOKHALE Paramanand India 19.08.1978 Able Seaman LIMA BAPTISTA Joao Cape Verde Islands 12.02.1980
Steward DIMAUNAHAN Mario Philippines 23.08.1978 Boatswain LUMALESIL Domingus Indonesia 07.03.1980
Motorman OLAIVAR Noel Philippines 19.10.1978 Able Seaman DOMPREH John Ghana 20.03.1980
Radio Officer GODINHO Florence United Kingdom 06.11.1978 Boatswain TURNA Ayhan Turkey 28.03.1980
Cook MÜLLER Hans-Jürgen Germany 18.11.1978 Master YADAV Kamal India 29.03.1980
Motorman SAMARASINGHE Sirisena Sri Lanka 18.11.1978 Radio Officer PALIT Aloke India 05.04.1980
3rd Engineer ASIRWARDAN Moses Sri Lanka 28.11.1978 Steward MAHENDRANATHAN Velautham Sri Lanka 21.05.1980
Able Seaman SALEH ANWAR Tjetje Indonesia 28.11.1978 Boatswain BIN SUPARDI Sudirman Indonesia 24.06.1980

231
 Rank Name First Name Nationality First Contract Rank Name First Name Nationality First Contract
started on started on

Chief Engineer POWALSKI Henryk Poland 30.06.1980 3rd Engineer SIMBOLON Amir Indonesia 07.07.1981
Boatswain ARAMBURO Jose Colombia 10.07.1980 2nd Engineer GAYEM Leonardo Philippines 16.07.1981
Storekeeper MORALES Romulo Philippines 14.07.1980 Electrician DE Arun India 12.08.1981
M-Steward ENRIQUEZ Benjamin Philippines 17.07.1980 4th Engineer DOMINGO Gilberto Philippines 17.08.1981
Motorman FANGONILO Jorge Philippines 30.07.1980 Radio Officer VELASQUEZ Nevardo Colombia 17.08.1981
Able Seaman QUEZADA LOBOS Manuel Chile 01.08.1980 3rd Engineer RAMIREZ Rolando Philippines 27.08.1981
3rd Engineer BOTAVARA Jose Philippines 15.08.1980 3rd Officer SERASPI Homer Philippines 31.08.1981
Boatswain GOMEZ Ricardo Philippines 15.08.1980 Able Seaman DADZIE John Ghana 01.09.1981
Able Seaman VILORIA Alberto Philippines 31.08.1980 Boatswain KADIR Jailani Indonesia 31.10.1981
Able Seaman SIMSEK Mustafa Turkey 13.09.1980 Able Seaman JOVER Eriberto Philippines 14.12.1981
Storekeeper RITTER Günter Germany 16.09.1980 Able Seaman ASMAN Jumwar Indonesia 12.01.1982
Storekeeper SEDEF Kenan Turkey 19.09.1980 2nd Officer FETIZA Manolo Philippines 16.01.1982
Cook KLEINELANGHORST Manfred Germany 20.09.1980 Boatswain USTA Kenan Turkey 19.01.1982
Boatswain BOSNEGEANU Vasile Romania 24.09.1980 Able Seaman RAMOS SANTOS Marino Portugal 26.01.1982
Steward SOPUAN Edyman Indonesia 27.09.1980 Chief Officer ABUNALES Concordio Philippines 27.01.1982
Deckhand VIJAYANANDAN Shirley Sri Lanka 04.10.1980 Boatswain ZAFRAK Arif Turkey 11.02.1982
M-Steward AGUILLON Benigno Philippines 16.10.1980 Boatswain MACADAGDAG Angelo Philippines 01.03.1982
Cook EDNAVE Lamberto Philippines 16.10.1980 Able Seaman PARAISO Vincente Philippines 06.03.1982
