Ship's History

	History

	RETURN TO THE HOMEPAGE M/S JOHAN VAN OLDERNBARNEVELT
	Design and Construction (1928 – 1930): The "Stoomvaart Maatschappij Nederland", SMN or the "Nederland Line" was set up in 1870 and by 1928 SMN was noted for many ships, especially their newest liner the 16,280 ton Christiaan Huygens. Directly after her trials, on 26^th and 28^th January 1928 two orders were placed with the Amsterdam shipyard of the "Nederlandse Scheepsbouw Maatschappij." First was NSM project number 194 and NSM project number 165 for a sister ship. These two new liners would be the 89^th and 90^th ships built for SMN, the "Nederland Line." The keel, for project number 194, was laid down on Friday, the 29th June 1928, and was launched on Saturday the 3^rd August 1929 by Mrs. Tegelberg-Hooft, wife of a director of SMN. The ship was given a name honouring a great Dutch hero, Johan van Oldenbarnevelt (1547-1619) who was the Pensionary of the Netherlands during the rule of King Willem de Zwijger (the Silent) and Prince Mauritis. He was the architect of Dutch independence from Spanish rule and thus the co-founder of the State of the United Netherlands. He was also one of the founders of the ‘East India (Shipping) Company.’ As built, the Johan van Oldenbarnevelt had seven passenger decks. Her four classes offered a new level of comfort for her day. Her deck space was vast and featured a unique swimming pool and bar on Sports deck directly in front of the forward funnel. The pool could be enclosed with a unique sliding glass roof that would be opened upon reaching warmer climates. This was one of the first retractable pool enclosures on a liner, which has become a popular feature on modern cruise ships. In 1998 Princess Cruises’s, superliner, the 109,000 tonne Grand Princess features a three story high retractable "Clear Crystal Dome" over the Calypso Reef and Pool. The Johan van Oldenbarnevelt and her sister ship were without doubt innovative for their time. The famed artist Carel Adolph Lion Cachet (1864-1945) and sculptor Lambertus Zijl (1866-947) created the fine interiors of the Johan van Oldenbarnevelt. Lion Cachet designed his first SMN interior for the Grotius, back in 1906 and had since undertaken many other projects for the company. He took a delight in using the finest timbers and mixing them with tin and marble. Décor throughout the ship reflected the colonial links of the Netherlands with the Far East. Lamberthus Zijl created the many sculptures and reliefs throughout the ship. His splendid artistry can be seen to this day on land, including various buildings in and around the city of Amsterdam. “A” deck was mainly occupied with accommodations for the ships officers, including the Captain's quarters with a fully equipped hospital located aft. “B” deck was chiefly occupied with first class cabins. Located just aft of the cabins, was the first class nursery and deck space. A second class sports deck being located further aft. “C” deck featured the main public rooms and the spacious promenade deck for both first and second-class passengers. Public rooms on the Johan van Oldenbarnevelt were elegantly decorated in an Old World style, each featuring fine wooden panels, and furniture. Polished marble (plain and sculptured) were features in both first and second-class lounges. Ceilings in major first class also featured red copper ceilings with various inlaid metals. Forward on “C” (lounge) deck was the elegant First Class Smoking Room. Like all the first class public rooms, the Smoking Room was lined in dark timbers, and sporting carvings by Lambertus Zijl. This room also featured fine white marble inlays on the walls. The aft wall featured a carved timber relief of the bust of Johan van Oldenbarnevelt and timber panels with a variety of carvings detailing insects and other animal life of the Indies. The ceiling was lined with red beaten copper featuring elegant domed hand blown glass light fittings and large fans for cooling whilst in the tropics. Wall panels featured reliefs of two Javanese men and a variety of plant life from the region. The ceiling was painted a light colour with fine decorations, and simple but elegant light fittings and electric fans. Heavy lounge chairs gaily stripped and ebony chairs and tables completed the room. Several writing desks were also placed along the centre aft wall of the Smoking Room. The somewhat dark timbered Smoking Room was brightly lit by four large arched panoramic windows overlooking the bow and two smaller arched windows with a door in the centre on both port and starboard. Furnishings for all first class rooms were in rich ebony with interesting tin inlays or heavy, but finely upholstered lounge chairs. The floor was covered with heavy-duty rubber flooring, featuring an interesting (for its day) modern pattern. On the port side just aft of the Smoking Room, was the Reading