BVK18919160220001 MUNK som BANAN. Bilde via wrecksite.eu.
1916 DS MUNK (BVK189191602)
“Mosquito”
Type:
Dampskip, stykkgods, frukt
steam ship, general cargo, fruit carrier.
Off. nr.:
5614248
Flagg (flag):
NOR
Havn (port):
Brevik
Byggeår (year built):
1888/12
Bnr (Sno).:
182
Bygger (yard):
William Doxford & Sons, Pallion, Sunderland, England.
Eier (owner):
A/S Chr. Christoffersen & Co., Brevik.
Disponent (manager):
A/S Chr. Christoffersen & Co., Brevik.
Klasse (Class).:
DnV +1A1
Tonnasje (Tonnage):
1.240 tdw, 957 brt, 562 nrt.
Dimensjoner (size):
L: 215,5’-B: 30,5’-D: 15,7’.
Lasthåndtering
(cargo handling):
Kjølemaskineri
(Ref. machinery):
Navigasjonsutstyr:
Manøversystemer
(syst. for manouvering):
Dekksmaskineri
(deck machinery):
Kommunikasjon (comm.):
Kallesignal (Call sign):
HFRG
Fremdrift (propulsion):
1
dampmaskin (steam reciprocating), triple exp. 3-sylinder,
syl. diam.: 16,5"–27,5"–44,0”, slag/stroke: 30,0".
120 NHK,
Bygget av
William
Doxford & Sons, Pallion, Sunderland,
England.
Fart/forbr.(speed/cons.):
10,0 knop
Hjelpemaskineri (aux):
Tot. el. kraft (el. power):
Kjeler (boilers):
1 dampkjele (boiler), med dim.: 13,8’ x 10,5’ og 3
fyrganger. Arbeidstrykk 150 psi. Bygget av
William
Doxford
& Sons, Pallion, Sunderland, England.
Bemanning (crew):
Historikk:
1888
Bygget som BANAN av William Doxford & Sons, Pallion Yard,
Sunderland, England for Søndenfjelds-Norske Dampskibsselskab,
Kristiania. Sjøsatt 04/12, ferdigstilt i desember. På charter til United
Fruit Co.
1890 Solgt til A/S Banan (Thorvald Dannevig), Kristiania.
1910 Solgt 11/05 til Hvalfangerselskapet Nimrod A/S (Chr. Nielsen
& Co.), Larvik. Brukt som kokeri og fraktebåt for selskapet ved fangst
på Svalbard.
1912 Grunnstøtte 19/01 ved Whitby, England. Ankom Hartlepool,
England som nødhavn. Kapteinen bøtelagt med NOK 250 for uaktsom
navigering. Havariet kom på NOK 36.000.
Solgt 11/11 til Dampskibsrederiet A/S Solli (Thyro Sørensen & B. Lie),
Kristiania. Omdøpt til SOLLI.
1913 Lie & Røer, Kristiania ble managers 15/08.
1914 Solgt 27/10 til Dampskibsrederiet A/S Baltic (E. H. Rustad),
Kristiania. Omdøpt til MUNK.
1916 Solgt 31/05 til A/S Chr. Christoffersen & Co., Brevik.
Videresolgt 22/09 til Dampskibsrederiet A/S Fjeldli (Ellingsen &
Johannessen), Bergen.
1917 Omdøpt til FJELDLI 10/03.
Stanset og skutt i senk 14/04 av den tyske ubåten U 30
(Kapitänleutnant Franz Grünert) mens hun varpå reise fra Härnösand,
Sverige via Bergen til London, England med sement og tønnestaver. Alle
ombord berget av en britisk jager som satte de i land i Lerwick,
Shetland.
Fra sjøforklaringen i 1912:
D/s. „Banan“ (H.F.R.G.) av Larvik, reise Burntisland til Dieppe med
kul, grundstøtte den 19. januar ved Whitby, England, og fik saa stor
skade, at det maatte søke nødhavn i Hartlepool. Havariet beløp sig til
kr. 36 000.
