ESSO BELGIUM (1)

ESSO BELGIUM (1)

10568 blt 1936 Burmeister & Wain, Copenhagen (623) L 7.11.1936 C 1.1937
9675 under deck 5557 n  15250 dwt
488.2 x 74.11 x 30.6 ft  148,97 x 22,78 x 11,33 m
2 Oil engines 2 SA each 7 cyl 500 x 900 mm by builders
13 kn 946 NHP  5000 IHP twin screw  mchy aft  12,5 kn
cruiser stern
prévu pour Panama Transport C°, Panama mais livré à:
37-39 ESSO BELGIUM American Petroleum C° SA Belge, Antwerp Be/
39-40 ESSO BELGIUM Standard American Petroleum C° SA,
Antwerp Be/
2.9.1939 arrived at Baytown, Texas coming from Antwerp
2.4.1940 s'échoue près de Nieuwpoort, 5 m au large de la côte belge, o/v Aruba-Rotterdam
Renfloué le 4.4.1940 (c. Vandenkerckhove)
Visserijblad du 6.4.1940: l' ESSO BELGIUM de l' American Petroleum C°, venant des Indes néerlandaises
à destination d'Amsterdam, a heurté un banc de sable mardi matin (2.4) vers 9h à hauteur de Middelkerke.
Le navire suivait les eaux territoriales belges afin d'éviter les mines flottantes.
Des remorqueurs se rendirent aussitôt sur les lieux mais ne réussirent pas à renflouer le navire.Les essais
furent repris durant la nuit.
Rotterdamsch Nieuwsblad: Bruxelles 3.4.1940:  5 m à l'Ouest d'Ostende. Le navire ne semble pas être en danger.
L'équipage est resté à bord.
idem: Vlissingen 4.4.1940: on a appris que le navire a été remis à flot vers minuit avec l'aide de remorqueurs.
Fut aidé par les ZEELEEUW, ZEEHOND et REMORQUEUR N°5, les hollandais ZWARTE ZEE et ROODE ZEE ainsi
que par l'anglais THAMES. Avait réussi à se libérer le 3.4 mais s'échoua à nouveau peu après. Remis à flot le 4 peu
avant 23 h.
9.5.1940 arrive à Aruba pour y charger une cargaison vers l'Amérique du Sud mais suite à l'invasion de la Belgique est
envoyé vers New York où il arrive le 18.5 (installations de Standard Oil à Bayonne)
20.5.1940 requisition by Belgian State when at New York (inscription faite sur la "Zeebrief" le 22)
Standard Oil décide de le transférer sous pavillon du Panama. Ceci entraîne un conflit avec le Gvt belge.
8.7.1940 vendu à Panama Transport
9.8.1940 placé sous pavillon du Panama. (soit un mois plus tard)
40-41 ESSO BELGIUM Panama Transport C°, Panama Pa/
31.1.1941: accord entre le Gvt belge, le Ministry of Shipping anglais et la Panama Transport C° (filiale à 100 % de
Standard Oil) comme quoi le navire ne sera employé qu'entre les Caraïbes et la côte de l'Amérique du Nord et du
Canada. En contrepartie le navire, ainsi que l'AMPETCO, repasse sous pavillon belge.
14.2.1941 retour sous pavillon belge (autre source le 13)
41-46 ESSO BELGIUM Belgian Overseas Transport Ltd, Antwerp Be/
(société créée le 14.2.1941)
Fait partie du convoi KS 508 (Hampton Roads 7.6.1942 - Key West 12.6.1942)
Fait partie du convoi OT 13 (Curaçao 1.7.1942 - dispersed 4.7.1942)
Fait partie du convoi TRIN 2 (Trinidad 26.8.1942 - dispersé xx, destiné à Buenos Aires)
Fait partie du convoi xx (Townsville 16.10.1942 - Fall River 19.10.1942)
Fait partie du convoi TAG 15 (Trinidad 21.10.1942 - Guantanamo 26.10.1942, Navy fuel oil)
Fait partie du convoi GN 15 (Guantanamo 26.10.1942 - New York 2.11.1942)
24.11.1942 collided at New York with American "Liberty" ship NATHANIEL BACON
(7176/42) lequel dut s'échouer afin d'éviter de couler.
Fait partie du convoi NG 325 (New York 28.11.1942 - Guantanamo 6.12.1942, destiné à Aruba)
Fait partie du convoi GAT 27 (Guantanamo 6.12.1942 - Trinidad 13.12.1942, Guantanamo to Aruba)
Fait partie du convoi ZG 17 (Cristobal 28.12.1942 - Guantanamo 1.1.1943, kerosene)
Fait partie du convoi GN 32 (Guantanamo 1.1.1943 - New York 9.1.1943)
Fait partie du convoi SC 117 (New York 12.1.1943 - Liverpool 3.2.1943, destiné à Halifax)
Fait partie du convoi NG 341 (New York 2.2.1943 - Guantanamo 9.2.1943)
Fait partie du convoi GAT 43 (Guantanamo 9.2.1943 - Trinidad 15.2.1943)