and Writing Room, also known as the Ebony Room, as it featured ebony with white marble panels. Facing aft, starboard side of the Smoking Room was a passageway and a service bar, which provided drinks for the Smoking Room, Music Salon, and the promenade deck. Aft again, was the Main Foyer and Grand Stairwell up to “B” deck and down to “F” deck and the First Class Restaurant. The fine timber stairwell and large vestibules on all decks gave an impression grace and of space. On the starboard side was the JVO's only passenger lift. The next room was the Music Hall or Grand Social Hall. This spacious lounge was two decks high and featured fine lead light panels on the upper level. These were lit from behind and were a decorative feature in the first class passageways up on B deck. The ceiling of the Social Room was covered in beaten copper with stainless steel stylised chandeliers cascading down. This room was lined in fine padouk and featured dark stained teak doors opening forward to the main foyer and grand stairwell. This room also featured many panels with many fine carvings. One unique carving by Zijl was forward over the games cupboard with the name of Johan van Oldenbarnevelt carved in script form. Other carvings that lined the walls and side dividing partitions near the bay windows featured Javanese women, a variety of fauna and insects, which are found throughout Asia. The forward entrance doors had Johan van Oldenbarnevelt's coat of arms above them. An unusual feature in this room was the massive tapestry that covered the aft wall. This room was and is the most loved of the JVO from the beginning of her career to the very end of her life, as this room remained untouched, except for a few changes in its furnishings. Just aft of amidships were the second class lounges, comprising the Music Saloon, Smoking Room and bar and a nursery further aft. These lounges also featured timbered panels highlighting their unique grain rather than the fancy carvings of first class. Yet, these were elegant yet bright and airy rooms with large windows to promenade deck. The Smoking Room featured the timbered stairwell leading down to the accommodations and the beautiful Second Class Dining Room. Between first and second class there was a deck area covering the full width of the ship. It served as a unique open deck area, being outdoors, yet undercover. This area was often used for entertainment purposes for both classes as required. Further accommodation was located on “D” and “E” decks with another Second Class Lounge on “D” deck. The two main Dining Rooms were located on “F” deck. First class could seat 270, and second 315. The Third Class Lounge space and Dining Room were located on “D” deck with the dining room providing seating for 64. Third class deck space was aft on “C” and “D” decks. Accommodation, dining room, and a small lounge for 60 fourth class passengers was located forward near the crew quarters on F deck, with deck space provided on the fo’c’sle. Soon she would accommodate only three classes with fourth class being withdrawn. Five cargo holds were capable of holding over 1,000 tons of cargo and were served by 12 - 3-ton "Stork Hijsch" deck cranes located on the upper decks. On “F” deck, the First Class Restaurant was a grand and distinctive room, being two decks high in the centre. It featured a fine balustrade and had a bandstand in an alcove on the upper level being “E” deck. In the evening, diners would enjoy the gentle strains of music provided by the ship's orchestra. The Restaurant, like all first class public rooms, featured fine timbers with panels sporting marble and, rather modern for its day, stainless steel inlays. All cabins on the JVO had portholes, a much needed item those days, especially when reaching warmer climates. Those cabins, which today would be considered to be inside, had a long narrow passage leading to the porthole, allowing light and fresh air to reach the interior cabin. Later in her career she was fitted with much needed forced air to all accommodation. Prewar Nederland Line Era (1930 – 1939): The Johan van Oldenbarnevelt looked typical for her day when it comes to colour scheme. A black hull, white superstructure with two British style short flat-topped funnels, painted buff with black tops. She looked impressive with her two tall masts as she departed from Amsterdam on her maiden voyage on Tuesday the 6^th May 1930 bound for Batavia in the Dutch East Indies. However, this voyage was short lived. Whilst still in the North Sea canal, heading for Ijmuiden and the open sea, she collided with the 3,854 tonne freighter "Reggestroom." The Johan van Oldenbarnevelt sustained some damage to plating on her starboard bow. She was taken back to Amsterdam for repairs. Dutch ship repairers had great pride in their newest and largest ever liner, thus they worked day and night. Just three days