Sjøforklaring ved vicekonsulatet i Hartlepool 6/2
1912. Paa skibsinspektørens foranledning blev forhør optat ved Larviks
for- hørsret den 9. mai næstefter.
Kapteinen blev av vedkommende politimyndighet for ved utvist uagtsomhet
at ha medvirket til grundstøtningen forelagt en bot av 250 kr., som han
vedtok.
Fra Sjøforklaringen i 1917:
On the seventeenth day of April, Nineteen hundred and seventeen, between
the hours of four and six afternoon, the Norwegian subject
Sverre Jakobsen,
Master of the Steamship
FJELDLI
of Bergen, of 574 tons or thereby, Nett Register, distinguishing letters
H.E.R.G. Presented himself at the Norwegian Consulate, Lerwick, and
declared that the said ship left Bergen on the thirteenth instant, at 3
o'clock p. m., with a cargo of Cement and staves, bound for London; that
the said ship, on leaving the said port of Bergen, was in perfect
seaworthy condition, properly equipped, not overloaded, with cargo
properly stowed, properly manned with a full crew, consisting of
fourteen men and a stewardess, and fit for the voyage in every way; that
all went well; that on leaving Bergen deponent had a pilot on board,
whom he left at 6 o'clock p. m. same day at the house at Marstenen fyr,
that deponent proceeded outwards with course West till the lighthouse
was bearing S.
½ E 1 1/4
miles
—
the Log showed 0.; that from 6.15. p. m. same day deponent steered N. V,
W. until 8.30. p. m. Log showed 15.; that the ship’s course was then
altered to W. ’A N. all after the compass; that on the first watch a
distance of 30 miles was run; that the sea was smooth and the air was
changed, and the log 45; that the lifeboats were swung out ready for use
and the watch below were fully dressed, and a look out kept all the time
with binoculars; that the middle watch passed without anything worthy of
remark the distance run being 37 miles; that the course was still W.
1/2
N., that the air was changed with snow squalls and the log showed 82,
that all went well until about 5. o’clock a. m. on the fourteenth
instant; when the ship was about 76 miles W. by N. from Norwegian Coast,
about half a mile off the Port beam deponent
observed a submarine; that the wheel was immediately put hard to Port,
and all the men were called
out
and supplied with lifebelts, which Were put on; that all the men were
strictly on the lookout on the bridge and orders were given to increase
the ship’s speed to
full
and have all
in readyness
for
eventualities that the engineer was standing by the quick safety valve;
that deponent, continued his course; That the lifeboats were lowered
down to the rails and kept dear; that fifteen
minutes later
deponent observed a submarine appearing suddenly on the surface, and he
understood that she fired a torpedo against his ship; that he ordered
the wheel to be put hard over to Port, and the ship's course altered to
N. to avoid the torpedo; which manoeuvre was made so quickly that the
torpedo passed
about five yards from Port side at a speed of about a mile per minute;
that the ship's course was continued at N. for a quarter of an hour, and
then changed to V.