Fait partie du convoi TAG 44 (Trinidad 23.2.1943 - Guantanamo 28.2.1943)
Fait partie du convoi GN 44 (Guantanamo 28.2.1943 - New York 7.3.1943)
Fait partie du convoi HX 229 A (New York 9.3.1943 - Liverpool 26.3.1943, New York to Halifax)
Fait partie du convoi NK 530 (New York 22.3.1943 - Key West 28.3.1943)
Fait partie du convoi KH 460 (Key West 28.3.1943 - Galveston Bar 1.4.1943)
Fait partie du convoi HX 235 (New York 18.4.1943 - Liverpool 5.5.1943, destiné à Halifax)
Fait partie du convoi XB 47 (Halifax 24.4.1943 - Boston 26.4.1943)
Fait partie du convoi NK 538 (New York 1.5.1943 -  Key West le ??)
Fait partie du convoi HK 182 (Galveston Bar 15.5.1943 - Key West 19.5.1943)
Fait partie du convoi KN 241 (Key West 19.5.1943 - New York 24.5.1943)
Fait partie du convoi HX 242 (New York 31.5.1943 - Liverpool 15.6.1943, destiné à Halifax)
Fait partie du convoi XB 57 (Halifax 9.6.1943 - Cape Cod Canal 11.6.1943)
Fait partie du convoi NK 552 (New York 10.7.1943 - Key West, le ??  notional det date)
Fait partie du convoi HK 113 (Galveston Bar 29.7.1943 - Key West 2.8.1943)
Fait partie du convoi KN 256 (Key West 2.8.1943 - New York 8.8.1943)
Fait partie du convoi BX 68 (Boston 12.8.1943 - Halifax 14.8.1943)
Fait partie du convoi XB 70 (Halifax 20.8.1943 - Cape Cod Canal 23.8.1943)
Fait partie du convoi NG 382 (New York 26.8.1943 - Guantanamo 2.9.1943)
Fait partie du convoi TAG 84 (Trinidad 11.9.1943 - Guantanamo 15.9.1943, Curaçao to Guantanamo)
Fait partie du convoi GN 84 (Guantanamo 15.9.1943 - New York 23.9.1943)
Fait partie du convoi BX 76 (Boston 3.10.1943 - Halifax 6.10.1943)
Fait partie du convoi XB 78 (Halifax 14.10.1943 - Boston 16.10.1943)
Fait partie du convoi NG 393 (New York 19.10.1943 - Guantanamo 26.10.1943)
Fait partie du convoi GAT 95 (Guantanamo 25.10.1943 - Trinidad 30.10.1943, Guantanamo to Aruba)
Fait partie du convoi TJ 13 (Trinidad 2.11.1943 - Rio 21.11.1943)
Fait partie du convoi TAG 105 (Trinidad 25.12.1943 - Guantanamo 30.12.1943)
Fait partie du convoi GN 105 (Guantanamo 30.12.1943 - New York 5.1.1944)
Fait partie du convoi NG 414 (New York 1.2.1944 - Guantanamo 7.2.1944)
Fait partie du convoi GAT 116 (Guantanamo 7.2.1944 - Trinidad 14.2.1944)
Fait partie du convoi TJ 24 (Trinidad 20.2.1944 - Rio 9.3.1944)
Fait partie du convoi JJ 27 (xx - Trinidad 12.4.1944)
Fait partie du convoi TJ 30 (Trinidad 20.4.1944 - Rio 10.5.1944)
Fait partie du convoi JT 32 (xx - Trinidad 30.5.1944)
Fait partie du convoi TJ 35 (Trinidad 9.6.1944 - Rio 30.6.1944)
Fait partie du convoi JT 38 (xx - Trinidad 31.7.1944)
Fait partie du convoi NG 460 (New York 18.9.1944 - Guantanamo 24.9.1944)
Octobre 1944: envoyé dans le Pacifique où il effectue deux voyages entre San Pedro et Pearl Harbor avant de regagner
l'Atlantique.
Fait partie du convoi GN 202 (Guantanamo 28.4.1945 - New York 5.5.1945)
Fait partie du convoi NG 506 (New York 6.5.1945 - Guantanamo 13.5.1945, ex Lynhaven Roads)
En juin 1945 effectue un voyage entre l'Amérique du Sud, San Diego et Vancouver puis le 27.8.1945 quitte San
Francisco pour servir comme ravitailleur pour la flotte US du Pacifique.
De septembre 1939 à septembre 1945 a effectué 67 voyages et a transporté 6.873.322 "vaten aan olie- en dérivés de
pétrole".
1.3.1946 collision avec le BELGIAN TENACITY sur l'Escaut (à hauteur de Bath)
46-48 ESSO BELGIUM Standard American Petroleum C°, Antwerp Be/
48-53 ESSO BELGIUM Esso Standard (Belgium) SA, Antwerp Be/
30.10.1953 vendu pour 22,5M BEF. Quitte Anvers comme italien le 8.11.1953 pour Puerto La Cruz
53-59 MISENO Soc. Ionica di Navigazione, Catania It/
(Pietro Longobardo, Naples)
29.1.1958 laid up at Naples
59-59 CELESTINA TRA.MA.SI, Trasporti Marittima Siciliani S.p.A.,
Palermo It/
(Achille Onorato fu Vincenzo, Naples)
30.9.1959 arrive à La Spezia pour BU par Terrestre Marittima S.p.A.

