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Built at Sunderland by J. Crown and Sons, for the M.O.W. Transport and named “Empire Highlander”. There was one deck, and a cruiser stern. The triple 3 cylinder engine, built by the N.E. Marine Co., Ltd., was placed aft and gave the ship a speed of ten knots. The length of the vessel was 273 feet with a beam of 40 feet. When fully loaded there was a draught of 17 feet 11inches with a freeboard amidships of 7 feet 7inches. The ship had a gross tonnage of 2,125 tons and 1,123 tons net with a deadweight of 2,825 tons. The grain capacity was 139,857 cubic square feet, with a bale space of 135,040 square feet.

The vessel was launched on the 26^th of June, and completed in October 1945. The ship was registered and classed at Lloyds Insurance Services as +100A1, with an official number of 72654 and a code/call sign of GLJC. The port of registry was London, and the flag British. Wm France. Fenwick & Co., were appointed as the ships managers.

Photo Flyte

Point of interest. Tonnage; Gross tonnage is the total of all permanently enclosed spaces above the waterline. The accepted form is that 100 cubic feet is equal to one ton. Therefore as the the ship had a gross tonnage of 212,500 cubic feet (2125x100) she had a total enclosed space of 212,500 cubic feet.

The deadweight tonnage. This is the actual number of tons of cargo, bunkers, stores, etc., that can be put on board to bring a ship down to her marks. Net tonnage is after deducting spaces for propelling power, navigating spaces, and crew s quarters, etc.

ACCIDENTS AND INCIDENTS.

1946. Wm France. Fenwick & Co., (The ships managers) purchased the, EMPIRE HIGHLANDER from the M.O.W.T for a sum of £78,500. The ship was then renamed , ARNEWOOD

During 1945/6 Wm France. Fenwick & Co., purchased a total of four ships from the Ministry of War Transport, they were all very similar to the Empire Highlander, (but had a slightly higher gross tonnage) and were purchased at well below the current building costs.

By the time the war ended the Company, had only one remaining ship of the 2,600-2,800 ton class. That ship was another war built steamer named MOORWOOD. The reason for all these purchases was to restore the balance of sizes in their fleet that were lost due to enemy action during the war years.

The Company's previous ship with the name ARNEWOOD was a steamer of some 2,259 gross tons and had being built in 1916. This ship, while serving as a Royal Fleet Auxiliary struck a mine and was lost some 4 miles E.S.E from Sleat Point. Skye on December the 13th in 1917.

1947. January the 25th. An early morning start meant leaving Blyth at 2.30 am, with a cargo of coal bound for London. However the crew may as well have stayed in their bunks, as one hour later the ship had to return to Blyth with engine trouble. It was later that same evening before they were ready to sail again.

October the 6th. While bound to Newcastle from London the vessel grounded in the river Tyne. No assistance was required or requested. At the next high tide the vessel was able to refloat herself under her own engine power. There was no recorded damage

December the 2nd. The ARNEWOOD was inward bound towards London with a cargo of coal, from the Tyne. Also bound for London and sailing in the same direction was a 1,498 gross ton steamer. It was the, BELHAVEN with a general cargo from Leith. When just opposite "William's Wharf" at Dagenham, the two ships collided. Within a matter of a few seconds the "BELHAVEN" had sustained extensive and severe damage. For a distance of up to some 40 odd feet on her port side, the shell and upper plates had been opened, buckled and indented. Internal framework was also torn and twisted. As for the ARNEWOOD, she had received only moderate damage with just a few indentations to the stern and shell plating

Under a coal hoist at Swansea. Photo by ?

1948. February the 14th. Antwerp. While the, ARNEWOOD was at anchor above Kruisshans Sluice, and preparing to sail for Dieppe. The steamer, OCEAN ROVER, ( just arriving from Rosairo in the Argentine with a cargo of Maize and Oilcake) was maneuvering out side the lock gates with the result that she drifted against the, ARNEWOOD.

Due to the resultant collision the master of the OCEAN ROVER made an official protest to the port authorities. The, ARNEWOOD, suffered no damage in this incident. The, OCEAN ROVER had experienced some very heavy weather damage. Sea water had penetrated her holds and damaged the cargo, she had also lost the starboard anchor together with 4 lengths of chain. Some ports of call that I still remember include Middlesbrough, Antwerp, Grangemouth, Charente, Musel, Port Talbot, Swansea, Amsterdam and Newcastle.

