London & Overseas
World Ships Society©
Edited with additional research by Roy Gerstner for LOF
Coat of Arms of the Corporation of the City of
Displayed on the front of the bridge of every LOF
1965 London and Overseas Freighters Ltd. had been amassing a fleet of very
modern ships though some of its earlier buildings were now reaching up to
14 years of age, these ships were proving to be too expensive to operate
on the British Register, so four of its oldest ships transferred to the
Greek Flag operated by a new Company called Mayfair Tankers which was
registered in Liberia. This was not a tax evasion exercise because all
profits reverted to the Parent Company; it was just an exercise in trying
to keep the older ships operational at a profit before finally moving them
Built: 1965 By
Uddevallavarvet A/B Uddevalla, Sweden.
Tonnage: 10,893g, 6,198n, 15
Engines: Single Screw 8 Cylinder 2S.C.SA Gotaverken, 10,000
BHP, 16.5 Knots.
Launched on the 26th March 1965. completed on the
21st September 1965. Yard No. 260.
After twelve years
service with the London and Overseas Freighters Ltd. Fleet she was sold to
Litra Shipping Corporation, Greece and renamed Plotinos. On the 23rd
December 1981 she was laid up at Argostoli in Greece and then transferred
to Glaxidi in June 1982. In 1986 she was sold to Vito Shipping Limited of
Malta, renamed Vito. The same year sold again to Gautam Shipbreaking
Industries of India for demolition at Port Alang, work commencing November
Most of London and Overseas Freighters Ltd. tankers traded on
the spot market and the Company continued to make a loss, new super
tankers, as they were known, then upwards of 150,000 dwt were coming on
stream for other Companies making it harder for London and Overseas
Freighters Ltd. to compete. In an attempt to offset its losses they
converted some of their tankers to carry grain, others went to La Spezia
for conversion into bulk carriers, no sooner had all this been realised
than the Suez Canal closed for the second time in June 1967, accordingly
there was not only a shortfall in tankers available but freight rates
soared. On a personal level I was in one of the last northbound convoys to
clear the Canal before it closed.
In the summer of 1965 'BM'
suffered a heart attack which necessitated him standing down as Managing
Director, his son Bluey stepped into the breach and Stanley Sedgewick, the
Company Secretary was promoted to Assistant Managing Director. BM at his
own insistence retained the Chairmanship; soon he regained his health and
was back at the helm.
For the fifth year in a row London and
Overseas Freighters Ltd. posted a loss, London Overseas Tankers was
experiencing similar difficulties, on the plus side London Overseas Bulk
Carriers and Welsh Ore Carriers were operating profitably thanks in main
to their period time charters. In October 1966 London and Overseas
Freighters Ltd. purchased the remaining 50% interest in London Overseas
Tankers in exchange for shares in London and Overseas Freighters Ltd.,
this brought its combined fleet to 23 ships totalling some half a million
tons deadweight. To bring this into some sort of perspective two or three
ships today would add up to that weight.
In 1967 London and
Overseas Freighters Ltd. were heading for a sixth yearly loss in a row
when the Suez Canal shut for the second time, the closure gave London and
Overseas Freighters Ltd. a brief respite with tankers being in short
supply, the Company turned round an anticipated £1 million loss into a
£1.2 million profit year end March 1968. Because of the increase in the
number of cargo ships within the Group a now wholly owned subsidiary was
set up to act as brokers it was to be called London and Overseas
Freighters (Chartering) Limited, also Austin & Pickersgill lost
heavily on two contracts but BM remained upbeat in the long term. BM's
confidence stemmed from his own concept of ships to replace 'Liberty Ships
i.e. mass production of the same design with minor differences, they were
to be classed as SD 14's, all shelter deckers of 14,000 dwt, London and
Overseas Freighters Ltd. took delivery of the first one in February 1968.