Déjà sur le Forum maurice

l'Esso Belgium  7/10/2012, 14:21

Tuva01 a écrit:

MS Esso Belgium



Like many merchant vessels which served the Allied cause in World War II, the tanker Esso Belgium was manned by exiles from many lands which had fallen to the conquerors. The Belgians of her crew, as well as the nationals of other occupied countries who served with them, sailed on many ships and roamed the seven seas, but for five long years-from the chaotic spring of 1940 until V-E Day, May 8, 1945-they could not set foot on their native soil or communicate with their loved ones. Their only word from home was an occasional Red Cross message relaying meager news of the welfare of their families.



Letter of Appreciation
During the war period Captain Ambrose A. Van denkcrckhove was in command of the Esso Belgium and Chief Engineer Charles Wouters was in charge of her engineroom. The following letter paid an enthusiastic tribute to these officers:

                 January 29, 1945 Mr. B. B. Howard 30 Rockefeller Plaza New York, N. Y. Dear Sir:
It is my desire to express to your Company my regard for the master of the MS Esso Belgium, Captain A. Vandenkerckhove, on whose ship I am serving as the Naval Armed Guard commander.
The captain has given me, as the naval officer on board, the most complete and wholehearted cooperation. Every reason-able request pertaining to military matters or to the comfort of my gun crew was carried out by him with dispatch.
Captain Vandenkerckhove has the respect and admiration of everyone who knows him, by reason of his ability and experien-ce and because of the fierce pride in which he holds his ship. The captain is tireless in his devotion to his duty and your Company can well be proud of him and the splendid record he is making.
I would be remiss if encomiums were not also paid to Mr. Charles Wouters, the chief engineer of this ship, whose energetic, able, and inde fatigable work has made it possible for this ship to establish a record of reliance and dependability. The cap-tain and the chief engineer have been the main factors in having the Esso Belgium earn the high praise of convoy commo-dores and the gratitude of the Navy for her great support and aid in the war effort.

Very sincerely,
Nathaniel S. Ruvell
Lt. (jg) D-V(s) USNR
At that time Mr. Howard was General Manager of Marine Operations. He was subsequently elected a member of the Board of Directors.

