DECEMBER, 2019 VOLUME XXXVI, # XI

THE PORT OF NEW YORK BRANCH REMEMBERS 2019

MORE FUN MARITIME ACTIVITIES ARE IN THE WORKS FOR 2020. HAPPY NEW YEAR TO ALL!

NEXT EVENTS: Membership meetings: January 24, “Floating Rivieras – the Great Italin Line,” by Bill Miller; February 21, March 27, 2020 - Programs TBA.

ADDRESS: PO Box 384, New York, NY 10185-0384 E-MAIL: wsspony@gmail.com WEBSITE: www.worldshipny.com

THE PORTHOLE, published by the Port of New York Branch, World Ship Society, welcomes original material for publication. Address to the editor, Bob Allen, at oceanvoyag@aol.com or via the PONY mailing address.

March 24: Luncheon on the NORWEGIAN ESCAPE

August 18 – 25: Bermuda Cruise on the

INSIGNIA

September 22: Luncheon on the CARNIVAL SUNSHINE

October 4: Royal Tea on the QUEEN MARY 2 (All photos by Bob Allen)

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MEMBER PHOTO OF THE MONTH

On her maiden call to New York, Saga’s SPIRIT OF DISCOVERY is docked at Manhattan’s Pier 90 on December 28, 2019. (Bob Allen)

ARRIVALS AND DEPARTURES

SHIP FROM TO VOYAGE PASSENGER(S) DATE HEBRIDEAN PRINCESS Greenock Greenock Scotland Pat & Denise Dacey 11/19 QUEEN MARY 2 Southampton Southampton Western Europe Pat & Denise Dacey 11/19 QUEEN MARY 2 Southampton New York Transatlantic Pat & Denise Dacey 11/19

PREVIEW, JANUARY 24, 2020: FLOATING RIVIERAS – THE GREAT ITALIAN LINE

By Bill Miller

The great Italian Line, with its fine fleet of passenger liners, will sail once more. Created in 1932, but gone from the seas since the mid-1970’s, the Italian liners were known for their glorious warm-weather, mid-Atlantic crossings – to Genoa and Naples, to Venice and Trieste, and of course to many other Mediterranean ports. And even if Sophia Loren won’t be joining us, Bill’s program will make it seem like yesteryear’s crossings on those fine ships. The cast will include the likes of the CONTE BIANCAMANO, VULCANIA, ROMA, REX, CONTE DI SAVOIA, ANDREA DORIA, LEONARDO DA VINCI and MICHELANGELO. Longtime member Bill Miller will play the part of guest speaker/commandante, recalling those grand Italian liners.

LEONARDO DA VINCI, seen at right departing New York in 1975, will be one of the grand Italian liners featured in Bill Miller’s January, 2020 program. (Bob Allen)

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SHIP’S LOG

By Pat Dacey

On Friday, September 27, 2019, Captain William A. Speiser, Jr., provided a captivating presentation on the history and role of Sandy Hook Pilots, who have been bringing ships into and out of the Port of New York/New Jersey for 325 years. Captain Speiser grew up on the New Jersey Shore watching ships enter and depart the Port, and from a young age sought a career in the maritime industry. Graduating from the United States Merchant Marine Academy at Kings Point, NY in 1994, he began a seven-year apprenticeship with the Sandy Hook Pilots and became a pilot in September 2001. To listen to Captain Speiser tell his story, it is obvious that he has great passion and enthusiasm for his chosen career.

Captain Speiser began his presentation by educating our members and guests on what exactly a maritime pilot does, including those often frequently witnessed and sometimes harrowing pilot boarding and disembarking procedures as we set sail from New York on our own ocean voyages. He briefly provided the history of pilots and pilotage in New York beginning in 1694 when the Colonial Assembly began issuing licenses to mariners who would pilot ships “by way of Sandy Hook.” In 1895, New York and New Jersey licensed pilots merged and purchased the first steam powered station boats, the NEW YORK and NEW JERSEY. Captain Speiser continued to document the rich history before detailing some of the significant events in which the Sandy Hook pilots provided rescue and assistance. On September 8, 1934, the Sandy Hook Pilots responded to the fire-engulfed liner MORRO CASTLE as she drifted off the New Jersey Coast. The Sandy Hook Pilots responded to rescue passengers and attempted to bring the ship under tow.