1951.June the 1st, off the Channel Islands, on a voyage from Nemours in France, bound for Sunderland with a cargo of Esparto Grass. One of the boiler tubes burst. Although this did not stop the vessel or place the ship in any danger, it did result in the excessive use of water. This in turn effected the engines, with a resultant loss of power. Arrived in Sunderland five days later on June the 5th.

November the 8th. Once again there's trouble with the ships boilers, and once again carrying the same cargo, Esparto Grass, this time however the ship is bound for Grangemouth. At 0800 while some 30 odd miles east of St.Catherines Point. Isle of Weight, the ships engineers had to set to and repair boiler tubes that had burst. It was to be some 24 hours later before the vessel passed Dover on the way to Grangemouth. November the 21st. Whilst maneuvering alongside the coal loading wharf at Whitehill Point. Newcastle Upon Tyne. The ship collided with the coal loading hoists, however very little damage was sustained to either hoist or vessel.

1952 .February the 8th. Sees the ARNEWOOD again encountering boiler problems. In a strong westerly gale during a passage from Susa in N.E Tunisia to Granton in England, two boiler tubes burst. (A boiler explosion can be a fireman's nightmare).

Despite every effort being made by the ships engineers, they were unable to repair the damaged pipes. There was no other alternative but to return to the nearest port. After several very wet, and uncomfortable hours, the ship berthed at Bizerta on the 9th. Repairs were undertaken immediately. These were completed by the following day, Sunday the 10th. After receiving further bunkers the vessel continued her voyage to Grangemouth.

Photo. World Ship Society

1954.January the 9th. Saturday. While on passage to London from Nemours, with the usual cargo of Esparto Grass, and on the way to Donges (River Loire) for fuel, there was more mechanical trouble. This time it was a high pressure piston valve, that had started to leak. Although the ships own engineers attempted to make a repair, they were unable to do so. The vessel was then escorted to the,"Quai Pererie". The ships engineers once more set to, and after further strenuous efforts were able to effect the necessary repairs. After refueling, sailed once more for London, safely arriving there on Wednesday, January the 13th.

January the 24th. Antwerp. While in the dock at Antwerp, having just arrived there from London, in ballast, there was a collision with the S.S.DORMITOR. The Stem Bar (ships bow ) was seriously damaged. There was also severe damage to the plating around forecastle.

August the 15th. Germany. River Oder. After running aground in the River Oder early today, the vessel refloated herself at 1317 hundred hours. After an examination had disclosed no apparent damage to the ships hull or keel, she was able to carry on down river to her destination, Swinoujscie. Two days later, on the 17th, she sailed once again for London.

1959. August the 10th. St.Genevieve Bay. While loading a cargo of Wood pulp a strong North-East Wind arose putting an excessive strain on both the ships anchors and windlass. Such was the force of the drag that the frame of the windlass cracked.

The crack ran through the windlass frame and right into the shaft bearing housing. After a subsequent inspection, carried out at Corner Brook,Newfoundland the cracked frame was changed for a spare frame, that was carried. However, before this frame was fitted it also had to be repaired as this one was cracked. The original frame was repaired and stored as a spare for possible future use.

November the 13th. Carbonear. Newfoundland. While moored alongside Rorkes Coal Jetty damage occurred to the ships shell plating, and also to several internal frames. This was due to a very strong northerly wind that arose combined with a exceptionally heavy swell. Such was the extent of this damage that temporary repairs had to be carried out at St.Johns.

These repairs consisted of several plates being removed, straightened and replaced. Temporary repairs had also to be carried out on various internal frames and fastening's. Full repairs and dry docking was differed to a later date.

1960.January the 12^th. River Tyne After arriving here from London the ship is laid up until the 6th of May when the ARNEWOOD was sold to George & Panos Kouremenos of Piraeus. Greece, (George Kouremenos as Manager).

From now on the ship was to be known as the, ELIAS.K. While under this name the ship made a wide variety of visits to numerous ports that included:-Venice, Piraeus, Ravenna, Trieste, Malaga, Naples, St Louis (Rhone), Marseilles, Genoa, Istanbull, Odessa, Swansea, Rijeka, Beirut, Gdynia, Leningrad, Ipswich, Copenhagen, Alexandria, London, Archanelg, and Tripoli.

1967. January the 17th. At 007.15 hours, in very heavy seas, and bound towards Varna, in Bulgaria, from Gizan, with a cargo of bagged cement, the ship ran aground, and was left stranded on a reef off Farasan Island in the Red Sea at the Position of 16.23N. 41.23E. Soon the vessel was listing, and started taking in water, both in the engine room, and the double bottom tanks. Several attempts were made to refloat her but, due to the extreme weather conditions this was found to be impossible.