later, she was again on her way. With her reserve power, she was able to make up much of her lost time. She arrived in Genoa just one day late to her original schedule. By the time she reached Port Said all lost time had been made up. The Johan van Oldenbarnevelt was proving that she was an amazing ship indeed with a great future ahead. For nine years, she sailed the company’s route from Amsterdam to Batavia in the Dutch East Indies, with her sister ship the Marnix van St Aldegonde. War Service (1939 – 1946): Due to the Second World War, the Johan van Oldenbarnevelt was re-registered in Batavia in 1939, and was used on the Java to New York service carrying cargo in every possible space, including in her public rooms. On the 20^th January 1941, she was allocated to the Allies and converted for trooping duties by Harland and Wolff. She was able to carry 4,000 troops and came under the management of the Orient Line, but she retained her Dutch crew. After the fall of the Dutch Eastern Colonies, her port of registration for the rest of the war was to be Willemstad Curacao. During this time, she sailed through enemy-infested water without damage. She became known as the "Lucky Ship." At the end of her war duties still attached to the British Ministry of Shipping as a trooper, she departed Bombay, were she had picked up 3,668 troops, half being Allied POW's awaiting repatriation. The Johan van Oldenbarnevelt arrived in Southampton on the 29^th October 1945 to a tumultuous welcome. On the 3^rd November, she went into dry-dock for fourteen days for various repairs. On the 3^rd December, she sailed to India, Singapore, and Penang, returning to her homeport of Amsterdam on the 13^th February 1946. After her distinguished war service, she was finally handed back to the Dutch Government on the 11^th March 1946. Her sister ship the Marnix van St. Aldegonde also served bravely as a trooper, but sadly was less fortunate as she was torpedoed by German aircraft off the Algerian coast. Nearby ships saved all 3,000 troops and crew. Sadly she sank one day later whilst under tow, during an attempt to bring her into port. Postwar Nederland Line Era (1946 – 1959): After a much-needed overhaul, the Johan van Oldenbarnevelt re-entered service on the Amsterdam to Indonesia route. However passenger numbers steadily declined, especially after violent actions by Indonesian's fighting for independence. Once again, the Johan van Oldenbarnevelt would be used to carry troops, but this time it would be Dutch troops returning home to the Netherlands from Indonesia. By 1950, the political climate in Indonesia had changed so much that the Johan van Oldenbarnevelt was withdrawn from the East Indies service. The Nederland Line decided to place her on the migrant service to South Africa and Australia. On Saturday the 2^nd September 1950, she departed Amsterdam on her first voyage to Australia, one that would make her a popular visitor to Australia and New Zealand for the next twelve and a half years. The success of this venture would see the Johan van Oldenbarnevelt placed in the Amsterdam Drydock for refitting by her original builders. Additional eight double-banked lifeboats were added on the fore part of boat deck. Now at 19,787 GRT she accommodated 1,414 passengers in a one-class configuration. Her lounges were restored to their original state with laundry and ironing rooms added to her passenger facilities. All cabins were fitted with a washbasin. As the standard of cabins on the Johan van Oldenbarnevelt was not the same as those of her running mate, the newer Oranje (famed for serving as a hospital ship for the Royal Australian Navy during the war), her fares were slightly less, but food and service remained the high standard that The Nederland Line was known for. Sea trials were undertaken on the 8th and 9th January 1952. She departed Amsterdam for Australia on Wednesday the 23^rd January 1952. This voyage had a troublesome start, as a series of fires was discovered on board. The first whilst berthed in Antwerp, with another off the Isle of Wight. She returned to Amsterdam were a further two fires were extinguished. With arson being suspected, when she finally departed again, she carried a number of Dutch Maritime Police. However, no further incidents occurred and no arrests were ever made. The Johan van Oldenbarnevelt continued on the Australia run, with occasional voyages to Canada and the USA, until late 1958 before her major overhaul. Nederland Line Era rebuilding and rebirth (1959 – 1962): In 1959, the Nederland Line decided major reconstruction was required, rebuilding her to operate the round-the-world service with the Oranje. The Johan van Oldenbarnevelt would travel out eastward and Oranje westwards. The AU$800.000 contract was awarded to the Amsterdam Dry Dock Company and took three months to complete. Accommodation was reduced to 