There followed a steady flow of orders from overseas, aided by the
devaluation of Sterling and easily obtained credit, with full order books
London and Overseas Freighters Ltd. purchased another ship builder on the
Wear, that of Bartram & Sons Limited.
Early in 1969 the Board
decided that if London and Overseas Freighters Ltd. was to survive it had
to enter very large crude carrier (VLCC) ownership but with the extremely
large capital expenditure required it seemed prudent to find a partner,
therefore London and Overseas Freighters Ltd. purchased a 50% stake in a
concern called London Shipowning Company Limited and the joint venture
ordered a 255,000 dwt tanker from Kockums of Sweden for delivery in May
9th April 1970 is recorded as being the saddest day in the
Company's 40 year history when London Valour, a 24,900 dwt bulk carrier
carrying 24,000 tons of iron ore from Novorossiysk ran aground and sank at
Genoa during a force 8 gale. The ship dragged her anchors during the gale
and struck the rocky foundations of the mole, it is fitting to pay tribute
to the gallantry of Officers, Crew and Citizens of Genoa but for whose
bravery the loss of life would have been far greater.
Built: 1956 by Furness
Shipbuilder Co. Ltd., Haverton Hill-on-Tees.
Tonnage: 16,268g, 9,497n, 24,900 dwt.
Engines: Single Screw Twin Steam Turbines by
Richardson's, Westgarth, Double Reduction Geared to Single Shaft, 8,200
BHP. 14 Knots.
Launched on the 12th June 1956, completed on the 6th
December 1956. Yard No. 475.
She arrived at La
Spezia, Italy on the 18th December 1966 for conversion to a bulk carrier
by Industria Navali Meccaniche Affini; After conversion her tonnage
changed to 15,875g, 9,102n, 24,700 dwt.
After the iron ore had
been removed from the stricken vessel she proved impossible to refloat and
so she was cut in two by way of number two hold. The stern section was
refloated but it sank off Cape Corso whilst on its way to be scuttled at
the Balearic Islands, work commenced on the bow section in May of
BM's faith in his idea of the SD 14 was beginning to pay off
for Austin & Pickersgill, they had orders for ships for the next three
years and were to win the Queen's Award for Industry three times, the last
in 1977. London and Overseas Freighters Ltd. in a demonstration of its
faith placed orders for four and Welsh Ore Carriers a further two, all for
delivery in 1972. Also in 1970 London and Overseas Freighters Ltd. became
the sole owner of its shipyards by buying up all the remaining shares.
year 1971 saw increased profits from its mixed fleet though the freight
market appeared to be in some decline, this year saw the delivery of its
new VLCC. which was subsequently called London Pride, the previous ship
of the same name had been sold for scrap. Total building cost to the
Company was £7.5 million on top of that was a grant of £2 million from the
Government taking the total building cost to £9.5 million. Because of
increased cost and delivery time for this type of ship (twice the previous
price and up to four years to build) London and Overseas Freighters Ltd.
decided to order no new tonnage before the end of 1972. The Company had a
brief fling with oil exploration in the North Sae, alas with no
significant discoveries it sold its interest in 1984.
Built: 1971 by Kockums M/VA/B Malmo,
Tonnage: 125,337g, 107,782n, 255 090 dwt.
Single Screw Twin Turbines by Stal-Laval Kockum, Malmo, Double Reduction
Geared, 32,000 SHP. 15.5 Knots.
Launched on the 13th February 1971,
completed on the 6th April 1971. Yard No. 529.
28th April 1981 she was laid up at Piraeus, Greece and just over seven
months later she moved to Itea. On the 1st March 1982 she was transferred
to London and Overseas Freighters PLC before being sold seven months later
through intermediates to the Tien Cheng Steel Manufacturing Company Ltd.
For demolition, work commenced 22nd October 1983.
