Røsset, Geir: De flytende kokeriene/Whale Oil Factory Ships

Fra Telegraf til Willem Barendsz (II)

Errata: se nederst på denne siden/see bottom of this page.

Denne boken viser med tekst og bilder utviklingen av hvalkokeriene fra de første dampskipene ble ombygget like etter 1900. Den viser hvordan det i mange år fortsatt også ble brukt seilskip, og hvordan skipene gradvis ble større og bedre utrustet. Gradvis ble de til «flytende fabrikker».

Så å si alt som kunne gjøres på en landstasjon knyttet til opparbeiding, utkoking av olje i ulike kvaliteter og produksjon av såkalte biprodukter (blant annet hvalmel av ulikt slag) ble installert om bord. Bare det å gjøre disse maskinene små nok til å kunne installeres ombord i skip var et stort teknologisk skritt. Denne utviklingen gjorde skipene helt uavhengig av land og fangsten ble «pelagisk» som betød at den kunne foregå utenfor ulike lands territorialfarvann. Før noen forvaltningsregimer var etablert førte dette særlig i Sørishavet til en enorm ekspansjon i fangsten.

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This book shows, through text and images, the development of the factory ships, starting with the conversions of the first steam ships soon after 1900. It shows how for some years sailing ships continued to be used, but how the vessels gradually became larger and better equipped, and truly became ‘floating factories’. By redesigning and making the machinery more compact, virtually everything that could be done at a shore-station, including milling, rendering oil of different qualities, and the production of ‘by-products’, including whale-meal of different kinds, could be done on board. The technological development made the ships wholly independent of land, whaling became pelagic and could be carried out beyond the territorial waters of any country. This led to an enormous expansion in the catch, particularly in the Southern Ocean.

Errata:

p. 2: The factory ship shown in the lower photograph on the back cover is not Thorshøvdi, but Thorshavet.

p. 24: I have concluded that the vessel in the largest photograph is not the Hecla that was used as a whaling factory ship/carcass-processing vessel. The photograph more likely shows a sealing or bottlenose-whaling vessel named Hekla (or Hecla; the sources are inconsistent in their spelling of the name).

p. 36: The ship in the photograph is not Fridtjof Nansen (I), but Fridtjof Nansen (II). Consequently, the watercolour illustration was also based on the wrong ship.

pp. 96–97: Tioga is incorrectly positioned among the factory ships listed for 1911 when she should have been placed just after Thor I (1910).

pp. 98–99: Loch Tay is incorrectly placed in the alphabetical sequence for 1911.

pp. 122–123: 1912: The collision between Pisagua and Oceana occurred during the night of 15–16 March 1913. Pisagua was not sailing from Leith Harbour, South Georgia, but from Leith, Scotland, as established by the official marine inquiry. It is uncertain whether Pisagua called at Whalers’ Bay on Deception Island before she was wrecked, and it is therefore impossible to establish with certainty whether she is the vessel shown in the photograph. Other four-masted sailing ships operating in the area at the time included Alonso and Teie.

p. 174: The lower photograph does not show Hektoria and Maudie, but Hektoria and Saragossa.

p. 177: Ole Wegger was not 9,607 GRT, but 12,250 GRT.

p. 201: We omitted the fact that Solglimt was formerly the well-known Swedish passenger liner Stockholm, which operated a regular service between Gothenburg and New York from 1915 to 1928, before being converted into a whaling factory ship.

p. 264: In Appendix C, we listed Pent(h)aur as a possible whaling factory ship. However, she was actually one of Salvesen’s transport vessels, operating between 1915 and 1920.

ISBN 978-82-7099-735-0, 271 sider/pp., innbundet/hardcover
Format: 21,5x30 cm, vekt/weight 1,5 kg, publiseringsår/year of publication: 2013

språk/language: norsk/English