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These were the conbulkers , not OBO's .

They were a great commercial sucess , ran them for years.
 

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would agree with you there john also carried general cargo in the bulk holds they must have made cast a lot of money over the years brgds kev.
 

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I've seen pictures of Ore-Bulk-Container ships, namely the Cast ships with alternate Ore/Bulk and Container holds, do they work commercially and are OBC's usually like this with alternate holds or are some with holds that can hold all three types?

I've also seen references to Bulk carrier/Car-Carriers with demountable suspended car deck but i'm not sure if that was just a suggestion rather than an actual ship.
Bulk Carriers with car decks were a popular type of BC (Buries Marks,Bibby etc.)some chartered to car makers such as Volkswagen etc.and some companies with PCC now such as O.W.before Pure Car carriers took over the trade,it was another way of reducing ballast trips with guarantee cargoeshttp://www.photoship.co.uk/JAlbum%20Ships/Old%20Ships%20C/slides/Cheshire-05.html
 

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PMN1,

I'm not wanting to stray too far from the thread's OBO subject, however, J&J Denholm had four car/bulk carriers during the 70's.
These ships are certainly well remembered by all who sailed on them but, to be fair, not everyone remembers them with affection! We tended to work hard, and play hard, on the Trolls - particularly when carrying cars.
The ships were ARCTIC TROLL, TROLL RIVER, TROLL PARK and TROLL LAKE. They crop up in a few threads and there is a dedicated discussion about them here.

There are also plenty of photographs amongst this selection from our Gallery. (Thumb)
 

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and then of course there were the Last Word in OBOs, the PROBOS, which could carry:

- Liquid Caustic soda, SG 1.6
- Oil and oil products
- IMO 2 liquid chemicals
- Dry bulk
- Steel products
- Forest products
- Ores in alternate holds
- Containers

all with a crew of 11 Norwegians .

Allegedly.

(this was never tried in practice - we just about got by with ten Brits and 12 Filipinos).

What could possibly go wrong?

Mention of the PROBO BARO and the PROBO BAONING still makes me want to scream "AAAAAARRGGHH", then go and curl up in a little ball in a corner and clutch my teddy bear.

Long after I had ceased to have anything to do with her, the PROBO BAONING, sold and renamed PROBO KOALA, was the ship at the centre of the Trafigura toxic waste dumping scandal.

No, I do not like OBOs. Not even slightly.
 

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Been there, done that thing, got the boilersuit wore it out crawling down the duct keel and got holes in it from caustic soda not retained by the oversize nitrile hatch seals. And did I mention No-Control? And why we had to fit the world's biggest Becker rudders because the brutes steered like a car with horrendous oversteer on a skid pan? And when we had fixed all those little issues, it was amazing how many things those ships could do - and all of them badly!
 

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John,

You got lots of strange things down duct keels and from Lord knows where.
Dangerous places, I doubt I will ever go down and along one ever again.
A 7 OBO vet
regards |Malky
 

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Me neither Malky, and I'm not one bit sorry. I'm a veteran of 8, but I was brave enough to do some of them several times.

Burmah Garnet (O/O) (In oil only)
Nordic Chieftain/Cast Heron/Helm (OBO) Oil/ore/coal/mobile homes!
Scandia Team (OBO) oil/ore/coal
London Team (OBO) coal/oil/ore
Friendly Ranger (OBO) Coal/oil
Friendly Carrier (OBO) Coal/ore/oil/animal feed
Stride (OBO) clean oil/black oil/ore/coal/fertiliser
Muirfield (OBO) in ore only - mercifully.

The mobile homes was a one off, but most of the other cargoes were more than once.
 

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I was on Cast Heron when she became Helm. We loaded tapioca in Thailand for Rotterdam. That was some cargo, weeks to load, covered in dust (everywhere and every thing) Last ship with Denholms, redundant Jun Chief Engineer. Well peed off, I binned all my Denholm News mags (regrettably)