1/2
N., that about 6 o'clock a m. to 6.30. a. in. the submarine was seen on
the Port side a point abeam, five miles off and suddenly opened gun fire
on deponent’s ship; that deponent observed that the submarine had not
the range, and the ship’s course was again altered to N., and proceeded
onwards, the submarine being then right aft; that at 7 o'clock a. m. the
submarine was gaining on us to get abeam; that the
FJELDLI’s
engines were then stopped and the crew got into the lifeboats, which
were lowered into the water; that at that time a shot, went through the
galley
and
another hit the poop; that the boats got safely away and the submarine
continued gun tire against the ship for about ten minutes and then
dived; that half and hour later the submarine came to the surface again
and opened fire on another Norwegian steamer, the S/S
RONDANE
of Christiania, which had come after deponent's ship but had altered her
course to N. when the submarine opened
fire
on the
FJELDLI
that the crew of the
RONDANE
then took to their boats, after which all was quiet for a while; that a
8 o’clock a. in. the periscope of
the
submarine was observed coming from West against deponent's lifeboats,
the crews of which had trouble in avoiding it; that the submarine then
appeared at the surface and the Commander told deponent’s crew to come
alongside and four of them were ordered on board the submarine, deponent
being one of the number; that the Commander and three of the submarine's
crew came onboard deponent's lifeboat with a sack containing
bombs
apparently with
the
object
of destroying the
FJELDLI,
but after a quarter of an hour they came back without having attained
their object, and deponent’s men were ordered back to their boat; that
the Commander of the submarine ordered deponent to steer for the
Norwegian coast, that the submarine went round the
FJELDLI
and fired six shots on each side, causing her to heel over with the
rails in the water, to Port; that the submarine then went to the Port
lifeboat and towed her down to the
RONDANE
that at 9. a. m. deponent saw the smoke of a British destroyer, steering
in different directions, and going at a great speed, that the said
destroyer at last bore down on deponent’s boats and took the crews on
board, where the men were welcomed and were treated with every kindess;
that the Commander of the submarine evidently saw the destroyer, as he
made for the
submarine
with utmost speed, one of bis crew getting himself injured in jumping on
board the submarine, on reaching which he was pulled like a sack down
the
conning
tower; that all this time the deponent’s steward and the stewardess (his
wife) had been kept standing on the deck of the submarine, which had to
dive suddenly on the appearance on the destroyer; that in consequence of
the submarine diving
suddenly the steward and his wife were almost drawn down by the suction,
and had to swim for the lifeboat, into which they were taken; that the
deponent informed the Commander of the destroyer that that boat belonged
to his ship, and
that
it
was very urgent that the crew thereof should be taken onboard at once as
they were insufficiently clad, especially the steward and his wife, both
of whom had been immersed in the water, that the said boat's crew were
taken on board the destroyer forthwith, and were shown every care and
attention; that deponent and his crew arrived at Lerwick about 7 o'clock
a. m. on Sunday, fifteenth instant; that the destruction of deponent’s
ship and cargo, and sinking thereof, and whatever injury, loss or damage
the owners and crew of the said ship, or any person having an interest
in the ship, her cargo, or her voyage, may have sustained or might
sustain, through the foresaid destruction and sinking of the ship and
cargo, are in no way due to the deponent, his mate, or to any of his
crew, and therefore the deponent protests for behalf of all concerned
against the action of the Commander of the aforesaid submarine, in
illegally attacking his ship, and in sinking her, and against all loss
and damages to the said ship, her cargo, and crew, or to any person
having an interest therein, caused as aforesaid, and all expenses
thereby incurred in common form.
(Signed)
Sverre
Jacobsen,
Master of the S/S Fjeldli.
History in English:
1888
Built as BANAN at William Doxford & Sons, Pallion Yard,
Sunderland, England for Søndenfjelds-Norske
Dampskibsselskab,
Christiania. Launched 04/12, completed in December. On charter to United
Fruit Co.
1890 Sold to A/S Banan (Thorvald Dannevig), Kristiania.
1910 Sold 11/05 to Hvalfangerselskapet Nimrod A/S (Chr. Nielsen &
Co.), Larvik. Used as a factory- and transport vessel in whaling around
Svalbard.
1912 Stranded 19/01 at Whitby, England. Arrived port of refuge in
Hartlepool, England. The master fined with NOK 250 for careless
navigation.
Sold 11/11 to
Dampskibsrederiet
A/S Solli (Thyro Sørensen & B. Lie), Kristiania. Renamed SOLLI.
1913 Lie & Røer, Kristiania became managers 15/08.
1914 Sold 27/10 to
Dampskibsrederiet
A/S Baltic (E. H. Rustad), Kristiania. Renamed MUNK.
1916 Sold 31/05 to A/S Chr. Christoffersen & Co., Brevik.
Re-sold 22/09 to Dampskibsrederiet A/S Fjeldli (Ellingsen &
Johannessen), Bergen.
1917 Renamed FJELDLI 10/03.
Captured shelled and sunk 14/04 by the German submarine U 30
(Kapitänleutnant Franz Grünert) about 76 nm North West of Marsteinen
whilst on a voyage from Härnösand, Sweden via Bergen to London, England
with cement and barrel staves. All crew saved by a British destroyer and
landed at Lerwick, Shetland.