SS Corvus (1919)

In 1927 Bethlehem Steel founded Calmar Steamship Corp. as a whole subsidiary company to transport steel and steel products from the company's steel mills in Maryland and Pennsylvania to the West Coast costumers. Calmar transported exclusively Bethlehem's products westbound but served as a common carrier carrying lumber and other cargoes on their return voyages eastwards for a variety of shippers.[28]

In November 1929 it was reported that Calmar Steamship Corp. placed a bid in the amount of US$937,500 for five steamers operated by Planet Steamship Corp. with Corvus being valued at US$179,843[29] Approximately two weeks later the sale went through and all five vessels were sold to Calmar increasing the size of their operational intercoastal fleet to eleven vessels.[30][31] Following the sale all five new vessels were renamed according to Calmar Steamship established naming pattern, where the names of the ships consisted of two parts, the prefix corresponding to a state, city or facility operated by Bethlehem Steel, and the second part consisting of word "-mar", an abbreviation for Maryland. Under this naming tradition, Corvus became Flomar and was turned to her new owners after reconditioning and repairs were done.[32][33] Flomar cleared out of Philadelphia on her first trip for Calmar Steamship carrying 7,700 tons of steel and other cargo on 25 January 1930, passed through the Panama Canal on February 4 and arrived in Los Angeles on February 17.[34][35][36] After unloading approximately 3,400 tons of cargo in California the steamer proceeded further north to unload the rest of her cargo and load lumber for her return trip.[37]

Flomar remained in the intercoastal service through the early part of 1941. For example, in March 1934 she delivered a variety of goods to California from the East Coast including canned goods, machinery and even several luxury automobiles.[38] In December 1932 she had to fight off a strong gale off Cape Meares resulting in her deck cargo shifting. The freighter managed to make the port even though she had a list of 22°. After restoring her load, the ship was able to continue her journey.[39]

In November 1934 during one of her usual trips from Los Angeles to Baltimore Flomar became disabled after losing her propeller about forty miles away from the Panama Canal. The vessel was towed into port for evaluation and repairs. After examination it was discovered that the vessel broke her tail shaft and was put into drydock for quick repairs. She was able to depart on December 10 and continue on to her destination.[40][41]

On 18 September 1935 Flomar was proceeding down San Joaquin River for San Francisco. At the same time Quaker Line freighter SS Peter Kerr was moving up the river to Stockton. At about 01:30 when about seven miles southwest of Stockton, Peter Kerr suddenly lost control of her rudder after hitting a river bank and struck Flomar. The collision left Flomar with a hole in her No. 1 hold under the waterline and smashed port bow, however, the freighter was able to proceed to San Francisco under her own power where she was put in Hunter's Point drydock for repairs. Peter Kerr suffered damage to her bow and in addition had a couple of holes in her bow above the waterline. She continued on to Stockton to unload 800 tons of cargo there before also sailing for Oakland where she too was put into Moore's drydock for repairs and evaluation.[42][43][44] The cost of repair was estimated to be US$40,000 for Peter Kerr and US$50,000 for Flomar.[45] Both owners filed libel suits against each other, with Calmar Steamship asking for US$125,000 in damages, and Pacific Atlantic Co., owner of Peter Kerr, demanding US$75,000.[46][47]

In December 1936 Flomar went aground in New York harbor near Sandy Hook as she was towed by tug H.W. Card. The freighter was refloated within several hours and was able to continue her trip.[48][49]

Flomar remained on the same trade route through June 1940. For example, she brought in a large quantity of steel to Tacoma in 1939 to be used in bridge construction there and loaded a large cargo of lumber at various ports of the pacific Northwest for her return trip.[50] The freighter returned to East Coast on her last peace-time trip on 11 June 1941 and went into dock for maintenance and repairs. At the same time following the Emergency proclamation issued by President Roosevelt on 27 May 1941, the vessel together with many other ships were chartered by the Maritime Commission for Red Sea service, which would allow the vessels under US flag to carry matériel and supplies for British troops fighting in North Africa. Flomar loaded her cargo in New York but was delayed for several days due to a strike by seamen demanding increased payments for travel into a combat zone.[51] After the strike was settled Flomar sailed from New York on 9 July 1941 arriving in Port Sudan on August 31 via Cape Town and Aden. The freighter returned to Savannah on December 4 after picking up cargo in India and Ceylon.

