The M.V. BEACHY was constructed with two decks, a cruiser stern and twin
screws. Built at
Dundee and completed on
the 10th of April
1947 by the Caledonian Shipbuilding Engineering Co. Ltd., for the
Clyde Shipping Co. Ltd., of
Sadly this yard closed its gates in 1981.
The the twin screw
diesel engine, a Oil 2 C.S.A gave the ship a speed of thirteen and a half
knots, this was also built by the Caledonian Shipbuilding and
Engineering Co. Ltd., The ship had three holds, with number one hold been
insulated to carry refrigerated cargo from Belfast. The principle statistics
of the ship were as follows: Length 241 feet 7 inches; breadth 38 feet 2
inches; a loaded draught of 16 feet; and a free board amidships of ?.
Gross tonnage 1,257 tons; Net tonnage 6,030 tons; with a
deadweight of 1,300 tons.
The funnel was painted black with a broad red
band with the company's house flag painted on either side. (white
triangle with a vertical blue cross on a blue disc). The hull was a medium
colour of grey, while the boot topping was green.
All the superstructure was painted white. The official number of the
ship was 52641 and the call sign was GLGY. The flag was British and the ships
home port was
The Beachy was one of 4 ships built by
Caledonian Shipbuilder Engineering Co., all for the Glasgow / London trade.
The others being GOODWIN, TOWARD, and COPELAND.
Point of interest. This was the
fifth ship to be named BEACHY. The fourth ship to carry this name was a
convoy rescue ship that belonged to Clyde Shipping. While on duty during her
fifth convoy run from Halifax to Greenock on the 11th of January 1941 at the position of 53 29N.16.24W she was bombed and sunk by enemy aircraft.
There was 5 fatalities out of a crew of 38.
At the end of hostilities it
was estimated that over 46,000 Merchant seamen including members of the
fishing fleet had lost their life due to enemy action.
In addition to this, over 5,000 Allied Merchant Seamen were captured by German
forces. Over 90% of these captured were held at
Westertimke Internment Camp "Milag" situated near
This was the price paid by the Merchant Navy. One must
remember that the Merchant Navy was not a fighting service, but a service
manned by civilians.
ACCIDENTS AND INCIDENTS
1947/1948 The only
information so far received for this period (September 47 to March 48), is
that "Andy" Andrew Sherrard, was the forth Engineer who stood the 8-12 am / pm
watch. He would have been in complete charge of the main engine together with
all the Auxiliaries during these hours.. The Chief Engineer during this period
1952. November the 20th. Belfast. When
manoeuvring while changing berths today, a multiple collision occurred
involving a total of four motor boats. During the general mayhem and
confusion, and while avoiding other craft, the "BEACHY" struck the
quay side causing severe indentations to both the stern and bow plates.
Although there was fortunately no injuries
there was quite a few soaking's, and this did invoke several blessings
1958. November the 7th.
manoeuvring alongside the quay this evening the vessel collided violently with
the quay wall. This resulted in damage to her
bow plates, and severe indentations to both port and starboard
plates. After having received temporary repairs here, the ship
sailed on the following day to
Southampton for more permanent repairs. These involved,
the removing and renewing of bow plates, port
and starboard plates, together with the removal, fairing, and replacing
of several other plates.
1959. Due to the lack of
cargoes on the
London service, the "BEACHY" was withdrawn
from this run and was sent out to
East Africa. There for several months she operated on a
charter service between
call were mainly as follows:-Durban,
An intermediate port of call. While bound from
Durban, and discharging part of her cargo
into lighters alongside
During the evening there was a heavy swell that caused the lighters to
grate along both the starboard and port sides of the ship. This resulted in
severe plate indentations on both sides of the ship and the distortion of
The following day the surveyor inspected the damage and recommended that,
repairs although considered very necessary, but due to the time factor
and the lack of repair facilities available at this port, could only be
carried out at the next port of call.
interest. While at
on the 21st of May. A rather interesting point of law arose.
A truck loaded
with sugar, that was due to be loaded aboard the, "BEACHY" was shunted under a
water tower after a spark from the engine had ignited the tarpaulin, that was
covering the truck. When the fire was extinguished it was found that 184 bags
of the sugar was either damaged by the fire, or by
The local surveyor recommended that the
load be forwarded to
for assessment. This did not please the local Portuguese Railways
representative who rejected the claim by saying that it was an, "Act of
God". The final result of this argument is not known.
Upon completion of the Mauritius/Durban charter the ship
returned home, making a call at
Hamburg before finally returning to
London on June the 15th and
reverting to her normal run. However as later events proved this was to be for
only a very brief period of time
the 15th. At 0035 during a period of very dense fog, The 10,700 ton, dead
weight motor ship, CANNANORE, on passage from
Middlesbrough and London, and then bound towards Calcutta, and Genoa,
scraped alongside the BEACHY at Erith
Sands, in the River Thames.
The paint-work of the CANNANORE was scraped the
length of her hull, while the wing of the bridge of the, BEACHY received
some moderate damage. However after inspection it was decided that she would
be able to proceed on her way. The other vessel left for
Calcutta the following day.
16th. This was a very close call. The result could have been quite different.
Later during the year the vessel was sold
to new owners, Kvarnerska
November the 16th The
ship was renamed, SNJEZNIK. She was soon on her way for service in the
the 5th. Left Haifa with a cargo of 950 tons of oranges and 170 tons of olive
oil bound towards
January the 9th.