3rd Officer GULMATICO Nestor Philippines 16.10.1980 Able Seaman KASBY Bambang Indonesia 21.03.1982
Boatswain MACAVINTA Rosendo Philippines 16.10.1980 Able Seaman SYAFRIAL - Indonesia 22.03.1982
2nd Officer MAPA Panfilo Philippines 16.10.1980 Storekeeper NOYA Oreas Indonesia 25.03.1982
2nd Officer TENOSO Gregorio Philippines 16.10.1980 Storekeeper LIM Fernando Philippines 19.04.1982
Able Seaman AGDAS Ismail Turkey 14.11.1980 Master WAHL Georg Germany 05.05.1982
Boatswain AKAR Mehmet Turkey 17.11.1980 2nd Engineer WODE Berthold Germany 07.05.1982
Cook SAGNIA Alhagi Gambia 18.11.1980 3rd Officer BUENDIA Roel Philippines 17.05.1982
Boatswain GOMES Manuel Cape Verde Islands 12.12.1980 Chief Engineer RAJASEKARAN Muthiah India 15.06.1982
Master ABEYSENA Joseph Sri Lanka 23.12.1980 Motorman PIRES Jose Portugal 25.06.1982
Steward KOSASIH Bin Idi Indonesia 12.01.1981 Storekeeper BIN ZAHAR Zamrial Indonesia 05.07.1982
3rd Engineer LOPEZ Jovito Philippines 04.02.1981 Chief Engineer ASOKAN Kolangaroth India 06.07.1982
3rd Officer ANDRADA Edgardo Philippines 04.03.1981 Able Seaman PENAFLOR Honofre Philippines 13.09.1982
Radio Officer BABU Malayam India 23.03.1981 Able Seaman SUDJANA Djaka Indonesia 05.10.1982
Master NAIR Sethu India 23.03.1981 Cook THAMBIRAJ Mohan Sri Lanka 07.10.1982
Radio Officer VALDEZ Joseph Philippines 26.03.1981 Boatswain BASILIO Reynaldo Philippines 08.10.1982
2nd Officer PACRES Jose Philippines 28.03.1981 Steward HIPERTOR Juan Philippines 10.10.1982
Deckhand CUERO VENTE Luis Colombia 30.03.1981 Master BANSAL Sameer India 11.10.1982
Boatswain MANDIGMA Dominador Philippines 25.04.1981 Cook LIVRAMENTO Mario Portugal 11.10.1982
Electrician D’COSTA Michael India 29.04.1981 Chief Engineer FERNANDES Antonio India 13.10.1982
Motorman KAYIKCI Yasar Turkey 03.05.1981 Electrician JAMBONGANAN Warlito Philippines 20.10.1982
Able Seaman QUEZADA LOBOS Alfonso Chile 13.05.1981 Storekeeper SOARES MONTEIRO Jorge Portugal 20.10.1982
Steward TARIGAN Tukang Indonesia 27.05.1981 Electrician KUBIAK Wojciech Poland 23.10.1982
Motorman PEREIRA COSTA Antonio Cape Verde Islands 05.06.1981 Radio Officer TALINIO Cenon Philippines 07.11.1982
Boatswain PIAOAN Roy Philippines 11.06.1981 Motorman CARPIO Virgilio Philippines 01.12.1982
Able Seaman GAZALI Imam Indonesia 26.06.1981 Boatswain RANASINGHE Baratha Sri Lanka 12.12.1982
Able Seaman NARIO Antero Philippines 06.07.1981 Motorman CALUMARDE Roberto Philippines 12.01.1983
Steward ZABALA Virginio Philippines 06.07.1981 Able Seaman SPENCER Valerio Cape Verde Islands 23.01.1983