The Esso Belgium was at Baytown, Texas, on September 3, 1939, first day of war in Europe, having arrived there from Antwerp on September 2. She was then owned by the Standard American Petroleum Company of Belgium, a Standard Oil Company (N. J.) affiliate. At Baytown the tanker loaded 113,-838 barrels of gasoline, water white, tractor fuel, gas oil, and other refined oils for Rotterdam. This voyage was followed by a trip from Aruba to Antwerp and two from Aruba tp Rotterdam and Antwerp, all with similar cargoes.

Grounded
On April 2, 1940 the Esso Belgium had the misfortune to go aground in the North Sea while en route to Rotterdam on the last of the voyages referred to above. Of interest in itself, the story well illustrates some of* the difficulties which beset merchant ships in wartime.
At the start it should be stressed that, as reported by investigating officials, "The inquiry revealed that the master was not to be blamed, that he followed strictly the instructions given by the British and French Admiralties, and that he took all precaut-ionary nautical measures practicable, under the circumstances, to avoid an accident."
On the voyage in question, the Esso Belgium sailed from Aruba on March 2, 1940. On March 18 she arrived at Weymouth, England, where her log books were examined by the British Contraband Control. Weighing anchor, she proceeded to the Downs, an anchorage near Dover, where she arrived March 19. Here there was considerable delay, during which the vessel took on fresh water and her papers were again examined by the Contraband Control. Finally she was given permission to leave the Downs and ordered to proceed to her destination, Rotterdam, via Dunkirk and Zuydcoote Pass - that is, through the dangerous shoal waters along the north coast of France and Belgium, east of Dover Strait.
The Esso Belgium reached Dunkirk on March 29 and anchored in the Roads. From this point the story is told in the statement of the Esso Belgium's master. All of the roads, banks, etc., referred to are in the North Sea, near the border between France and Belgium.

North Sea Complications
To quote Captain Vandenkerckhove's report:
"On March 31, 1940 the French Admiralty at Dunkirk instructed me to sail as soon as possible and proceed from Dunkirk to Rotterdam by way of Dunkirk Eastern Roads, Zuydcoote Pass, Nieuport Roads, and territorial waters, passing south of Nieuport and Wenduyne Banks, to pick up a pilot near Wandelaar Light Vessel. I was instructed to keep within territorial wa-ters, following the Wielingen Channels to Flushing Roads, and thence by the Oostgat Channel.
"Upon receiving my sailing orders on March 31 I signaled that I required a pilot. In reply I was told that there was no pilot available; then that a pilot would be sent out on the afternoon of April 1; and finally, again, that there was no pilot to be had. The captain of a French Admiralty patrol boat told me that I would have to follow him through Zuydcoote Pass. At 5:29 p.m. he flatly ordered me to sail.
"The Esso Belgium got under way at 5:54 p.m. on April 1, 1940 and, under guidance of the patrol boat, passed out through the Zuydcoote Pass and continued northeasterly through the West Deep and south of Nieuport Bank. While passing through the Zuydcoote Pass in the neighborhood of a buoy which I observed to be marked '4E', I felt a slight vibration of the .vessel and presumed that we had touched bottom. The vibrations lasted only about four seconds, however, and the vessel main-tained her course. The tide was then high and, while the soundings shown on the chart were about four fathoms, the rise of the tide should have provided ample water for my vessel to pass.
"At 6:45 p.m. I stopped the engines and reported the grounding to the captain of the patrol boat. He replied it was impossible for us to touch ground, as there was a depth of at least 20 meters of water at that point. According to the chart, however, there was no such depth.
"Two minutes later, at 6:47 p.m., the patrol boat left us and the Esso Belgium continued alone, northwest through Nieuport Roads. At 7:19 p.m. we anchored in the vicinity of Nieuport Bank Buoy at the southwestern end of Nieuport Bank.
"We got under way at 8:23 a.m. April 2, setting a course of 59 degrees true. Our automatic sounding device was put in ope-ration and showed soundings of 9 to 10 fathoms. I estimated that we would be through the northeast channel shortly after 9 a.m. and thus have ample water on the tide.
"At 8:50 a.m., at 9:08, and at 9:19, further bearings were taken. At 9:19, in order to pass through the northeast channel, the engines were put slow ahead and the course was changed from 59 degrees true to 42 degrees.
"The automatic sounding device continued in operation and gave no warning of a decrease in water. We proceeded slowly, with no change in engine movements, and all went well until 9:21 a.m. I was about to order another bearing taken in order to fix the position of the vessel for a change of course to a northerly direction to pass through the northeast channel, when the Esso Belgium came to a stop, aground.
"There was no shock, the ship apparently having taken ground gently on the small shoal shown on the chart on the right hand side of the channel. Even here, according to the soundings on the chart, there should have been ample water, in view of the high tide, but apparently the chart was not accurate. The position of the grounding was Latitude 51°13' North, Longitu-de 2°46' East (or about 5 miles off shore, opposite a point half way between Nieuport and Ostende, Belgium).
"Both engines were reversed with rudder amidships, but the ship failed to back off. Soundings taken around the ship showed only 24 feet of water just forward of the bridge. The bow and stern were in deep water.
"At 9:50 a.m. I sent my position to the pilot station at Ostende and asked for tugs."