On 20 December 1941 the ship was delivered to the War Shipping Administration (WSA) at Baltimore for operation under a United States Army Transportation Corps agreement by Calmar as the WSA operating agent.[52]

Flomar conducted one more voyage to the Red Sea area in 1942 departing Baltimore on 27 December 1941 and arriving at Suez on 3 March 1942. She again proceeded back via Colombo and Bombay reaching Baltimore on July 13.[note 3] On her third war-time trip the freighter sailed to Panama Canal as part of convoys NG-304 and GZ-4 and from there entered the Pacific and proceeded to South Africa.[53][54] After unloading her cargo at Cape Town and Port Elizabeth in November 1942, the vessel proceeded on to Paramaribo. From there the ship sailed for New York as part of convoys TAG-30 and GN-30, reaching her destination on New Year's Day 1943.[55][56]

Following her return, the freighter was made part of convoy UGS-5 and departed Newport News on 7 February 1943 for Morocco as part of support mission for Operation Torch.[57] The vessel unloaded her cargo in Fedala and then returned to United States via Gibraltar and England as part of convoys XK-3 and ON-181.[58][59] During 1943 Flomar made two trips between United States, Canada and Liverpool carrying general cargo and war supplies as part of convoys SC-135 and HX-253.[60][61] After returning to United States in October 1943 the ship was reassigned into coastwise service. She was mostly involved in short range missions plying trade between East Coast of the United States and various Cuban and Puerto-Rican ports, such as Guantanamo, Nuevitas as well as Curaçao, Aruba and Maracaibo. Flomar remained in this service through the second half of November 1944. She then was transferred to West Coast arriving in Astoria on New Year's Day 1945. There she was evaluated, purchased by WSA and transferred as part of lend-lease agreement to the USSR Far East Shipping Company on 10 January 1945.[52]

Following arrival on the West Coast Flomar was accepted by the Soviet Purchasing Commission, placed under Soviet registry as Uzbekistan and was transferred to Far East Shipping Company on 10 January 1945.[52] Subsequently, the vessel was put into dock for maintenance and repairs on January 29 and following their completion sailed to Petropavlovsk on February 3. The freighter arrived at Petropavlovsk on February 19 via Akutan coaling station where she was defensively armed and prepared for service.[1]

The ships sailing in the Pacific between the West Coast ports of the United States and Soviet Union usually traveled unescorted with ship information being provided to the US Navy prior to ships' arrival, although Soviet vessels sometimes broke this rule. Uzbekistan arrived unannounced on 31 May 1945 at Dutch Harbor from Petropavlovsk for coaling. After filling her bunkers, the freighter sailed out from port. As she was exiting the Iliuliuk Bay about 23:19, she was struck amidships by incoming steamer SS American Star on her port side.[62] The collision produced a large hole at her main deck level but also damaged the ship's hull below waterline around her boiler room resulting in rapid flooding of the vessel's engine room. Despite the flooding, the engines continued working and the captain of Uzbekistan decided to beach the ship to avoid sinking. The ship ran aground on Ulakta Head at about 23:27. Harbor tug Osamekin (YTB-191) was dispatched and stood by the stricken vessel assisting the survivors.[62]

An inspection of the vessel took place on June 1 and it was determined that the ship needs stabilization first before any attempt to refloat could be undertaken due to the freighter's position and sustained damage. All preparatory operations were finalized by June 6 and Uzbekistan was successfully refloated.[62] The freighter was then towed to Dutch Harbor where temporary repairs were done, and the vessel was able to depart for West Coast on June 30.[63] Uzbekistan arrived at Portland on July 10 and was immediately put into dock for evaluation. Due to the condition and age of the vessel, the Soviet Government returned the ship to the United States effective 11 August 1945.[1][52] The ship remained berthed in Portland with Pacific Atlantic SS Co. and States SS Co. acting as WSA agents until sold to Dulien Steel Products, Inc. for $1,675.00, delivered 5 July 1946 for scrapping in August 1946.[5][52][64]