232
Rank Name First Name Nationality First Contract Rank Name First Name Nationality First Contract
started on started on

Master NARAYAN Shankara India 25.01.1983 Able Seaman BUENAFLOR Mario Philippines 24.09.1984
Master DREYER Peter Germany 26.01.1983 3rd Officer PARIAN Noel Philippines 01.10.1984
Chief Engineer LUCIN Neven Croatia 29.01.1983 Master VERMA Sanjay India 04.10.1984
Able Seaman LOPEZ Mauro Philippines 08.03.1983 Able Seaman SIPOEN Ali Indonesia 15.10.1984
Chief Engineer PAL Asis India 18.05.1983 Boatswain MONTALBA Felimon Philippines 24.10.1984
4th Engineer GERONIMO Arnel Philippines 30.05.1983 Steward UL-ALAM Mahmud Bangladesh 25.10.1984
Able Seaman RIDI Aris Indonesia 02.06.1983 Motorman DOMINGO Ariel Philippines 27.10.1984
3rd Engineer DOMINGO Rodolfo Philippines 07.06.1983 Master DE JONGH Cornelis Netherlands 04.11.1984
Able Seaman BUCHARI Machmud Indonesia 20.06.1983 Motorman LIM Victor Philippines 18.11.1984
Master KANTH Dietrich-Ernst Germany 01.09.1983 2nd Engineer VELFL Bozidar Croatia 28.02.1985
Chief Engineer ARISTORENAS Felicito Philippines 22.11.1983 Master EELMAN Jan-Aris Netherlands 12.03.1985
Chief Officer SIDHWANI Vijay India 03.12.1983 Able Seaman SYAHRIL Ramal Indonesia 21.03.1985
Chief Officer VIDAN Davor Croatia 05.02.1984 Motorman MALIK Mohammad Pakistan 26.03.1985
Chief Officer BAROT Kirit India 14.02.1984 2nd Officer TEODORO Manuel Philippines 12.04.1985
Able Seaman HUSAINI Salman Indonesia 21.03.1984 Master GOMAA Negm Egypt 13.04.1985
Electrician LEITNER Hubert Austria 25.03.1984 Storekeeper ASILO Danilo Philippines 07.05.1985
Cook SCHMIDT Adolf Germany 28.03.1984 Motorman BIN DUYA Dusmal Indonesia 23.06.1985
3rd Officer GAYEM Fernando Philippines 12.04.1984 Chief Engineer JAMES Murray Sierra Leone 01.07.1985
Chief Engineer LANGE Henryk Poland 24.05.1984 Motorman AKBAR Syed Bangladesh 05.07.1985
Motorman ALMEIDA DA GRACA Joao Cape Verde Islands 29.05.1984 Motorman KHARA Gopal India 21.07.1985
Steward YAPA PATHIRANNEHELAGE Udaya Sri Lanka 30.05.1984 Boatswain MAKINANO Wilfredo Philippines 26.07.1985
Master KAJTNA Alojz Slovenia 01.06.1984 Cook ROITNER Ernst-Gerhard Austria 29.07.1985
Master PODKOCKI Richard Germany 05.06.1984 Able Seaman GROZEN Rafael Philippines 21.09.1985
Able Seaman ABUNALES Celestino Philippines 10.06.1984 Able Seaman ROJAS SAAVEDRA Fernando Chile 01.10.1985
Deckhand ALMADA ALVES Alberto Cape Verde Islands 13.06.1984 Able Seaman LEOPOLDO Federico Philippines 07.10.1985
Master LAUBINGER Carsten Germany 25.06.1984 Chief Engineer VON HOLTEN Egon Germany 07.10.1985
3rd Officer TENOSO Herman Philippines 09.08.1984 Steward ESPORLAS Andres Philippines 09.10.1985
Storekeeper TANSINGCO Manuel Philippines 17.08.1984 Steward JUSUP Andi Indonesia 12.10.1985
Steward GRANZO Saturnino Philippines 19.08.1984 Master JOHANNSEN Thomas Germany 25.10.1985
Boatswain STA. ANA Juan Philippines 02.09.1984 Motorman DOMINGO Sancho Philippines 27.10.1985
Master JELKEN Holger Germany 04.09.1984 Able Seaman VILLACASTIN Ricardo Philippines 30.10.1985
Electrician KIRSCH Hermann Germany 06.09.1984 Able Seaman AGUZAR Eugenio Philippines 02.11.1985

233
 Former, members of the office staff, who have been with E. O. for more than ten years
Name First Name Employed Name First Name Employed Name First Name Employed
from until from until from until

STOLZENBACH Arthur 7/1927 2/1952 PALLATSCH Ulrich 9/1954 8/1982 HAROSKE Jürgen 10/1967 6/1980
OEHMCHEN Hans 1928 5/1945 MORDHORST Edvard 1/1956 1966 ANSORGE Erwin/Erna 10/1967 9/1987
JENSEN Walter 1930 9/1972 LAU Günter 9/1959 9/1977 MALEK Josef 7/1968 10/1987
REDMER Georg 11/1930 1972 KÖNIG Herbert 4/1960 1975 BURMESTER Dieter 10/1969 6/1985
HILMER Paul 6/1940 6/1963 PACZEWITZ Ilse 7/1961 9/1972 BOEHE Klaus 6/1970 5/1981
MEYER Horst 4/1951 1963 MOETSCH Hans-Ulrich 4/1962 9/1973 BEHNFELDT Jutta 10/1971 4/1985
NIMPHY Walter 2/1952 1975 HAHN Udo 4/1963 1/1975 TROSCHKE Hans 3/1971 6/1989
WAGNER Ingrid (geb. Boecken) 7/1953 6/1970 HELLMANN Hans-Eberhard 1/1964 10/1992 FLINT Jochen 10/1977 5/1991
LOCHMÜLLER Hans 10/1953 9/1985 GIERMANN Ernst-Ludwig 6/1964 12/1989 KIECKBUSCH Angela 8/1981 8/1994
URBAN Ilse 12/1953 6/1969 BOCKHOLDT Ines 10/1966 8/1990
JAKUBASSA Rita 4/1954 6/1971 KLOETZEN Hans-Georg 8/1966 6/1979