1,210 passengers in 247 two berth, 90 three berth, 81 four berth and several six berth. Three deluxe cabins with private facilities were added on “B” deck. All other cabins shared facilities. In addition, on “B” deck a new contemporary style nightclub was added. Other additions were a second swimming pool together with the colourful Lido Bar. Happily, the original public rooms were retained and restored to their former splendour. Partial air-conditioning also was being fitted at the time. The central deck space on promenade deck became the new cinema and an alternative lounge with cane furnishings. Hinged windows were fitted to parts of the promenade deck, giving shelter whilst in cold climes. After reconstruction, the Johan van Oldenbarnevelt's appearance had changed dramatically. Gone was the main mast, and her fore mast had been cut down to the crosstree. On top of the bridge was a new main mast, used as signal post. Decks were extended aft, but the most striking new feature was her funnels which had been heightened and given rounded tops. Her funnels were given a brighter look with a new yellow colour with shiny black tops. With her hull now painted light grey, the now 20,314 GRT Johan van Oldenbarnevelt looked very attractive and had a well-balanced and modern profile. The splendid looking Johan van Oldenbarnevelt departed Amsterdam on Thursday the 2^nd April 1959, with a new lease of life. Her new route was via Southampton, Port Said, Suez, Aden. Then arriving in Fremantle on the 30^th April, Melbourne the 5^th May, Sydney the 8^th May, and Wellington on the 13^th May 1959. She returned to Amsterdam via Papeete, the Panama Canal, Port Everglades, Bermuda, and Southampton. From 1959 to 1963, she operated Trans Tasman cruises between December and February. Due to her many calls in Australia and New Zealand, and these popular cruises, the Johan van Oldenbarnevelt became much loved by the cruising public in New Zealand and Australia. She became lovingly known as, JVO. Final Years with Nederland Line (1962 – 1963): Sadly, by mid 1962, due to the declining passenger numbers and the company’s ever increasing cargo interests, it was decided that her services would be terminated. She sailed her final round-the-world voyage departing Amsterdam on Saturday the 30^th June 1962. Then, on Saturday the 29^th September, she departed her homeport of Amsterdam for the last time. She arrived in Wellington New Zealand on Friday the 9^th November 1962. The next day, JVO's master, Captain Klingen presented the ship’s bell to a local school, the Upper Hutt College, signalling the imminent end of the JVO, before she headed back to Europe to become a Greek Cruise ship. One of the school’s pupils sang a song composed for this special occasion, entitled "The JVO Bell." A group of pupils were invited to visit the ship and before leaving, they sang "The JVO Bell" song once more in honour of this fine vessel. The giving of the ship’s bell to a Wellington school is actually appropriate as the ship had many connections with Wellington and New Zealand. Over the years the JVO had become a Wellington icon and the crew felt very much at home in this beautiful harbour city. The well-known ship’s band, the Mimmo Bruno Orchestra, even recorded their album here. Finally Wellington had become the ship’s second homeport. Whilst in Wellington, she was contracted to serve as a means of transport and floating hotel for New Zealanders attending the 7th Commonwealth Games to be held in Perth. She departed Wellington on the 10^th and sailed via Sydney and Melbourne, arriving in Fremantle for Perth on the 21^st November. Astern of the JVO was berthed another Dutch ship, the "Groote Beer." She departed Fremantle and sailed via Melbourne to Sydney, arriving on the 9^th December. On that day she commenced her final series of four Trans Tasman cruises. Then on Wednesday, the 30^th January 1963 the Johan van Oldenbarnevelt departed Wellington for the last time. It was bright warm, slightly overcast afternoon as thousands lined the shore to watch this fine lady depart. A deep sense of emotion swept over the crowd as a dear friend, the JVO, sailed out of sight. She crossed the Tasman packed with past passengers, all having booked to have the privilege of being able to sail on this grand old lady for the very last time as the JVO. There was much reminiscing about the JVO on her final voyage from Wellington direct to Sydney. There were many joyful events on board as she crossed the Tasman, but at the same time, many felt a deep sadness inside. The crew did all in their power to make the voyage memorable and according to all accounts, it was! The Johan van Oldenbarnevelt arrived in Sydney on the 3^rd February 1963 ending her thirty three-year career with Nederland Line. As she docked many Sydney-siders had come to witness her arrival. Later that day she was decommissioned