In 1972 London
and Overseas Freighters acquired an additional 30% of London Shipowning at
a cost of £1.75 million with Welsh Ore Carriers interest it brought its
total stake in London Pride to 85%, the ship on a three year charter for
BP was anticipated to pay for herself by June of 1974. to follow the BP
charter London and Overseas Freighters PLC had secured a further 10 year
time charter with the Newfoundland Refining Company which should have made
the ship extremely profitable, as only time was to tell this was not going
to be the case. At the end of 1972 the Company decided against the VLCC's
and went for a more flexible approach ordering along with partners three
new tankers for delivery August 1974 through to September 1975 from
Gotaverken of Sweden at a weight of 138,500 dwt for a cost of about £10
million each. At the time of ordering the tanker market was buoyant so it
was decided not to seek any restrictive charters or period employment for
the new tonnage.
London Grenadier. ©IL
Built: 1972 by
Austin and Pickersgill Ltd, Sunderland.
Tonnage: 9,210g, 6,091n, 14,900 dwt.
Engines: Single Screw, 5 Cylinder 2S.C.S.A. Sulzer, 7,500
BHP. 14.5 Knots.
Launched on the 17th February 1972, completed on the
28th April 1972. Yard No.432.
After only seven years
service she was sold to Clyde Maritime Ltd, Cyprus and renamed First Jay
on the 27th September 1979. In 1986 she was sold to Maunland Navigation
Inc of the Philippines renamed Simara Express and in 1992 was still in
London Fusilier. ©J.C.
Built: 1972 by Austin Pickersgill Ltd,
Tonnage: 9,210g, 6,091n, 14,900 dwt.
Screw, 5 Cylinder 2 S.C. SA Sulzer by Hawthorn Leslie, Newcastle, 7,500
SHP, 14.5 Knots.
Launched 26th April 1972, completed 16th June 1972.
Yard No. 433.
A dry cargo vessel, sold to Chian Chiao
Shipping Private Ltd on the 11th of October 1979 and renamed New Whale.
After her owners were compulsory wound up she was sold in 1985 to Well
World Navigation S.A. of Hong Kong becoming Her Loong under the Panamanian
flag; She caught fire when discharging a cargo of peppermint oil and
menthol crystals in number 5 hold when in Hamburg on the 11th of May 1987.
Considered a total loss she arrived at Valencia for breaking by Aguilar Y
Persis on the 14th of July the same year.
Built: 1972 by
Austin and Pickersgill Ltd, Sunderland.
Tonnage: 9,210g, 6,091n, 14,900 dwt.
Engines: Single Screw, 5 Cylinder 2S.C.S.A. Sulzer, 7,500
BHP. 14.5 Knots.
Launched on the 22nd November 1972, completed on the
12th January 1973. Yard No.436.
Sold like her sister
after only a short service to Easton Maritime Corporation of Greece and
renamed Akarnania. Sold on once more to Viking Traders Navigation Ltd
(Mayfair) of Cyprus, renamed Jute Express and in 1992 was still in
In the face of a downturn in world wide ship new builds
Austin & Pickersgill still managed to turn in a healthy profit and had
also added to the SD14 another new concept the B26, an all purpose 26, 000
dwt bulk carrier. At this juncture in time the Government of the day was
attempting to modernise the Country's shipyards and asked all concerned to
submit plans for developing ideas first outlined in the Booz Allen Report,
it was anticipated that the Government would participate in the form of
financial assistance. As all best laid plans flounder this one was to be
no exception, procrastination, election, New Labour Government bent on
nationalisation all led to a piecemeal operation being implemented which
at the end of the day did no-one any favours least of all as usual, the
taxpayers. In 1974 London and Overseas Freighters made a brief foray into
the air industry buying into I.D.F. Fanjets Limited, the operation failed
to live up to its high profile promise and was wound up, fortunately for
London and Overseas Freighters they were able to recover all their
1974 proved to be a disaster for tanker owners
worldwide, OPEC had increased the price of crude to unsustainable levels
bringing many manufacturing countries to their knees, 10% of the world
tanker fleet was laid up, London and Overseas Freighters faired much worse
only one of its ships was operating, the rest being laid up, even new
tonnage being delivered went straight to lay up berths.