Among numerous documented rescue and assistance events ever since, the Sandy Hooks Pilots once again provided heroic assistance in the aftermath of the terrorist attacks in New York on 9/11/01 to include “Boatlift 9/11/01”. Pilot Boat NEW YORK rushed into New York Harbor anchoring off the World Trade Center Site and became an “on-scene” staging ground for United States Coat Guard’s response operations.

Captain Speiser thoroughly detailed the process of becoming a Sandy Hook Pilot to include education and qualifications. Interested individuals must be under 27½ years old, a graduate of a maritime academy, and have sailing experience before the application process begins. Once started, applicants must go through a rigorous testing and interview process by New Jersey Commissioners and Pilots. Once selected, the process continues with a minimum five-year apprenticeship from Deckhand to Captain, riding 1,000 ships, evaluations and finally Federal Pilotage and State Exams. Once qualified, every deputy pilot serves for seven years before becoming eligible to become a full Branch Pilot.

Today, the Sandy Hook Pilot Association has 70 pilots who handle more than 10,000 vessel movements each year for all foreign flag vessels and American vessels under register (regulated vessels) entering or departing the Port of New York/New Jersey, the Hudson River, the East River, Atlantic City, Jamaica Bay and Long Island Sound as required by state law. Pilotage services are provided on a 24-hour basis, 365 days of the year in all weather conditions and port circumstances.

Captain Speiser then transitioned to what it is actually like to pilot a vessel starting with the Master and Pilot Exchange, which includes the Pre-Departure/Arrival Conference. This mandatory meeting reviews and verifies the working conditions on all navigational equipment, verifies orders, verifies the length, draft, air draft, propulsion and thrusters as well as discussing the passage, traffic, weather, tides and currents. It concludes with answering any questions from the Master or Bridge Team.

Captain Speiser took our audience through an historical journey on the handling of ships, examining the evolution of propulsion and steering. He also noted the many differences between ocean liners and modern-day cruise ships.

Captain Speiser concluded with personal accounts and memories of the many ocean liners, cruise ships and other interesting jobs that he has had as a pilot. Some of the many ships discussed were QE2, ROTTERDAM, QM2, ANTHEM, OVATION and EXPLORER OF THE SEAS, SAGA RUBY, REGAL EMPRESS, NORWEGIAN GEM, CROWN, ESCAPE, BREAKAWAY and GETAWAY, and PACIFIC PRINCESS.

At the conclusion of his presentation, Captain Speiser answered numerous questions for the assembled audience, which included a number of Midshipman from the United States Merchant Marine Academy, continuing well into the after-meeting refreshments.

We thank Captain Speiser for his educational and enthusiastic presentation and look forward to his future presentations.

TIME TO RENEW!

Don’t miss the exciting events scheduled for 2020 – more delightful talks, events and shipboard luncheons are in the planning stages! Your renewal form was sent in early November; please return it by December 31, 2019.

PARTYING IN PARIS

By Marge Dovman

As we did last year, 42 members and friends navigated to the South Street Seaport area to do our bit for the holiday season. Once again we enjoyed the historic (1873) ambiance of the Paris Café, and the friendly staff that made us feel right at home. And to create the proper atmosphere, the TV set over the door displayed a stream of ship pictures taken by various PONY Branch members over the years.

As we settled in at our tables, indulging in favorite beverages and equally favorite nautical conversation, Santa Claus, disguised as our chairman Pat Dacey, could be seen distributing small, colorful boxes that contained gaily-wrapped chocolate-covered pralines. They did not diminish the collective appetite one bit!

We had a three-course menu with many delicious and substantial dishes to choose from. Among the appetizers, we could choose a green salad, chicken-vegetable soup, vegetable spring roll or fried chicken fingers. Entrees: roasted chicken breast, Scottish salmon, shepherd’s pie, vegetable bowl, fish and chips or Angus beef sliders – something for every taste! Choosing

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dessert was easier; the choice was narrowed to lemon tart or chocolate brownie. There were, of course, the usual tea or coffee, and other beverages were available at the imbiber’s expense.