by the Nederland Line and departed late in the afternoon with a crew, but without passengers. Like in Wellington, many stood quietly, watching her final departure. All sought the best vantage points along the shores of Sydney Harbour, including Sydney Heads. As she passed Sydney Heads, she headed north to a secret destination. This was later revealed to be Genoa which she reached via Singapore, Aden, Suez, and Port Said. She arrived in Genoa on the 7^th March 1963. Cruise Ship Era as the Lakonia (1963): On the 8^th March 1963, the Johan van Oldenbarnevelt arrived in Genoa and at 1600 hours was officially handed over to her new owners, Goulandris’ Greek Line subsidiary; Ormos Shipping Company Limited for an undisclosed price. The JVO, now thirty-three years old, was considered a worthwhile purchase, considering she had a major refit and face-lift just a few years before. The company decided to use her as a running mate for their other cruise ship, the "Arkadia." Both would cruise in and around Europe. She was renamed the Lakonia. Officine Mariotti completed an extensive refit in Genoa. Her eleven public rooms were renamed with more suitable names for cruising, such as, "Tropicana Restaurant,” the "Atlantic Room,” and "Pavilion Theatre." Even her decks were renamed, like Sun, Sports, Boat, Promenade, Main and Restaurant. The aft swimming pool was enlarged and its surround modernised. Twelve additional cabins were built, and all cabins now featured bedsteads instead of berths. Air-conditioning was extended throughout the ship. She was now 20,238 gross tons. The ship, also lovingly known as the "Grand Old lady,” now reappeared painted all white and a new name, 'Lakonia.' She now looked more like a young maiden. Soon she sailed for Southampton, arriving mid morning on the 24^th April 1963. That day she undertook her first cruise for the Greek Line, departing at 1700 hours. Ports of call would vary; but would often include Madeira, Le Havre, Tenerife, and Las Palmas. A feature being, that passengers could leave at a port and holiday there then later rejoin the ship for the voyage home to the UK. Other ports of call in some itineraries would include one or two of the following, Lisbon, Vigo, Tangiers, Casablanca, Malaga and Cadiz. The company planned a vigorous schedule of some 27 cruises from April through to November 1963 with another 27 planned for the following year. For a variety of reasons, the Lakonia's performance began to slow and fell behind schedule. Finally, she arrived in Southampton on the 22^nd November 1963 three days behind schedule. She discharged her passengers at berth 106 and was transferred to berth 101. Liners awaiting a refit or re-deployment traditionally used this berth. On the 9^th December, she entered Number 6 Dry Dock for an extensive refit. The fuel injection system was changed from blast air, a novel item when built, to pneumatic. This was considered to be the cause of her poor performance. Her refitters, Vosper Thornycroft, guaranteed this new system would enhance her performance and fuel economy. Other improvements undertaken at the time were a new kitchen and pantry. Cabins were redecorated with bathrooms added. By Thursday the 13^th December 1963, she was berthed at 107. She went through all the major safety inspections and passed her SOLAS (Safety of Life at Sea) regulations. The crew had been put through the full lifeboat and fire drill. Seven lifeboats were lowered to the embarkation deck, after which four were lowered into the water. Lakonia was well equipped with twenty- four lifeboats, with capability of saving one thousand five hundred people in case of emergency. The Lakonia was also in possession of a foreign ship certificate and her inspection was completed with satisfaction. To all concerned, Lakonia was practically a new ship, fully refitted, and with improved engines. This was a ship that had been tried and tested for many years, sailing the globe. She was ready to continue her cruising career. Her Final Months and Tragedy Strikes (1963): On Thursday the 19^th December, she was berthed between the RMS Queen Elizabeth and RMS Queen Mary. Lakonia gaily flag-bedecked looked splendid with her hull gleaming white with her fresh coat of paint. Lakonia was indeed ready for her eighteenth cruise in her new guise. Passengers arrived in full anticipation of what might lie ahead for them on this Christmas cruise with a number of wonderful destinations where the weather hopefully would be much warmer than in the UK. Her eleven-day cruise was scheduled to call at Madeira, then Tenerife for an overnight stay on Christmas Eve and finally Las Palmas before returning home to Southampton. Passengers had read the brochure, which included a statement, "Here is a holiday you will remember and talk about for the rest of your life." No truer statement could have been made, for this cruise