Current Members of the office staff for more than 10 years Directors

ARNDT, Günter 01.04.55 Senior Director KLINGBIEL, Thomas 18.03.76 ARNDT, Günter Senior Director
KANNENBERG, Hans-Dietrich 01.07.64 Director BLOCK, Margarethe 01.04.76 SCHARNOWSKI, Werner Senior Director
PÖHLSEN, Hans-Heinrich 01.11.67 WOLLER, Christine 01.08.76 DRABERT, Wolfgang Senior Director
RAˇSKA, Renate 01.04.69 PLICKERT, Peter 01.01.77 WEBER, Thomas Senior Director
SCHARNOWSKI, Werner 01.08.70 Senior Director DRABERT, Wolfgang 01.10.79 Senior Director BERTHEAU, Ulf André Senior Director
GRAAP, Gabriele 01.08.71 NOWAK, Horst 01.02.80 KANNENBERG, Hans-Dietrich Director
PHILIPP, Frauke 01.04.72 MÜNZ, Hans-Walter 01.11.81 WASSMANN, Jens Director
HAUSEN, Hiltraud 01.07.73 HÖPPNER, Heidi 01.08.84
MAY, Adolf 01.08.73 SARTORIS, Bertram 15.03.85
WASSMANN, Jens 01.08.73 Director HOWOLD, Susan 01.08.85
HARMS, Doris 01.08.74 SASS, Hermann 10.11.86
WOLF, Hans-Jürgen 14.07.75

234
 Register of Ship’s Names
Bold figures refer to page numbers with relevant illustrations
(Pages 6-17 with side drawings are not included)