Afloat-Then Aground Again
The next two days were spent in efforts to free the Esso Belgium. Three tugs, the Zeeleeuw, Zeehond, and No. 5 - the latter two belonging to the Belgian Government - came out to assist the grounded tanker.
"With them," said Captain Vandenkerckhove, "they brought two pilots. Both these men told me they would not attempt to take the Esso Belgium out through the northeast channel, the route that I had been instructed to follow."
Twice, at high tide, the three tugs attempted to pull the ship off, and twice they failed. The third attempt, made on the morning of April 3, was successful, but the hawser of the Zeeleeuw parted and the vessel again took ground. A fourth try was likewise unsuccessful.
On the afternoon of April 3, the tugs Zwarte Zee and Roode Zee took over the job on a "no cure, no pay" salvage contract.
"The Esso Belgium was now grounded," said Captain Vandenkerckhove, "on the starboard side just forward of the bridge, and appeared to be pivoting, as her heading changed frequently during the efforts to tow her off."

No Serious Damage
The first two efforts of the Zwarte Zee and the Roode Zee failed. For the third attempt, the salvage company's tug Thames took the place of the Roode Zee. This attempt was successful and at 10:21 p.m. on April 4 the Esso Belgium came afloat. She anchored until April 6 and then, attended by the Zwarte Zee, proceeded to Rotterdam without further incident. Further efforts to get a pilot having failed. Captain Vandenkerckhove had the responsibility of conning the ship.
Following discharge of the Esso Belgium's cargo at Rotterdam and Antwerp, the vessel was placed in dry dock, where it was found that she had sustained no serious damage as a result of her misadventure.

The Esso Belgium returned to Aruba on May 9, 1940. She had been scheduled to load for the Brazilian ports of Santos, Rio de Janeiro, and Belem, but on May 10, the day after her arrival, the German army invaded Belgium, Luxemburg, and the Netherlands to begin the momentous campaign that ended with the fall of France.
The Esso Belgium's orders were changed, and on May 12 she sailed from Aruba for New York. While she was en route, the Netherlands army was ordered to lay down its arms on May 14, and three days after the tanker's arrival at New York on May 18, the Belgian Government requisitioned all Belgian vessels, May 21, 1940. On May 28, the King of the Belgians surrend-ered his troops.

Ship Without A Country
The Esso Belgium had become, in effect, a ship without a country. Until the international situation was clarified, she could not be operated. There was no urgent need for her services, however-at that time many tankers were in tie - up - and for months she lay at anchor in New York harbor.
Arrangements were finally made for the vessel's return to service under ownership of the Belgian Overseas Transports, S.A., and time charter to the Panama Transport Company. She sailed from New York on February 15, 1941 for Aruba.
For more than three years the tanker served in western Atlantic and Caribbean waters. Her cargoes of crude and fuel oils were carried from Aruba and the busy supply ports of Venezuela and Colombia to Canada, the United States, the Panama Canal Zone, and South America.
The Esso Belgium was transferred to the Pacific coast in October, 1944, when she transported to Vancouver a cargo of Colombian crude oil loaded at Cartagena. Two trips from California to Pearl Harbor followed, after which she returned to the Atlantic and a few months of coastwise service.
June, 1945 saw the tanker back on the west coast. Loading at Covenas, Colombia, and at San Pedro, she discharged at Vancouver and San Diego. On August 27 she left San Francisco with 96,172 barrels of fuel oil, and V-J Day, September 2, 1945, found her en route to Eniwetok.