In 1975 the
Newfoundland Refining Company which had chartered London Pride found
itself in financial difficulties, subsequently the Company was declared
bankrupt in March 1976 only two years into the proposed ten year charter.
The ship which had been operating at a £2 million a year profit now found
itself languishing on the spot market, a bitter pill for London and
Overseas Freighters to swallow.
In an attempt to consolidate its
position and in anticipation of a resurgence in the world economy London
and Overseas Freighters decided to sell some of its older ships, to this
end five tankers, six bulk carriers and one cargo ship found themselves
with new owners. Three laid up tankers were re-commissioned for service
and started trading on the spot market in July 1976.
the Managing Director since 1966 Bluey Mavroleon for personal and family
reasons decided to take up residence in Switzerland, though staying on the
board he relinquished the role of M.D. His position was taken by Stanley
Sedgwick, one time secretary of the Company way back in 1949. Stanley
Sedgwick's position as deputy M.D. was taken up by Miles Kulukundis
(nephew of George) who had been on the board since 1967 and had looked
after the day-to-day running of the family's shipping interest. Because of
tonnage surplus worldwide and the effect that it had on freight rates in
1977 London Pride was laid up in Greece in June.
After three years
of prevarication the nationalisation of the shipyards finally happened, on
the 1st July 1977, too little, much too late, nevertheless London and
Overseas Freighters received a much needed liquidity boost to its depleted
coffers, E. A. Mackenzie, the Group Fleet Superintendent, was appointed to
the Board and London and Overseas Freighters bought out the remaining
shares in the London Shipowning Company making it a wholly owned
Built: 1977 by Austin and Pickersgill Ltd,
Tonnage: 15,884g, 11,033n, 27,107 dwt.
Single Screw, 6 Cylinder 2S.C.S.A. Sulzer, 9,900 BHP. 14.5 Knots.
Launched on the 1st June 1977, completed on the 9th September 1977.
Yard No. 909.
She was sold out of the Fleet on the
22nd of March 1983 to Severna Shipping Panama SA of Panama and renamed
Olympic Liberty. In 1988 she was sold to K/S Staberg of Norway renamed
Staberg and was still in service in 1992.
On the 30th November
1978 BM died, he had participated at the Company's inception thirty years
earlier with his cousins and had seen the Company grow from nine old
second-hand tramp steamers worth less than £1 million to a fleet of
sixteen modern ships in which the Company has invested some £73 million,
he was succeeded by Manual Kulukundis, his cousin himself a founding
In December 1978 after being laid up for sixteen months
London Pride was re-commissioned and entered trading as the recovery in the
tanker market commenced, she was joined by the 138, 680 dwt tankers,
however the SD 14's began to suffer the effects of containerisation and
were barely making a profit.
