LVK20619100220001 BANAN. Foto via wrecksite.eu.
1910 DS BANAN (LVK206191003)
Type
Dampskip,
kokeri-stykkgods
steam ship, whale processing-
general cargo.
Off.no (IMO):
5614248
Flagg (flag):
NOR
Havn(port):
Larvik
Byggeår (year built):
1888/12
Bnr (Sno):
182
Bygger (yard):
Wm. Doxford & Sons, Pallion, Sunderland, England.
Eier (owner):
Hvalfangerselskapet Nimrod A/S, Larvik.
Disponent (manager):
Chr. Nielsen & Co., Larvik.
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
stempel dampmaskin (steam reciprocating), triple exp. 3-
sylinder, syl. diam.: 16,5"-27,5"-44,0", slag/stroke: 30".
120 NHK. Bygget av Wm. Doxford & Sons, Pallion,
Sunderland, England.
Fart/forbr. (speed/cons.):
Hjelpemaskineri (aux):
Tot. el. kraft (el. power):
Kjele(r) (boiler):
1
dampkjel (boiler), med 3 fyrganger. Arbeidstrykk 160 psi.
Bygget av Wm. Doxford & Sons, Pallion, Sunderland,
England.
Bemanning (crew):
Historikk:
1888 Bygget som BANAN av William
Doxford & Sons, Pallion, Sunderland, England for Aktieselskabet Banan
(Thorvald Dannevig), Kristiania. På charter til United Fruit Co.
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 SOLLI.
1913 Lie & Røer, Kristiania ble managers 15/08.
1914 Solgt 27/10 til Dampskibsrederiet A/S Baltic (E. H. Rustad),
Kristiania. Omdøpt 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 FJELDLI 10/03, samme eier.
Stanset og skutt i senk 14/04 av den tyske ubåten U 30
(Kapitänleutnant Franz Grünert) mens hun var på 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 forhørsret
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
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, Net Register, destinguishing letters
H. E. R.G., Presented himself at the Norwegian Consulate, Lerwick, and
dedared 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 10.; 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 5J0. 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 look out 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 sped 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 abouth 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 an 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 kindness;
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
behoof 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, Sunderland, England for Aktieselskabet
Banan (Thorvald Dannevig), Christiania. Launched
04/12, completed in December. On charter to United Fruit Co.
1890 Sold to Aktieselskabet Banan
(Thorvald Dannevig), Christiania.
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), Christiania. Renamed SOLLI.
1913 Lie & Røer, Christiania became managers 15/08.
1914 Sold 27/10 to Dampskibsrederiet A/S Baltic (E. H. Rustad),
Christiania. Renamed MUNK.
1916 Sold 31/05 to A/S Chr. Christoffersen & Co., Brevik.
Resold 22/09 to Dampskibsrederiet A/S Fjeldli
(Ellingsen & Johannessen), Bergen.
1917 Renamed FJELDLI 10/03, same owner.
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.