The wartime transportation record of the Esso Belgium was in summary as follows:

Year	Voyages (Cargoes)	Barrels
1939	2	234,931
1940	3	344,809
1941	19	1,913,637
1942	14	1.409,756
1943	6	627,526
1944	11	1,103,777
1945	12	1,238,886
Total	67	6,873,322

The MS Esso Belgium was built in 1937 by Aktie. Burmeister & Wain's M.S., at Copenhagen, Denmark.
A twin-screw vessel of 15,250 deadweight tons capacity on international summer draft of 29 feet, 10 1/4  inches, she has an overall length of 507 feet, 6 inches, a length between perpendiculars of 485 feet, a moulded breadth of 74 feet, 6 inches, and a depth moulded of 37 feet. With a cargo carrying capacity of 131,367 barrels, she has an assigned pumping rate of 4,000 barrels an hour.
Her Diesel engines develop 4,000 shaft horsepower and give her a classification certified speed of 11.5 knots.

"Esso Belgium", in 1939.
Mardi matin, le pétrolier belge "Esso Belgium", transportant du mazout et du pétrole, se rendait à Amsterdam en suivant la côte belge.
Il s'est échoué sur un banc de sable en face de Middelkerke. Le pétrolier belge "Esso Belgium" s'est échoué à hauteur de Middelkerke et, jusqu'à ce jour, il n'a pas été possible de le renflouer.
L''Esso Belgium" est le plus grand pétrolier belge (10.529 T brutes). Il est le 41e navire belge par ordre de grandeur. Il faisait route pour
Anvers avec une cargaison d'huile combustible. Les efforts de 3 remorqueurs n'ont pu le renflouer jusqu'à présent. Comme le faisait
la plupart des navires ces derniers jours, l'"Esso Belgium", au lieu de traverser directement la Manche, suivait les petites passes le
long de la côte française et de la côte belge pour éviter les nombreuses mines rendant la navigation dangereuse.

"Esso Belgium", sadly not a very sharp photo.

Silhouette-Esso Belgium-1937


Drawing of the "Esso Belgium".

"Esso Belgium" was build in 1937.
During the war she was sailing for Belgian Overseas Transports, S.A., from 1941 till 1945,
when she was returned to Standard American Petroleum Co. S.A.
Sold in 1953 as "Miseno". Sold in 1959 as "Celestina".
Scrapped in 1959 at La Spezia.

"Esso Belgium", during W2, sadly an unsharp photo, April 24th, 1941.

Launch of the "Esso Belgium", November 7th, 1936 at Burmeister & Wain, shipyard, Danmark.

Super !!


Amicalement

ESSO BELGIUM - 1937 BE 2M (aft) (12½)
10,568 Grt for American Petroleum Co. S.A. Belge, Antwerp, 488.2 x 74.9
Tanker build by A/S Burmeister & Wain, Copenhagen, (1), #623
1939 - Standard American Petroleum Co. S.A., Antwerp - s/o
1941-1945 - Belgian Overseas Transports, S.A., (Time charter) - s/o
1949 - Esso Standard (Belgium) S.A., Antwerp - s/o
1953 - MISENO, Soc. Ionica di Navigazione, Catania [Pietro Longobardo, Naples], IT
1958 - CELESTINA "TRA.MA.SI" Trasporti Marittima Siciliani S.p.A., Palermo [Achille Onorato fu Vincenzo, Naples]
Broken up at La Spezia 1959 by Terrestre Marittima, S.p.A., arrived 30.09.1959.

The Miramar Ship Index for "ESSO BELGIUM"

IDNo: 5614696
Year:1937
Name:ESSO BELGIUM
Keel:
Type:Tanker
Launch Date:07.11.1936
Flag:BEL
Date of completion:01.1937
Tons:10568
Link:-
DWT:
Yard No:623
Length overall:
Ship Design:
LPP:148.8
Country of build:DAN
Beam:22.8
Builder:Burmeister & Wain
Material of build:
Location of yard:Copenhagen
Number of screws/Mchy/Speed(kn):2D-12.5

Subsequent History:
1953 MISENO - 1959 CELESTINA
Disposal Data:
Scrapped at La Spezia 30.09.1959.