oh well

regards

Malky
 

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I was what you would classify as a definite OBO man. My first experience of them was standing by the building of Norvegia team and Anglia Team in Gothenburg in the early 1970's. It was the perfect learn about OBO's experience. I sailed in Anglia Team as 2/0 on her maiden voyage. From that time forward I seldom got away from them sailing in several as Chief Mate then Master.
They were demanding on personnel - to say the least. They could almost drive you to the point of insanity due to persistent structural fracturing and the resultant inevitable contamination of ballast water. Very hard working ships, and contrary to what most people might think, it was the change over from coal back to oil which created most headaches especially if the cleaning of the holds after the last oil cargo had been not as good as desired.
On iron ore, (a high density cargo) they were subjected to extremely high stresses (particularly sheer forces) due to the practise of alternate hold loading. ie cargo in holds 1, 3, 5, 7 & 9 with 2, 4, 6, and 8 empty.
eg 10,000 tonnes in #1 Nil in #2 and 10000 tonnes in No 3. The sheer forces at the bulkheads between 1 and 2, and between 2 and 3 were always cause for concern, especially in heavy weather. Same story with the other holds.
The bulkhead at the aft end of No.9 separating the cargo spaces from machinery spaces was always the one which caused the greatest concern - for some reason the maximum permissable stresses at that point were generally a good bit less than elsewhere along the vessels length.
If an OBO was going to snap- that's most likely where it would happen, and I would suggest the consequences would have been extremely severe and quite sudden. The accomodation, bridge and machinery spaces would probably just roll over, and go straight to the bottom.
Free surface was also something which had to be watched like a hawk, - no more than 3 slack holds at one time. Break that rule and she'd loll very badly, - and very quickly. (Maybe worse, if action was not taken immediately)
Nobody was ever paid enough on those ships - long, long hours involved there.
The ones I served on continually alternated between wet and dry cargo pretty well every voyage, - which was just as well, as when that did not happen then the gear would play up terribly if it wasn't used regularly. e.g. do two or three consecutive voyages on oil, and oh boy, would you have trouble with the hatches after that, - they wouldn't want to open at all.
In the case of the reciprocal ie two or three voyages on dry cargo, then you could be sure the cargo valves would give heaps of problems when going back to oil, - mostly down the duct keel, a terrible place to work even under the best of cir***stances.
Heating Coils for liquid cargoes were kept under the hatch covers,( being lowered to the bottom of the holds and connected up when required, then raised again afterwards,) on the 1st generation of OBO, but by the time of the second Generation they were built into the bulkhead stools and under the tank tops within the double bottoms.
Grab damages when discharging dry cargo created enormous problems as well, puncturing the hopper sides and tank tops on far too many occasions. Not desireable at all when you were going to load oil a few days later.
You definately required good welders on those ships - they'd soon grind to a halt if not.
 

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Well I suppose you could say that, but with iron ore, alternate hold loading was recommended,or imposed on the vessel, in the builders operations manuals.
The reason of course was to minimise metacentric height/maximise KG which would have been incredibly excessive if iron ore/high density cargo was loaded in all compartments. ie small amounts in each hold. Better larger amounts in alternate holds.
 

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alternate hold loading

Oh, I nearly forgot :-
Holds 1,3, 5, 7 & 9 were strengthened for high density cargoes whilst 2, 4, 6 & 8 were not.
Ref:- tank top loadings.
I'd almost forgotten, but on ore, in the case of most OBO's I served on - Alternate hold loading was actually a condition of class, so we were forced to do it that way after all.
 

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It's a good job OBO's are finished. No more crawling in the pipe tunnel, virtually swimming in crude oil. At least we had a change from oil when we got a coal cargo, or even a grain cargo. It meant a lot of tank washing though.
 

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I was on Cast Heron when she became Helm. We loaded tapioca in Thailand for Rotterdam. That was some cargo, weeks to load, covered in dust (everywhere and every thing) Last ship with Denholms, redundant Jun Chief Engineer. Well peed off, I binned all my Denholm News mags (regrettably)

oh well

regards

Malky
Loaded tapioca in Kohsichang on the Nordic Sky.
Thankfully the wife wasn't onboard.
 

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Cast Petrel aka Helm aka Inci-S

I was Mate on the Helm a couple of times. The worst ship I was ever on in Denholms. I spent most of my time in the pipe tunnel operating the valves from there during discharge because that was the only way they would work - manually! In fact, that's when I threatened to walk off if they didn't send a team to work on the valve system. Luckily (or unluckily) they did, so I stayed on. Several years later, when the Turks bought her, she was renamed Inci-S, and I was sent to her as a consultant because the Turks couldn't manage her. She's a ship I'll never forget. Bob Dewick:
 

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Most of the cargoes we loaded on the Helm were either crude oil or iron ore. I remember having to get the crew to remove about half a ton of fine iron ore from the pipe tunnel after there was a massive leak from the hold through a tank valve. It wasn't only oil that leaked into the tunnel! I reckon OBO's produced many more problems than straight tankers did.
 
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