would indeed be remembered and talked about, not only by passengers, but also by the whole world! On the 19^th December 1963, this old but much respected ship cast off for the very last time. She departed two hours late, around 1900 hours, due to a variety of problems that had occurred aboard due to the refit. On board were 1,022 persons, 646 passengers, and 376 crew. Commanding the Lakonia was Captain Mathios Zarbis, a veteran sailor from the Aegean Island of Andros. Her crew was multi-national, a mix of Greek, Cypriot, Dutch, German, British, Canadian, Belgian, French and a handful of Chinese laundry men. All being involved and concerned with the smooth running of a big ocean-going cruise ship and to look after the welfare of over six hundred passengers. Popular Cruise Director, previously on the Greek Lines' Arkadia, George Herbert, would keep the passengers entertained and busy with a vast range of shipboard activities. The holiday of a lifetime finally was on the way. Sadly, many looking forward to this special Christmas holiday on Lakonia would never return home. Lakonia's days were tragically coming to an end. On Sunday, the 22^nd December, around 2200 hours someone noticed the smell of smoke. Up in the grand Lakonia Room, passengers were filled with laughter as they participated in the "Tropical Tramps' Ball." The Cruise Director had announced the 'Hobo King and Queen' and given out the appropriate prizes. Captain Zarbis entertained several passengers at his table. Several passengers began to notice the smell of smoke, but mostly dismissed it as 'strong cigar smoke" or something. Later, a woman cried out 'Fire" but few took any notice, thinking 'it must be part of the frolics.' Smoke began to fill the lower decks and slowly into the Lakonia Room. The Purser, Antonio Bogetti, was about to leave his office for a break, when a steward came in hastily announcing that there was a fire in the barbershop. By now, passengers up in lounges and those in their cabins were alerted by the strong odour of smoke. All was calm as some went up to the promenade deck to enquire what was happening. No one at that time thought it was serious. It became apparent to the crew, that the barber shop had been ablaze for at least a half-hour and that the fire had started to spread. A fire squad of six men was sent to the trouble spot, attempting to halt the fire. It was soon realised that they could only try to contain or at least slow the spread of the fire. The situation had now become critical, and unknown to the passengers, it was worsening by the second. Many things went wrong that fateful night. The major problem being communication and the lack of direction by the crew, especially when the fire began to spread dangerously. After the alarm was finally given, George the Cruise Director bravely took on himself the task of calmly mustering passengers to their respective boat stations. He remained on board after all the available lifeboats had been lowered and cleared the ship. A number of derricks simply failed and refused to move their lifeboats. Others just managed to release their lifeboats as the crew worked tirelessly. Some boats crashed into the side of the ship, with others crashing into sea inflicting various injuries. Many refused to enter the lifeboats due to what they considered a fiasco. Over two hundred passengers remained on board after all the operational lifeboats had gone. George continued to keep the calm, especially with the elderly and the unwell. The SOS signal was sent at around 2330 hours. By midnight, flames had taken control of the central part of the ship. Those who remained on board, except the fire fighters, were gathered aft at the glass enclosed Shopping Centre named the "Agora." Later it would be from the Agora, that many fearfully climbed out of its windows, clinging onto rope ladders and knotted ropes, slowly proceeding down to the dark sea beneath. It became a scene of chaos with some of the elderly attempting to reach the water by climbing down a rope, but losing their nerve part way down, eventually falling, some hitting their head against the ship landing dead in the water. Others in fear simply jumped into the black abyss, sometimes landing on top of other passengers already in the water. Port and starboard shipboard ladders had been lowered and some were able to walk down and make their entry in the sea much easier. With the fire rapidly spreading and the ship now listing, all realised that time was short. It was time to abandon ship. On Monday the 23^rd December, around 0330 the first ship to arrive at the scene was the Argentinean passenger ship, Salta. Soon thereafter the British ship Montclalm arrived. RAF and US aircraft also came to the rescue scene. A RAF pilot commented over his radio. “I say, there's a hell of a mess down there,” an understatement indeed. After several explosions, Lakonia