Based on the Ulstein design UT-705, the vessel was built in 1982 in Norway as the pipe carrier MAGNUS VIKING by Framnæs Mekaniske Værkstad A/S, Sandefjord (hull No: 196), for the account of K/S Viking Supply Ships A/S IX and the management was allocated to Bendt Rasmussens Rederi, Kristiansand. The keel was laid on 30.10.1981, launching was on 26.03.1982 and the delivery to her owners was on 30.06.1982. The vessel was registered under the Norwegian flag with her home port being Kristiansand (GRT: 1450, NRT: 764, DWT: 2500. Official No: 19742, IMO-No: 8119584, call sign: LLEP).
In 1987 the ship was purchased by Western Sea Services of Panama Inc., Panama and the management was by Western Geophysical Inc. of Houston, Texas, USA. She was renamed WESTERN ATLAS and was registered under the flag of Panama (call sign: HP4862, official No: 18058-88-C). The ship was converted in 1988 to a seismic research vessel by the Bludworth Bond Shipyard Inc., Houston. After the conversion the tonnage was changed to GRT: 3390, NRT: 1017, DWT: 1657. In 2002 the management was transferred to Western Geco Fleet Management, Asker, Norway.
The vessel’s main propulsion plant was originally by two 12-cylinder, V-type diesel engines, Nohab Diesel A/B, Trollhättan, Sweden, type: F312V, each driving one CP-propeller via reduction gear and from the forward end driving one shaft alternator, each 1220 kW. The power output was 2 x 1950 kW (2 x 2650 BHP) at 720 RPM.
For improved manoeuvrability two electrically driven bow thrusters and two stern thrusters were provided, each 590 kW and equipped with hydraulically controlled CP-propellers.
The electrical power system on board was AC 3-phase, 440V/60Hz and the two main shaft alternators were supported by 2 auxiliary diesel generators, type Mercedes-Benz, each 245 kW for harbour duties.
During the conversion in 1988 the shaft alternators were removed in order to dedicate the full engine power to the propellers and to increase the towing capability of the vessel. The alternators were relocated to the compressor room and were coupled to new Wärtsilä/Nohab diesel engines of the same type, but with only 8 cylinders (note, in 1988 Nohab Diesel A/B, Trollhättan was already taken-over by the Finnish company Wärtsilä). The compressor room is the space between the aft engine room bulkhead and the stern, containing the main shaft line and the gear boxes, but also 3 huge diesel-driven seismic air compressors were fitted in this space.
The vessel carried out seismic surveys of the sea bed to discover new oil deposits for the oil industry and spent a long time in the Gulf of Mexico, but was also on working duties in the North Sea, Brazil and in the Far East. The ship was manned by American and British officers and Filipino ratings, plus a seismic team.
WESTERN ATLAS last mission was off the Nigerian coast and the job was completed in January 2002, when the vessel left Nigeria and sailed back to Stavanger for demobilisation. After demobilisation the ship was laid-up on 31.01.2002 in the small port of Lyngdal in the Rosfjord at the southern tip of Norway, about 80 km west of Kristiansand.
In September 2002 the vessel was purchased by Theo Shipping Limited of Kingstown and the commercial operation and technical management was allocated to ABC Maritime AG, Nyon. The vessel was taken over in Lyngdal on 18.09.2002, renamed THEO and registered under the flag of St. Vincent & the Grenadines, home port Kingstown (official No: 9118, call sign: J8B2646).
After some preparatory work, the THEO sailed from Norway and arrived on 01.11.2002 in Tallinn, Estonia for dry docking and conversion to an offshore supply/maintenance vessel (new tonnage: GRT: 2954, NRT: 886, DWT: 2145). The surplus superstructures were cropped off and a 4-point mooring system and a diesel-driven fire fighting system with 2 monitors (1200 m3/h) were installed.
The vessel sailed from Tallinn on 13.02.2003 for West Africa via Den Helder in the Netherlands to commence her work in the oil fields.
Due to her age of almost 30 years, employment prospects for the THEO in the oil industry diminished and therefore the vessel was disposed.
The THEO was sold including its owning company Theo Shipping Co., Kingstown to Sverker Hallstrom, a Swedish treasure hunter (see story below). She was handed-over on Tuesday 14.06.2011 in the port of Limbe, Cameroon (Operator & Manager: Rania Marina Sarl, Beirut. Technical Manager: Sverker Hallstrom). The ship was first not renamed and sailed for Cape Town for repairs and conversion. It was reported, that a moon pool, a tower and self compensating winch system was added to the vessel.
On 01.07.2012 the management changed to Seaway Offshore Inc., Miami. Probably at this stage her name was changed to ENDURANCE, while flag and owning company were retained. The company Seaway Offshore, in Miami, USA takes care about her management.
SwissShips, MB, HPS, September, 2013
Arrival in Alang India on April 11th, 2021. On April 16, 2021, the demolition of the ship began at Diamond Industries.
Additional Informationen and Stories
Treasure hunters
Various treasure hunters are exploring the world's oceans to find old wrecks and to salvage the treasures believed to be on board. These are mostly very discreet undertakings to keep unwanted competitors away.
One such treasure hunter is Sverker Hallstrom from Sweden. Born in 1945 he worked in the offshore shipping industry, before he set-up his own business in Singapore, the Hallstrom Holdings (PTY) Ltd. (www.shipwreckexplorer.com). His vessels are apparently managed by Seaway Offshore, in Miami, USA (www.seaway-offshore.com) and by Seaway Survey & Recovery, based in the Seychelles (www.seawaysurveyandrecovery.com). He has saved, amongst others, the treasures from the DOURO a Royal mail ship, which sank 1882 off Spain and the VUNG TAU, which sank off Vietnam in 1690. The VUNG TAU treasures were recovered in 1990 and were sold by Christie, the famous auction house in London, see also www.maritime-explorations.com
Another treasure hunter is Capt. Mike Hatcher from Australia. With his survey boat RESTLESS M he discovered in 1999 the wreck of the large Chinese junk TEK SING. This vessel sunk in 1822 in the Gaspar Strait, between Sumatra and Borneo. The TEK SING hit a reef and sunk with her cargo of Chinese porcelain. About 1800 people were on board, about 200 crew and 1600 immigrants, searching for work in Batavia in the Dutch colonies. Only about 200 could be saved, around 1600 people, including women and children perished. This was a disaster comparable in magnitude to the sinking of the TITANIC ninety years later.
Capt. Hatcher salvaged almost her complete cargo, which was auctioned by the auctioneers Nagel of Stuttgart in November 2000. The auctions took place in different cities and it was said, the worth of the cargo was about 35 Mio. D-Mark.
Moon Pool
Used on diving and survey ships, to explain in a simple way, it is like a small hold, but at the bottom open to the sea. Depending on its purpose, the moon pool can be larger or smaller, but normally it is in the order of about 4 x 4 meters und located near the centre of gravity of the ship. It can be rectangular or square shaped.
A moon pool gives protection and makes it is simpler and more safe to deploy divers and material, such as a dive roboter (or ROV) to the sea. On fast ships the bottom of the moon pool can be closed with doors to avoid turbulence during navigation.
SwissShips, HPS, September, 2013