A. ABRAHAM 186 BENNEKOM 111 CHRISOULA K. 70

AL KULSUM 85 BENNO 41, 46 CHRISTIANE OLDENDORFF (1) 88, 90, 91, 92, 147
AL MUHARRAQ 163, 169 BENNY SKOU 165, 173 CHRISTOFFER OLDENDORFF (1) 69, 70, 72
ALAMO I 94 BERNHARD OLDENDORFF (1) 102, 104 CHRISTOFFER OLDENDORFF (2) 89, 96, 147
ALBATROSS 28 BERNHARD OLDENDORFF (2) 185, 227 CHRISTOFFER OLDENDORFF (3) 163, 169, 197
ALESSANDRA 213 BI JIA SHAN 114 CHRISTOFFER OLDENDORFF (4) 201, 227
ALF 60 BIRTE OLDENDORFF (1) 56, 57, 60, 61 CLINTON K 227
ALIARTOS 77 BIRTE OLDENDORFF (2) 87 COLIBRI I 67
ALYBELLA 118 BIRTE OLDENDORFF (3) 110, 127, 156 COLOMBO 41, 46
AMERICAN SENATOR 167 BIRTE OLDENDORFF (4) COLUMBUS OLIVOS 167, 179, 219, 227
ANFA 32 165, 171, 193, 197, 212, 227 COMMANDER 171
ANGELINE 78 BOLD CHALLENGER 100 CONSTANCE CATHARINA 30
ANITA DAMMACCO 32 BOUBOULINA FAITH 87 CONSTANTOULA BACOLITSAS 87
ANNA B 70 BRAGE 216 CREATOR I 93
ANNA OLDENDORFF (1) 74, 78, 79, 117 BREDA 112 CRISTOFORO 78
ANNA OLDENDORFF (2) 186, 191 BRIGHT RIVER 169 CSL INNOVATOR 201
ANNA OLDENDORFF (3) 193, 195, 209, 226 BULKMADEIRA 123 CTE MAGALLANES 207, 227
ANTEN 48 BULKPORTOFINO 123 DELIGHT GLORY 126
ASIAN SENATOR 167 C. O. STILLMAN 129 DENVER 96
ASPIS 81 CALEDONIAN PRINCE 219 DESIA 31
ASTORIA 171 CAPTAIN BOUGAINVILLE 181 DEUTSCHLAND 146
ATHENAIS 81 CAPTAIN COOK 177 DIAMOND SUN 116
ATLANTA 207 CAPTAIN KERMADEC 176 DIETRICH OLDENDORFF (1) 48
ATLANTIC HURON 201 CAPTAIN MAGELLAN 180 DIETRICH OLDENDORFF (2) 58, 62
AUGUST 112 CAPTAIN PADON 181 DIETRICH OLDENDORFF (3) 69
AURELIA 75 CAPITAINE LE BASTARD 47, 50 DIETRICH OLDENDORFF (4) 97, 98, 147
AUSTRIAN IMPORTER 67 CAPITANO VITO 67 DIETRICH OLDENDORFF (5)
AXEL 46, 50, 55 CAROLINE OLDENDORFF (1) 108, 109, 112 151, 152, 160, 212, 227
AYIA MARINA 226 CAROLINE OLDENDORFF (2) 191, 203, 26 DIONE 78
AZUMA 172 CAROLVORE 30 DITTE SKOU 173
BAARN 111 CATHARINA OLDENDORFF (1) 72, 76, 145 DOMINIC 96
BALDUR 216 CATHARINA OLDENDORFF (2) 110, 126 DORA OLDENDORFF (1) 37, 40, 53
BALTIA 40 CATHARINA OLDENDORFF (3) 167, 177, 227 DORA OLDENDORFF (2) 65, 70, 74
BALTIC MERMAID CCNI AUSTRAL 197, 204, 227 DORA OLDENDORFF (3) 125, 226
148, 149, 150, 154, 155, 212, 226 CCNI AYSEN 216 DOROTHEA OLDENDORFF 191, 192, 204, 226
BARKAAT 107 92 CCNI CHILOE 216 DORTE SKOU 174
BARNEVELD 114 CCNI MAGALLANES 197, 207 DORTHE OLDENDORFF (1) 56, 59, 60, 61, 226
BEATE OLDENDORFF 165, 177, 194, 212 CCNI VALPARAISO 197, 207 DORTHE OLDENDORFF (2) 85
BEGONA 162 CEFALLONIAN SUN 67 DORTHE OLDENDORFF (3) 119
BEL AZUR 219, 227 CHALLENGER S. 85 DORTHE OLDENDORFF (4) 191, 205
BELGIEN 60 CHEVIOTDALE 25 DSR OAKLAND 171, 193