As we ate, we were welcomed and wished happy holidays by the restaurant manager, Peter O’Conell. Another welcome, and then some, came from Chairman Pat (it wasn’t Santa after all) with thanks to the members and especially to the hardworking Board members and others who contributed their time and efforts to the club. Adding to the festivities was a raffle, at the cost of one’s signature on the back of a very special WSS/Royal Bermuda Yacht Club card. Prizes were a package of Italian savories or sweets.

We also got a glimpse into the future. It was announced that next year’s club cruise will be an eastbound voyage on QUEEN MARY 2 from New York to Southampton, departing on December 8, 2020. SHSSA will also be promoting the crossing as its membership voyage.

Getting back to that Santa situation, those little signed cards were collected, and Marge Dovman (me!) was selected to choose the first winner. The winner was – Marge Dovman! She generously tossed the card back in the bowl, then selected the name of Patricia Riccio, who became the first real winner. She requested the savory package. The name of the second winner was then drawn – Jeff Montgomery, who took home the sweet package. That was a fake signature on Marge’s card!!

And so, happy retroactive holidays of your choice. See you all in January!

World Ship Society, Port of New York Branch members celebrate the holidays in the festive setting of the Paris Café. (Bob Allen)

MEETING ON PIER 45: REMEMBERING RICHARD MORSE By Bill Miller

When I attended the very first meeting of the World Ship Society, I was still in high school, a senior in fact. It was chilly night back in the fall of 1965 and, enticingly, we were invited (through an article in the New York Times) to tour the brand new SAGAFJORD (seen below at Pier 45). We were to meet at Pier 45, at the foot of West 10th Street in Manhattan’s Greenwich Village. It was a school night, but I had to attend. I knew no one in the assembled group, gathered in the pier’s waiting room, but spoke first to Richard Morse (below), effusive, chatty and full of knowledge about ocean liners past and present. What huge fun! I didn’t know anyone else then who was so deeply interested in ships and especially passenger ships. I was hooked – and have joyously been a member of World Ship Society ever since, for nearly 55 years.

But time is a thief – and moves on all too quickly. Well into his 90s and spending these last years in a nursing home, Richard Morse passed away last November. He had amassed a great liner collection (photographs mostly), had extraordinary recall (yes, for something like that “cloudy Saturday morning when the AQUITANIA’s mighty whistles bellowed and the ship sailed from the north side of Pier 90 on April 10th 1938”) and also was a brilliant pianist and opera buff, with a great interest in European cathedrals. Faithfully, Richard was the treasurer for the Port of New York Branch of World Ship Society for some 30 years.

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Richard Morse, 1925 - 2019 (Bill Miller)

Bill Miller met Richard Morse at the first meeting of the World Ship Society, Port of New York Branch. It was held aboard the brand new SAGAFJORD docked at Pier 45, in the fall of 1965. (Bill Miller Collection)

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SHIPS IN PORT: ITALY’S CLASSIC VULCANIA

By Bill Miller

On a recent cruise, a fellow passenger from San Francisco recalled crossing to Europe by liner almost sixty year ago. She shared with me: “It was 1962 and I was going to Europe to meet the man that would become my husband. I was young, inexperienced and on a tight budget. I was supposed to go on some inexpensive freighter, but changed to an Italian liner, the VULCANIA. After we sailed from New York, I couldn’t quite understand why were we could still see land hours later. Well, we were hugging the coastline because we were stopping at Boston the next day. I was down in lower-deck tourist class, sharing with three other young women. But there were some unruly Italian men returning to Italy after failing to make it in America. A few of them, we were told, were actually ex-convicts. They actually seemed all right and some were quite charming and handsome. But the Italian purser was concerned – by the third day, we were moved to cabin class. And the crossing itself was sort of like a cruise – we called at Lisbon, Gibraltar, Barcelona, Palma, Naples, Messina, Dubrovnik, Venice and Trieste, where I left the ship. Altogether, it took about 14 days. The VULCANIA was interesting, but obviously a very old ship. The décor was very wooden, very cramped and very dark. And the ship rolled all the way to Italy!”

I myself recall well the flat-stacked VULCANIA, from often being berthed on the south side of Pier 84, at West 44th Street, and from her noontime departures bound for the sunny Mediterranean. By the early 1960s, she was one of the oldest liners regularly calling at New York. I remember visiting her in March 1965, on what was her final visit to New York and also remember her interiors as dark, cramped and very warm (the VULCANIA did not have air-conditioning).