A new appointment to the Board in May
1979 was Derek Kimber who brought with him a wealth of knowledge on ships
and shipbuilding, he was also involved with various bodies concerned with
maritime interests, not least of all the Royal Institute of Naval
Architects of which he was the President. During this year London
Statesman was sold along with four SD's, the tankers were also suffering
lean times barely turning in a profit, some even trading at a small
With a view to the future the Company ordered in 1980 two new
tankers from Mitsui Engineering & Shipbuilding Ltd for delivery in
1982, the ships were of 55,200 dwt each, both incorporating the latest in
design, equipment and safety. Eddie Kulukundis joined the Board after the
death of his uncle John who died in the September, his experience was in
tramp shipping where he had gained valuable knowledge of the
London Pride found herself laid up again in 1981 because
of the fall in demand for large tankers, the three 138, 680 dwt tankers
even failed to cover the cost of their own depreciation. To comply with
the Company's Act 1980 London and Overseas Freighters became a PLC and is
referred to as such from now on, The London Confidence was sold for scrap
and after being laid up for three months Overseas Adventurer follows her
to the breakers yard. In 1982 London and Overseas Freighters PLC purchased
the remaining 49% in welsh Ore Carriers from the West Wales Steamship
Company with which London and Overseas Freighters PLC had run a joint
venture for twenty years, the partnership had started with one 28,000 dwt
cargo ship which had risen to five totalling a combined tonnage of over
100,000 with the fall in demand the number of ships had dramatically
slumped to just one vessel. This vessel, formally known as Welsh Voyager
was integrated into London and Overseas Freighters PLC's own Fleet and was
renamed London Voyager. London Pride and London Glory also joined her in
the same year as London Shipowning Company's corporate identity was
removed. London and Overseas Bulk Carriers having disposed of its only
ship Overseas Adventurer was also wound up this year, London and Overseas
Freighters PLC received £226,503 when the Company ceased trading. Even
after all this consolidation and centralisation 1982 proved to be a
disastrous year for London and Overseas Freighters PLC, worse than 80/81
combined, world trade was shrinking as was industrial output, it naturally
followed that demand for oil also dropped, carriage of oil by sea dropped
by 15% subsequently laid up tonnage increased from 40 million to 84
million dwt for tankers and from 1 million to 12 million dwt for bulk
carriers. In its entire Fleet only two ships were turning in a profit,
they were London Spirit and London Victory, both new 61,000 dwt tankers
that had entered the Fleet this very year.
Built: 1982 by
Mitsui Engineering & Shipbuilding Co. Ltd, Japan. Tonnage: 36,865g, 16,760n, 61,174 dwt.
Engines: Single Screw , 7 Cylinder 2S.C.SA
Burmeister and Wain, 15,000 BHP. 15.5 Knots.
Launched on the 19th
June 1982, completed on the 4th November 1982. Yard No. 1241.
On the 1st January 1983 Stanley Sedgwick became Joint
Chairman and Miles Kulukundis took over the role of Managing Director.
Also this year the recession was taking its toll on London and Overseas
Freighters PLC ability to survive in an ever contracting World market, in
response they sold their remaining bulk carriers and decided to
concentrate on the tanker market alone, by this time the London and
Overseas Freighters PLC Fleet was down to four wholly owned tankers and a
half share in a fifth ship. An unfortunate side effect in the reduction of
the Fleet also meant that jobs were lost and a total of 120 personnel were
made redundant, both ashore and afloat.
With the introduction of
new regulations on pollution and safety and America's insistence that all
ships over 40, 000 dwt had to be fitted with inert gas systems the number
of tankers worldwide began to diminish. There was a drop in laid up
tonnage of 20% and by the year's end 80% of all laid up tonnage consisted
of ships of 200,000 dwt or more, London and Overseas Freighters PLC sold
its only super tanker London Pride in October of this year for scrap.
In June of 1984 London and Overseas Freighters PLC moved its
offices from Balfour Place in the West End of London to 15, Fetter Lane in
the City of London. Since 1980 the Company had been suffering losses which
unless it was able to turn round would seriously undermine its very
existence, to help with cash flow problems the Company renegotiated its
long term borrowings from its Bankers and through a rights issue raised £9
million, it was hoped that the cash injection would ease the mounting
pressure to sell more of its assets. Derek Kimber became sole Chairman
this year when Joint Chairmen Stanley Sedgwick and Manuel Kulukundis both
retired, Manuel Kulukundis because of his involvement with the Company was
appointed to the role of President. In an attempt to diversify London and
Overseas Freighters PLC bought a 50% stake in Storoil Systems Ltd.,
redundant super tankers would be used as storage facilities at offshore
oilfields. Sadly the investment came to nought and the Company was wound
up in 1985. In November of 1984 Ronald Llian, a former Managing Director
of BP Shipping, joined the Board of Directors and two months later E. A.
Mackenzie and Peter Medcraft retired.
With still too many ships
chasing too little cargo London and Overseas Freighters PLC's fortunes
slipped even further in 1985 with bankruptcy becoming a real possibility.