235
 DSR YOKOHAMA 172 FRANCOLI 207, 227 HANS OLDENDORFF (3) 175, 226
DUNEDIN 179 FROTA SINGAPORE 219, 227 HAPPY CHANCE 124
EBBA C 78 FROTADURBAN 211, 214, 227 HARALD 40
ECKERT OLDENDORFF (1) 97, 115 FUTURE HOPE 143, 145 HARIS 169
ECKERT OLDENDORFF (2) 168, 181, 212, 227 GABRIELE 71 HARMEN OLDENDORFF (1) 97, 104
EDA 50 GAY FIDELITY 76 HARMEN OLDENDORFF (2) 167, 176, 227
EDITH 39 GEBE OLDENDORFF (1) 78, 79 HARMONY 77
EIBE OLDENDORFF (1) 72, 75, 147 GEBE OLDENDORFF (2), 110, 117, 118 HELENA OLDENDORFF (1) 96, 97
EIBE OLDENDORFF (2) 126 GEBE OLDENDORFF (3) 194, 197, 200 HELENA OLDENDORFF (2) 150, 226
EIBE OLDENDORFF (3) 181, 212, 227 GENERAL DRAGOMIROW 51 HELGA OLDENDORFF (1) 72, 81, 146
EINDHOVEN 68 GENOVA 186 HELGA OLDENDORFF (2) 110, 128, 222
EKASONI 40 GEORG MAHN 39 HELGA OLDENDORFF (3) 187, 212, 217
ELISABETH OLDENDORFF (1) 108, 111, 112 GERDT OLDENDORFF (1) 106, 108, 111 HENNING OLDENDORFF (1) 37, 41, 46
ELISABETH OLDENDORFF (2) 190, 191, 124, 226 GERDT OLDENDORFF (2) 196, 197, 200 HENNING OLDENDORFF (2) 64
ELLEN LARSEN 39 GERDT OLDENDORFF (3) 214, 226 HENNING OLDENDORFF (3) 89, 94, 147
EMCOL CARRIER 207 GERMAN SENATOR 167, 178, 197 HENRIETTE OLDENDORFF 198, 212, 217
EMMA OLDENDORFF (1) 113 GERTRUD OHLROGGE 49 HERMANN SAUBER 74, 85
EMMA OLDENDORFF (2) 180, 212, 227 GINNHEIM 68 HICKORY 169
EMMANUEL NOBEL 129 GIOVANNI COPPOLA 68 HILLE OLDENDORFF (1) 71, 74, 117
EMPIRE CONTEES 53, 54 GISELA OLDENDORFF 34, 36, 38 HILLE OLDENDORFF (2) 121, 122
EMPIRE INDUSTRY 41 GLASSALT 22, 23 HILLE OLDENDORFF (3) 165, 173, 212, 227
EMPIRE OUSE 68 GLOBE TRADER 140, 141, 144, 145, 227 HILVERSUM 60
EMS 30 GLOBTIK TOKYO 130 HINRICH OLDENDORFF (1) 72, 77, 147
ENERGY RENOWN 137 GLÜCKAUF 129 HINRICH OLDENDORFF (2) 124
ERIK LARSEN 40 GNEISENAU 41, 46 HINRICH OLDENDORFF (3) 194, 197, 199
ERNA OLDENDORFF (1) 37, 40, 44, 46 GOOD FAITH 142, 145, 227 HOLNIS 93
ERNA OLDENDORFF (2) 64, 146 GOTIA 39 HOLSATIA 174
ERNA OLDENDORFF (3) 93 GOUWE 79 HUGO OLDENDORFF (1) 37, 40, 42, 44, 45, 53
ERNA OLDENDORFF (4) 186, 191 GRANGETOWN 63 HUGO OLDENDORFF (2) 63
ERNA OLDENDORFF (5) 193, 206, 209, 226 GRANGEWOOD 63 HUGO OLDENDORFF (3) 88, 93
ESSO DEUTSCHLAND 130 GREAT GLEN 219 HUGO OLDENDORFF (4) 108, 114
EUROPEAN SENATOR 167 GRETA 30 HUGO OLDENDORFF (5) 196, 197, 202
EVER FOREST 219, 226 GRETKE OLDENDORFF (1) 71 HUGO OLDENDORFF (6) 214, 226
FAIR SPIRIT 126, 211 GRETKE OLDENDORFF (2) 87 HYUNDAI CON SEVEN 177
FAIRMED 50 GRETKE OLDENDORFF (3) 107, 122, 226 HYUNDAI CON SIX 176
FANAL 30 GRETKE OLDENDORFF (4) 191 HYUNDAI Nº 21 180
FEAX 122 GRYF 53, 54, 205 HYUNDAI Nº 22 181
FIDO 31 GUAYANA 216 HYUNDAI Nº 23 181
FIERRO 95 GUISEPPE RICARDI 28 ILSABE OLDENDORFF 74, 85
FISCHHAUSEN 46, 47, 49, 50, 55 GUSTAV SALLING 40 INGMAN 115
FIUMICINO 30 H. CEGIELSKI 186, 197 IMME OLDENDORFF (1) 68, 74
FLAG MARS 111 HAI WANG XING 217, 219, 227 IMME OLDENDORFF (2) 120
FLORA ISLAND 175 HAMMONIA 173 IMME OLDENDORFF (3) 165, 212, 227
FLUGT 28 HANDY EXPLORER 219, 226 IRENE OLDENDORFF (1) 53, 54
FORDSON 1 39 HANY SUCCESS 219, 226 IRENE OLDENDORFF (2) 56, 60, 61
FOUR FLAGS II 84 HANS OLDENDORFF (1) 79 IRENE OLDENDORFF (3) 217, 218, 219, 226
FRANCESCA SECONDA 87 HANS OLDENDORFF (2) 56, 147 ISOLA ROSSA 123