The ships master then considered it too dangerous to remain on board, and the crew abandoned the vessel in two lifeboats.

By 14.00 hours, the lifeboats had been picked up by the U.S. Steamer, GREENVILLE VICTORY, that had been standing by. The GREENVILLE VICTORY, with all the crew, safely on board headed for Port Said.

January the 19th. The Salvage tug, SVITZER, that had left Aden on the 18th had by now arrived off Farasan Island. The weather was calm with only a slight breeze and a slight ground swell. Salvage prospects started to look good. January the 24th. After a great deal of difficult and dangerous work on the abandoned vessel, (that had included the raising of steam on both boilers, the jettonising of part of the cargo, and also part of the ballast), it was finally refloated. Both the SVITZER, with the ELIAS.K in tow, headed towards Aden at a speed of only 4/5 knots.

January the 28th. Aden Roads After arriving here and anchoring a underwater examination revealed that the damage was only of a minor nature. Such as four bottom shell rivets missing and six loose. Several short fractures in the bottom plating, was found, together with about nine feet of the bilge keel torn away. The rudder pintel was also found to be out of place. There was no damage to the ships cargo, and all the main and auxiliary machinery appeared to be in good condition and working as normal. The salvage crew were operating the ships boilers and generator.The ship was later towed to Port Said.

January the 30th. Aden. During the last two days urgent detailed meetings and discussions had taken place between the ships owners and the Salvage Company. The result of these talks can, and will, determine the future of the ship. February the 27th. Aden. By now the talks had been concluded, but the conclusions were not made public. The original temporary repairs to the ships bottom are proving to be unsatisfactory and are starting to give concern. Leaks have now started in the double bottom tanks and forward peak tanks.

A Classification Surveyor has recommended that the cement cargo should be discharged so that further repairs can be carried out

March the 18th. Aden. The ship is in dry dock.

April the 1^st It was reported that the, ELIAS.K sailed today for an undisclosed destination.

April the 6th. Piraeus. Greece. The ship arrived here to-day for permanent repairs. However after further detailed examination in dry dock, the extensive bottom shell damage was found to be beyond economical repair. Her days were now numbered, the ELIAS.K had received her death blow.

The vessel was laid up and later during the year sold for her scrap value. At an undisclosed later date , the ELIAS.K was towed to the ship breakers in Split, in Yugoslavia for Demolition. The ship had served her two owners well for a period of just over 23 years.

When her turn finally came, a horde of workmen descended on the ship and removed everything that was moveable, such as, all the furniture, the bunks, bedding, tables, tools, cables, wires, ropes, even cutlery and crockery, in fact anything and everything was removed.

Next all the wooden fitments and insulation material was ripped out. Then the real demolition began. The engines, that had been the heart of the ship, were dismantled and literarily pulled apart.

Then came oxyacetylene cutters who literally cut her up into huge rough cubes of steel.

By the end of December the demolition of the, ELISA.K was complete, and

ANOTHER STEAM SHIP HAD VANISHED.

Liverpool Maritime Museum. London Guildhall Library. World Ship Society. Mike West. Newton Abbot.

I am indebted to all the above who have freely given help or information. Without them this Historical project could not have even started. As we all make our final voyage and our numbers decrease, it gets increasingly more difficult to obtain information. It seems a shame that these details of a bygone era can be lost for ever. What is wanted?. Voyage details, crew members, accidents, any incidents, humorous or otherwise, Plans, Construction Details, in fact any information at all that you can supply, no matter how small, it will all help.

Should you find any of the above information, that you can confirm is incorrect, please inform me so that it may be corrected. Also should anyone be offended by a name or, information of a personal nature please also inform me so that the same may be deleted.

DUDGEON FIRST, THEN THE SPURN
FLAMBOROUGH HEAD IS NEXT IN TURN,
THEN AS YOU PASS BY
FILEY BRIGG IS DRAWING NIGH,
SCARBOROUGH CASTLE STANDS ON HIGH
WHITBY LIGHT SHINES OUT TO SEA
SO STEER TWO POINTS MORE NORTHERLY,
NEXT HUNTLY HILL, IT'S A VERY HIGH LAND
TWENTY FIVE MILES TO SUNDERLAND
HARTLEPOOL LIES IN THE BIGHT
SEAHAM HARBOUR IS NOW IN SIGHT
THE SKIPPER SAYS IF THE WEATHERS RIGHT
WE ‘LL BE IN SHIELDS THIS VERY NIGHT.

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