I have seen no record as of what problems had occurred, or why for any other
reason, the vessel should have entered
What is known, is that during the evening the, SNJEZNIK capsized
and sank in 25 feet of water. She settled on the bottom with a 90 degree list.
January the 25th. Holes have
being cut into the ships side, to facilitate the removal of the orange cargo.
The bad oranges were then loaded onto the M.V TAXJARCHIS ready for dumping in
the open sea. This was partly completed by the 11th and the holes were
resealed. The ships hatches are also in the process of being sealed.
March the 1st. After the
funnel was cut away and pipes and other openings sealed,an abortive attempt
was made to refloat the vessel.
March the 26th. After several
more failed attempts, the ship was finally refloated.
Provision was now made to off load the
reminder of the cargo. The damage to the ship consisted of numerous shell
plates severly indented, there was a ten foot hole in the keel. Two masts were
broken, and all vent and comings damaged. The reason of why the ship turned
over was never ascertained.
April the 14th. The deep sea tug
BORAC arrived to tow the ship to a suitable repair yard in Ryjeka.
April the 19th. The SNEJEZNIK, under
tow left for Piran.
July the 25th. Piran. Arrived here for
final repairs. It is a mystery to me, as to what has happened to the ship
when she departed in tow from Suda Bay several weeks ago. I do believe that
by the end of August all necessary repairs had been completed and the ship
was once again back in service. Nothing more is heard of her until…
December the 6th Famagusta. A
Japanese motor vessel, “NAGATO MARU” carrying a cargo of oranges was at anchor
just off the harbour entrance, when due to exceptionally strong, North East
winds, she dragged her anchor and grounded on rocks known as Black Rock.
During the evening the SNJEZNIK tried to
assist the Japanese vessel, but on her second attempt to tow her off the rock
also became stranded about 100 yards off the Japanese ship. A local tug, the
500 h.p DESDEMONA endeavored to put a line on board the ship but due to gale
force winds was unable to do so.
December the 7th. 03.30 hours.
The SNEJEZNIK was now in a worse position than the ship she had tried to
assist. The ships master, Alexander Zoricik sent a S.O.S stating that his ship
was breaking up, her rudder was inoperable, one of the propellers was damaged,
she had cracks in three holds, developed a list to port, and was leaking badly
and that the crew must be rescued, Five of the crew managed to disembark in
the ship’s lifeboat. The grounded NAGATO MARU responded to the S.O.S and
launched a lifeboat with the second officer and 10 crew, but was unable to
assist, and they had to be rescued, and taken into the harbour. The tug was
still standing by, but unable to assist.
Royal Air Force Helicopters lifted 10 crew
members of the stricken ship, but the helicopter then crashed into the sea,
after striking the ships mast. The 2 pilots were rescued. Meanwhile the list
to the ship had increased to 20 deg. Later during the day three more crew
members were rescued. There is are now only the ships master and three crew
left on board. Helicopters and a patrol boat are standing by overnight.
December the 9th. The tugs
SCHELDE and VERNICOS FRANGISKI arrive on the scene. The NAGATO MARU is pulled
off the rock by the tug SCHELDE, and anchored nearby for examination.
December the 16th. Pireaus. The
NAGATO MARU arrives here under tow, by tug SCHELDE, to unload then enter dry
dock for repairs.
December the 18th.Efforts are
made to install portable pumps on the SNEJEZNIK. Salvage work proceeds,
together with off loading salvageable cargo into lighters until..
December the 20th. The first
attempt at refloating fails.
December the 22nd. All cargo has
now been removed. And many temporary repairs completed. (These included
blasting rock from under the ship. Further attempts at refloating failed. More
blasting of rocks continues, but is stopped when salvors run out of explosives
on the 31st of December.
1962. Rock blasting continues for the next
January the 17th, Deep sea tug
ELBE arrives to assist.
January the 26th. Bad weather
continues to hamper salvage operations. There is now a definite possibility
of the ship breaking up. It would appear that from a distance the stern is
moving more than the forepart of the ship. The list has increased, and the
water is level with 1 and 2 hatch combings.
February the 13th.Use of local
grab and dredger obtained to deepen channel. Further efforts to refloat fail.
More salvage equipment loaded on to the ship. There appears to be some delay
in obtaining further insurance cover for various salvage operations.
March the 17th. No work carried
out due to local holiday. The cost of insurance and hire is starting to prove
April the 18th. Pumping and
refloating operations recommenced after delay due to bad weather. Cement
sealing of leaks in bottom and engine room continue.
April the 29th. At long last
the ship is pulled clear of the rocks and dragged about 40 feet into the
open channel where she dropped her anchor. For the next three months
she remained at anchor. During this period only minor repairs were carried
out, these were just to make her hull watertight. Negotiations are ongoing
between the salvers and Italian Company regarding a possible sale of the
vessel to recuperate losses.
the 31st. The SNJEZNIK left Famagusta for Genoa, under tow of the
Dutch tug ELBE after a seaworthy certificate had been granted, and a Marine
surveyor appointed. The vessel was stated to have been bought, as lying, from
the Famagusta Salvors, Messrs. G.A Branco, for a sum of £17,500 by an
Information after this date is still required. CAN YOU HELP?
There was the usual name change. The new
Owners Fernando Galli changed the name to MAHA.
63-64. She sailed under the Panamanian Flag,
the owners registered as, Reefer Nav Co., S.A.
1966. Again the vessel changed hands. This
time sailing under the Flag of Kuwait, the new owners being A&M Abughazaleh
1970. The ship had disappeared from, Lloyds
Register of shipping. No further information available, (Yet)