236
ISSA 93 LONDON SENATOR 166, 171, 193 NICOLE MARTINI 30
IVYEVERETT 120 LUANGWA BRIDGE 177 NIEDERSACHSEN 132, 134, 135, 136, 138
JAMES LYKES 216 LUCY OLDENDORFF 189, 190, 191, 226 NIGERIAN IMPORTER 67
JEBSEN SOUTHLAND 207 LUDOLF OLDENDORFF (1) NIKA 124
JOACHIM ZELCK 39 36, 39, 42, 43, 44, 46, 73, 74 NINEMIA 138
JOBST OLDENDORFF (1) 2, 78 LUDOLF OLDENDORFF (2) 65, 66, 67 NOBE RIVER 157
JOBST OLDENDORFF (2) 88, 95 LUDOLF OLDENDORFF (3) 123 NOBILITY 211, 213
JOBST OLDENDORFF (3) 211, 212, 213, 227 LÜHE 28 NOBLE SUPPORTER 103
JOHANNA LEHMANN 32 LUISE OLDENDORFF 217, 219, 226 NORA HUGO STINNES 88, 93
JOHANNA OLDENDORFF (1) 72, 81, 110 M. N. EFES 127 NORDFELS 26, 32, 35
JOHANNA OLDENDORFF (2) MAGALLANES 197, 207, 208 NORDHEIM 79
151, 161, 162, 212, 227 MAGDALENA FISCHER 39 NORDHOPE 143
JOHN LYKES 216 MAGDALENA OLDENDORFF (1) 83, 84, 89 NORDKAP 26, 31, 55
JOSEPH LYKES 216 MAGDALENA OLDENDORFF (2) 163, 169 NORDLAND 26, 28, 29, 55
JYTTE SKOU 165, 174 MAGNET (1) 26, 28, 36 NORDLICHT 26, 30
KAPITAN SOROKA 219 MANILA SPIRIT 158 NORDMARK 26, 30, 31, 35
KAPITAN TRUBKIN 219 MARE AMICO 87 NORDSCOUT 153
KAREN T. 153, 223 MARIA B. 113 NORDSTERN 26, 28, 55
KARIN S. 207 MARIA CLARA 23 NORDWOGE 116
KARL LEONHARDT 40 MARIA F. 219, 226 NYSTRAND 62
KATERINE 92 MARIA OLDENDORFF (1) 108, 114, 212 NZOL CHALLENGER 173, 227
KAZIMIERZ PULASKI 193, 199 MARIA OLDENDORFF (2) 164, 170, 194, 227 NZOL CRUSADER 174, 227
KLAUS OLDENDORFF (1) 36, 39 MARIE SCHERLAU 30 OCEAN EARTH 103
KLAUS OLDENDORFF (2) 60, 61 MARINE RANGER 149, 150, 156, 212, 226 OCEAN JUPITER 96
KLAUS OLDENDORFF (3) 86, 147 MARY ROBERT MÜLLER 87 OCEAN TRADER 219, 226
KOMET 22, 23, 24, 36 MAX BERNSTEIN 39 OCEAN TRAVELLER 127
KONSUL HENDRIK FISSER 43 MAYA 172 OCEAN URANUS 101
KOPERNIKUS 30 MERIT 113 ODIN 216
KORAT NAVEE 169 MIA 138 OKAY 86
KORMORANUS 85 MICHAEL 77 OLDEN 104
KRALINGSCHEVEER 25 MICHELE MAGLIONI 67 OLGA ELISABETH 24, 25, 26
KYRENIA 123 MIETZING 31 OPOLE 54
LADY ARYETTE 120 MINISTER HELLEPUTTE 60 ORSOLA B. 113
LADY REBECCA 227 MIXTECO 171 OTIRA 77
LADY TRUDE 122 MONGOLIA 48 OTIS 49
LAKE TAHOE 122 MONTANIA 87 PACIFIC BREEZE 201
LAMONE 92 MONTE PASCOAL 167, 179, 197, 227 PACIFIC PRIDE 172
LARK 122 MONTONE 95 PACQUEEN 219, 216
LEERSUM 41 MSC ANTONIA 171, 227 PANACEA 219
LEKNES 30 MSC GIORGIA 172, 227 PANKRATOR KORFU 122
LENA PETERSEN 40 MUO 115 PARKHAVEN 68
LIBRA 63 NAUTIC PIONEER 100, 101 PETER BENOIT 36, 38
LIKE TWO 86 NEDLLOYD CARIBBEAN 173 PLANET 19, 23, 24, 25, 34, 35
LINCOLN K. 219, 227 NEDLLOYD CURACAO 174 POL ASIA 198, 216
LINDA OLDENDORFF 210, 211, 212, 226 NEMI 28 POL EUROPE 187, 216
LINGE 78 NEPTUNE LAZULI 200 POMEZIA 23, 32
LOK PREM 219 NEW RENOWN 137 PONTINIA 25