The 24,500-ton VULCANIA actually dated from the mid-Twenties. Built for the Trieste-based Cosulich Line, she was to have been named URANIA, but was launched (at Monfalcone) in December 1926 as VULCANIA. She entered service two years later, in December 1928, and, together with her near-sister SATURNIA, looked after Italy’s Adriatic service, from Trieste and Venice. Passengers were then carried in four classes.

In 1932, at the Mussolini government’s insistence, the Cosulich Line was integrated into what became known as the Italian Line. There were two other notations for the VULCANIA: in 1935, she was re-engined and given more powerful Fiat diesels. A year later, she was used to carry troops for Il Duce’s East African campaigns.

Since Italy did not enter World War II at its outbreak in September 1939, the VULCANIA remained in trans-Atlantic service longer than most liners, until June 1940. Afterward, she was used for Italian trooping until laid-up for safety at Trieste. But once Mussolini’s regime collapsed (in the summer of 1943), the VULCANIA made a quick dash away from Italian waters and fled to America, quickly becoming a US Army transport. She was not released when the war ended (in August 1945), however, but kept in military service and, during 1946, even made some austerity passenger sailings between New York, Le Havre and Southampton for the United States Lines. Afterward, and while rumored to be sold by the Americans to the Soviets, the ship was returned to the Italians, refitted and restored. In September 1947, she resumed sailing but between Naples, Genoa, Cannes, Gibraltar and New York since the pre-war Italian express liners had been destroyed.

In 1955, following the debut of the brand new ANDREA DORIA and CRISTOFORO COLOMBO, the VULCANIA (and SATURNIA as well) were moved back to the Adriatic service – from Trieste and Venice via Patras, Messina or Palermo, Naples and Gibraltar to Halifax (westbound only) and New York. There were occasional calls at Boston (eastbound only), Lisbon, Barcelona and Dubrovnik. New York to Trieste took two weeks. The quarters onboard were reduced from the prewar level to 1,452 passengers – 232 in first class, 262 in cabin class and 958 in lower-deck tourist class. Fares by the early 1960s ranged from $415 in first class, $330 in cabin class and $285 in tourist class (or $255 in tourist class dormitories).

A travel agent friend wrote this long-ago appraisal of the 19-knot VULCANIA. “She is a sweet but creaky grandmother that became a better woman, a better Italian woman, after a $2 million refit in the ‘50s. She has recreation decks, swimming pools, gymnasiums, veranda-deck suites, appetizing food, inexpensive wines and fine Italian service. Despite her near-ancient years, she is still one of the more satisfactory ships on the Mediterranean run. However, there is greater cleavage between first and tourist class than on most liners – so great in fact that we do not recommend tourist class. First class is excellent and is plainly popular with long-voyage enthusiasts.” Tourist class was indeed another story. Another friend reported after 13 vacuum-packed days in a tourist class six-berth room: “I felt about as welcome as a eunuch on the ark!”

The Italian Line retired the VULCANIA in May 1965, following the arrivals of the big, splashy MICHELANGELO and RAFFAELLO. The 37-year-old VULCANIA might have gone to the breakers but found further life with another Italian ship owner, the Grimaldi-Siosa Lines, who restyled her as their CARIBIA for service to the Caribbean and Venezuela from Southampton, Vigo and Lisbon. Later, she also did some cruising, usually 7-night trips from Genoa around the western Mediterranean.

Her very final days were rather extended. In September 1972, she rammed some rocks at Cannes, was badly damaged and – being too old to be expensively repaired – was towed to La Spezia and laid-up. Months later, she was reportedly sold to Italian ship breakers, but then (in January 1973) was resold to Spanish breakers. Months later, in September, she was towed to Barcelona, but then nothing happened. In January 1974, she was resold yet again, this time to Taiwanese scrap merchants. On March 15th, she left Barcelona under tow for the Far East. Months later, in July and after arriving at Kaohsiung, she sank in the harbor owing to leakages in that old, damaged hull. Later, she had to be raised and then finally scrapped. What a long and varied life and ending for the VULCANIA!