To stave off its creditors the Company sold all three of its 138,680 dwt
tankers, also all non-shipping assets were disposed of this left just two
ships in the Fleet, London Victory and London Spirit, this prompt action
by the Board allowed the Company to avoid receivership. Again many ships
staff and shore side personnel had to be made redundant, a knock on effect
was that in the light of its diminishing assets four Board Members also
felt that they had to resign, Bluey Mavroleon, Charles Lyons, Eddie
Kulukundis and Ronald Llian all left the Board on the 11th December 1985.
By March 1986 the
Company felt that it had turned the corner when the world economy began to
pick up, earnings from its two remaining ships still turned in a loss but
still represented its best half year since 1980, it was thought at the
time that its disposal of its three tankers a year earlier had been
Built: 1982 by Mitsui
Engineering & Shipbuilding Co. Ltd., Chiba Works, Ichihara, Japan.
Tonnage: 36,865g, 16,760n, 61,116 dwt.
Engines: Single Screw, 7
Cylinder 2S.C.SA Burmeister and Wain, 15,200 BHP. 15.5 Knots.
Launched on the 7th April 1982, completed on the 30th June 1982. Yard
Saudi Arabia along with other members of
OPEC substantially reduced the price of oil and upped its production in
the first half of 1986, this combined with a high scrapping rate of
tankers led to an upturn in the demand for chartered tonnage. The fortunes
of London and Overseas Freighters PLC 's two remaining tankers prospered
in fact conditions were the best that they had been for ten years, a knock
on effect was that less tanker tonnage was being offered up for scrapping
some 30 million dwt in 1985 had now fallen to half that amount. The world
started to stockpile its supply of oil in an attempt to cushion problems
envisaged should a return to pre-1986 levels of production return, they
didn't have to wait long, in response OPEC slashed production and
increased its prices forcing the tanker market into yet another recession.
By April 1987 stability returned once more but despite an upturn
in freight rates the Company still had to service its deferred loans which
now stood at $21.16 million. In September 1988 the Company reached an
agreement with the Banks to settle the account with a one off payment of
$6.5 million. In order to finance the settlement the Company created 13.75
million B Preferred Ordinary Shares of 25p, offering 11,250,000 to
existing shareholders at 40p, the remainder were taken up by the Banks as
options up to 31st December 2003 and the Company which retained 294,118
shares. The offer was underwritten by Seneca Shipping Company Inc. of
Liberia whose principal place of business was Hamilton in Bermuda.
In August of 1988 the President of the Company Manuel Kulukundis
died in New York weeks short of his 90th birthday, he laid down the
foundations of the Company along with his cousin Minas Rethymnis in 1920,
his stature had increased along with that of his Company and was
recognised Worldwide as a Doyen of Greek ship owners.
yet another member of the Family died, not formally associated with the
Company nevertheless he was a founder shareholder and father of the
current Managing Director, his name was Captain Nicholas Kulukundis. Fate
was to intervene once more before the year was out when Minas Kulukundis
boarded Pan Am Flight 103 to attend the Captain's funeral in America just
before Christmas. Along with all the crew, passengers and villagers, he
was the victim of terrorists when a bomb exploded over the small village
What was hoped to be the final financial
restructuring of the Company took effect in April of 1989, the share
capital of the Company reduced from £19.75 million to £3.75 million and
was consolidated into 15 million new 25p ordinary shares. To the Company's
regret existing shareholders only took up 28.56% of the issue, so as the
underwriter the bulk of the remaining shares fell to the Seneca Shipping
Company Inc. making them the majority shareholder.
In order to
strengthen a much-depleted Board of Directors now reduced to two, Eddie
Kulukundis, Michael Kulukundis and Maryellie Johnson were all invited to
join, all accepted. A reversal of the Company's fortune occurred in 1989
after financial restructuring and the Company was able to post a profit
for the first time since 1980, also a dividend was paid to shareholders,
the first since 1981.