was burning furiously, lighting the clear night sky. The Argentinean passenger ship, "Salta" was the first to arrive at the scene. This ship rescued the majority of the survivors. The British ship Montclalm was the next ship to arrive , with other ships arriving thereafter, including The "Charlesville", P&O's "Stratheden", HMS "Centaur", "Rio Grande", and the "Mehdi." The majority of Lakonia’s lifeboats reached the Salta, which had also launched her lifeboats picking up those the remaining passengers who were still aboard and from the waters near the ship. Lakonia’s captain held fast to tradition, and was the last person to leave the dying ship. Those survivors not rescued by the courageous crew of the Salta, were taken aboard various ships now at the scene. Soon the Lakonia was ablaze with the fire now raging from the bridge to the stern, with smoke gushing from the forward holds. Early in the morning, launches were sent for a final search. This was accomplished with the help of American and British aircraft. They searched the stern of Lakonia and the surrounding waters for survivors, but sadly, their final report concluded, "There are still a number of bodies in the water, but no sign of life.” Tragically, one hundred and twenty eight, out of one thousand and twenty two, souls were lost. Then there were those that were badly injured and in shock. Most of the survivors commended the crew for their bravery and a job well done. But some spoke of cowardice, communications and language difficulties, and looting of passenger belongings from cabins. It must be recognised that most of the crew worked very hard, both fighting the fire and saving as many passengers as possible. The number of lives saved is testament to this fact. On Tuesday the 24^th December, Christmas Day, Lakonia was listing some 10 degrees whilst continuing to burn deep within. The elegant spotless white liner that had departed Southampton just five days before was now a sad sight. Topside her bridge and several of her aft decks had caved in. Her white hull plates were severely scared and were now black because of the fire. On this day, Dutch and Norwegian tugs, with naval assistance, managed to attach towropes and started to tow Lakonia to Gibraltar through choppy seas. Suddenly, five days later, the dying cruise liner finally gave up, due the worsening weather. First, her list began to increase, then around noon on Sunday the 29^th December 1963; the Lakonia began to sink. The end came very quickly; within three minutes, she heeled over onto her starboard side and with a huge splash went under the waves. A tragic end to a fine ship. Her Legacy: Today Lakonia lies at the bottom of the sea, resting at a depth of one thousand two hundred fathoms. It is strange, but she sank near the place where her sister ship Marnix van St Aldegonde had been torpedoed and consequently sunk during the Second World War. The burning and the sinking of Lakonia shocked the maritime world, and quickly prompted stringent regulations to be imposed on all passenger liners. This process of upgrading the "safety of life at sea" (SOLAS) has continued right up to 1997 and beyond. In 1997, due to the introduction new and comprehensive SOLAS regulations, many older ships were taken out of service. In 2010 there is due to be a further enhancement of the SOLAS regulations which is sure to result in more vintage ships being retired from service. In 1963, a colourful Greek Line brochure promised a holiday on Lakonia that would be remembered and talked about "for the rest of your life." Her final cruise was indeed a voyage that will never be forgotten! She will be remembered for many reasons, first as the popular Dutch liner Johan van Oldenbarnevelt, the JVO, a welcome visitor to Australia and New Zealand so many occasions. Then in the UK as the Lakonia, a ship that gave many the best possible holidays during her first seventeen cruises. Be it the JVO or Lakonia, she will be remembered and spoken about for years to come, for this passenger liner of yesteryear has earned a significant place in modern maritime history. All that have sailed on JVO prior to becoming the Lakonia will always remember her as a fine ship that provided many people with a lifetime of wonderful and happy memories. She was not only a beautiful ship, but also a happy ship. Without doubt, being a traditional Dutch passenger ship, gave her a special charm and warm hospitality. Due to this she became a much loved ship. Sadly today in the 21^st century the only way to travel the Dutch Way is to cruise on one of Holland America Line’s fine cruise ships or take to the skies with the Dutch airline – KLM. We pay tribute and remember the 98 passengers and 30 members of her crew who sadly lost their lives on those fateful days, the 22^nd and 23^rd December 1963.

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