Coincidentally, at the very same time, another liner named CARIBIA, Cunard’s former CARONIA, was also being towed to Taiwan for scrapping. She too had her troubles. Taking on water, she put into Guam in heavy weather, but then the towlines snapped, the ship drifted and then rammed the breakwater and finally broke in three sections. Her remains were later broken-up on the spot.

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The VULCANIA seen bottom left on a busy day along Luxury Liner Row in July 1958. Behind are the INDEPENDENCE, AMERICA, UNITED STATES, OLYMPIA, QUEEN ELIZABETH and OCEAN MONARCH -- with the BRITANNIC already making her departure. (Bill Miller Collection)

SHIP NEWS

By Bob Allen

CARNIVAL’S COZUMEL COLLISION: Headlines were made by a shocking collision of two Carnival Cruises’ vessels at the busy port of Cozumel, Mexico. CARNIVAL GLORY was maneuvering past the already docked CARNIVAL LEGEND in extremely windy conditions in late December. Apparently the winds were just too strong, and the stern of the GLORY came in contact with LEGEND’s bow. The collision tore a large hole in the starboard glazing of both levels of the aft dining room. Fortunately, the ship was deemed seaworthy and continued on her cruise, although with limited dining room capacity. Upon arrival in her homeport of New Orleans, workers labored through the night to temporarily cover the damaged area with steel plates. Passengers boarded as scheduled, and GLORY departed on her next cruise only one day late. Carnival offered refunds for passengers unwilling to sail the modified itinerary, and partial refunds and credits for those who stayed for the detained cruise. PONANT PURCHASES AND NEWBUILDS: Deluxe operator Ponant Cruises is expanding its fleet of boutique expedition ships. In August, they announced the acquisition of the 1997-built PAUL GAUGUIN, which will continue to operate under Paul Gauguin Cruises management. Ponant will finance the construction of two 230-passenger vessels for its newly acquired brand. Although details have not been released, the new ships will be similar in size to Ponant’s 10,000-ton Explorer-Class vessels, currently under construction or recently launched. They will employ sophisticated battery power for cruising in environmentally sensitive areas, and like the Explorer-Class, will be built by Fincantieri’s Vard subsdiary, an exploration vessel specialist. CMV ON THE MOVE: Budget-market British Cruise and Maritime Voyages is expanding again. It is purchasing P&O Australia’s PACIFIC DAWN, built as REGAL PRINCESS (1991), and PACIFIC ARIA, formerly Holland America’s RYNDAM (1994). CMV already operates HAL’s former STATENDAM (1993) as VASCO DA GAMA. Both ships will be delivered in spring 2021, and enter service after receiving new names, minor refurbishment and CMV’s new livery. The DAWN will operate out of London, alongside COLUMBUS, which was formerly near-sister ship STAR PRINCESS (1989). ARIA will join sister VASCO DA GAMA as part of CMV’s Transocean brand, which serves the German-speaking market. CMV’s ASTOR (1981), which currently operates for Transocean, will be renamed JULES VERNE, and will inaugurate CMV’s new French market brand.

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CMV will acquire P&O Australia’s PACIFIC ARIA in 2021; this is how she will appear in the line’s handsome new livery. (CMV) THE WORLD OF MSC: MSC EUROPA will be the name of MSC’s newest and largest vessel, now under construction at Chantiers de l'Atlantique in St. Nazaire, France. The ship will utilize highly innovative fuel cell technology, and be fueled by liquefied natural gas (LNG). The 204,000-ton, 5,400-passenger vessel will be the first of four in the World-Class, and is due to enter service in 2022.

MSC EUROPA will feature a distinctive profile when she enters service in 2022. (MSC Cruises)

OFFICERS EXECUTIVE BOARD COMMITTEE HEADS

Chairman: Pat Dacey Bob Allen David Hume* Finance: Marjorieann Matuszek* Vice Chairman: Bob Allen Pat Dacey Marjorieann Matuszek* Membership: Stuart Gewirtzman Branch Secretary: Doug Newman Mario De Stefano Carol Miles* Newsletter: Bob Allen Membership Secretary: Stuart Gewirtzman Doug Newman Ted Scull* Special Events: Pat Dacey Treasurer: Marjorieann Matuszek* Stuart Gewirtzman Richard Wagner Website: Stuart Gewirtzman

• Past Chairman