In July of 1989 the Company secured a two
year time charter with Chevron for the London Victory, meanwhile London
Spirit traded profitably mainly to America on the spot market. In
percentage terms oil consumption increased by 2.2%, OPEC increased its
production by nearly 10% and the sea borne oil trade increased by just
Because of its insistence of only employing Officers and
crew of the highest calibre coupled with its demand for safety at the
highest level London and Overseas Freighters PLC was ideally situated
after the sinking of the Exxon Valdez together with other incidents to
exploit its prominence as a tanker Company. To this end it was able to
secure a five-year charter at increased levels not only for the London
Victory but for her sister ship as well, London Spirit. London and
Overseas Freighters PLC new found partnership with Chevron was also to
bear fruit inasmuch as Chevron proposed similar terms for a 150,000 dwt
tanker which had to have a double hull to comply with recent U.S.
legislation if London and Overseas Freighters PLC could supply it. With
this is mind London and Overseas Freighters PLC formed an alliance with
Iroquois Shipping Corporation calling the jointly owned Company Scoresby
Ltd., placing an order with Misui Engineering & Shipbuilding of Japan
for the said tanker to be delivered in 1993. The ship would initially be
time chartered by Chevron for five years. It would seem prudent to mention
that Iroquois Shipping was the holding Company of the Seneca Shipping
Corporation which in turn was the majority shareholder of London and
Overseas Freighters PLC.
London and Overseas Freighters PLC saw an
improvement in its profits in 1991 which were 15% more than the preceding
year and viewed its long-term future with some confidence. The financial
arrangements for Scoresby were reviewed by Iroquois and in the final
outcome the Nestor, a sister ship to London and Overseas Freighters PLC
two other tankers, was transferred with a value of $20.5 million, another
$4 million in cash changed hands. All this took Iroquois holdings in
Scoresby to 57% and London and Overseas Freighters PLC to 43% but both
Companies retained equal voting rights, London and Overseas Freighters PLC
was to man and run the Nestor increasing its Fleet to three tankers with
one on order. Sadly I have no further information on London and Overseas
Freighters PLC, if anyone could bring this narrative up to date I would
greatly appreciate it. To summarise it would appear that London and
Overseas Freighters PLC had an excellent working relationship with its
British Officers and Indian crew. It ran an excellent cadet scheme and
apart from the leaner years of the 1980's had two cadets of each
discipline on all ships, when its fortunes changed for the better the
Company re-introduced its training scheme on both London Victory and
London Spirit. Over its time span the Company often changed its type and
size of ships, never was the quality of their operation compromised and
whatever the problem both Officers and crew rose to the occasion. When I
started to write this story with the aid of the World Ship Society's book
on London and Overseas Freighters PLC I viewed the project with a great
deal of trepidation but now that I've completed my version I feel all the
better for doing it and now understand the complexities of running such an
operation. I am currently searching for original photographs of London and
Overseas Freighters PLC ships and on receipt will replace the WSS
photographs with my own.
A couple of days ago I received an email
from Johnny M. Kulukundis (Son of Miles and Grandson of Captain Nicholas
E. Kulukundis) with additional information on London and Overseas
Freighters PLC. It's a start to finishing the story. Apparently the
Company continued to trade until 1998. Mr. Kulukundis attached some
photographs which I have put below. I hope to gather additional
information on both the ships and the history soon.
Built by Hitachi for Rethymnis and
Tonnage 62, 000 dwt
LONDON GLORY (III)
London Glory. (III)
London Glory. (III) (Lightering)
Mitsui in 1995.
Tonnage: 149, 000.
London Glory is the sister
ship of London Pride (built 1993) and London Splendour (built 1995) Both
also built by Mitsui.
They are now Front Glory, Pride and Splendour
The panamaxs were sold to Peraticos and have been
through numerous name changes. They were the London Victory and Spirit (
built by Mitsui) and the London Enterprise.
London Victory (II)
Go to History 3