237
 PYRMONT BRIDGE 199, 227 SONGDAL 48 TRANS WOOD 92
RALU 219 SPAR TWO 219, 226 TRIESTE 186
REGINA OLDENDORFF (1) 97, 100, 146, 158, 159 SPLENDID FORTUNE 126 TRUE ENDEAVOUR 96
REGINA OLDENDORFF (2) 150, 212, 226 ST. CROIX 159 TSE 40
RENATO TOMEI 32 STAD ARNHEM 64 UNITED V. 128
REYNOLDSTONE 30 STAVFJORD 84 UNITED VENTURE 128, 222
RHEIN 216 STEFAN STARZYNSKI 196, 200 UNIVERSE APOLLO 130
RIJN 64 STORK 111 USKÖ 48
RIMA G. 93 SUNDSVALL 29 UTLÄNGEN 50
RITA LARSEN 39 SVANGEN 75 VALERIANA 93
RIXTA OLDENDORFF (1) 97, 103 SVEND 40 VELTA 50, 51
RIXTA OLDENDORFF (2) 150, 158, 159, 212, 226 SVEND II 40 VERNER 219; 226
ROBERT S. PEARY 99 T. WENDA 186, 197 VILLE DE CASTOR 171, 193
ROMAN KARMEN 219 T. A. ADVENTURER 170, 227 VOLOS I 84
SAINT GILBERT 60 T. A. DISCOVERER 177, 227 WALTER 46, 49, 50, 51
SALMOONPOOL 188 T. A. EXPLORER 160, 227 WALTER LEONHARDT 86
SALVIVA 76 T. A. MARINER 165, 173 WANAKA 81
SAN EVANS 114 T. A. NAVIGATOR 165, 173 WEAR 49
SANMAR PAVILLION 219, 226 T. A. VOYAGER 162, 227 WERRA 216
SAUDI MAKKAH 202 TAAT 47, 49 WESTERMARSCH 207
SAUDI RYADH 200 TABUK 92 WESTERN GLORY 98
SAVOYDEAN II 102 TADEUSZ KOSCIUSZKO 193, 200 WESTMOUNT 39
SCALMIKE 93 TAI PING YANG 111 WETHERSFIELD 39
SCANDUTCH HISPANIA 171 TAMAMIMA 219 WHITEHALL 28
SCANDUTCH MASSILIA 172 TAMATHAI 219 WILHELMINA 40
SCHLESWIG-HOLSTEIN 25, 34 TECHMANT PIONEER 120 WILTON 50
SCHLESWIG-HOLSTEIN (Tanker) TEKAPO 81 WINSUM 69
132, 133, 134, 135, 137 TEL AVIV 30 WLADYSLAW SIKORSKI 196, 202
SEA SCOUT 149, 153, 223 TERESOPOLIS 117 WOENSDRECHT 30
SHEFFIELD 43 TETE OLDENDORFF (1) 58, 75 WOERMANN ULANGA 207
SIGNAL 46, 47, 50, 55, 62 TETE OLDENDORFF (2) 97, 100, 101 WORLD CHAMPION 171
SIGRID 62 TETE OLDENDORFF (3) 165, 172, 197, 212, 227 YEOMAN BANK 183, 188, 221, 227
SIKLA 28 THEEKAR 163, 169 YEOMAN BROOK 182, 189, 190, 227
SILVA 30 THOR 216 YEOMAN BURN 183, 185, 227
SILVIO 30 TIRO 75 YONG IAN 112
SINBAD VOYAGER 174 TOKYO SENATOR 172 YUN LONG 118
SINFA 119 TOWNELEY 32 ZAAN 71
SINGAPORE EXPRESS 200, 227 TRACTOR 37, 39 ZETEMPOWIEC 54
SMIT NEW YORK 138 TRADE EVER 169 ZIM MELBOURNE 207
SOLAR GLORY 122 TRADE COSMOS 216 ZIM URUGUAY 207
SOLIN 219, 226 TRADE SOL 184, 216

238