Gangway Number 7 Spring 1976 Journal of Blue Star Line, Lamport & Holt Line and Booth Line

Contents Correspondents 1 Blue Star-the position today News, views, and photographs for publica­ Republic of South Africa 1 Mrs E H Vestey launches Almeda tion should be sent direct to any of the G G H Jefferys Star correspondents below, to reach them by: Blue Star Line (South Africa) Pty Lt< 2 The family company wins 1 January for Spring issue PO Box 4446 3 News Afloat 1 April for Summer issue Thibault Square 3 News Ashore 1 July for Autumn issue Lower St George's Street 4 Lamport & Holt Line News 1 October for Winter issue. Cape Town 5 Blue Star Ship Management Ltd Whilst every effort will be made to include 5 Postbag all contributions submitted, lack of space United Kingdom 6 'Srarman Express' may make it necessary to hold over the D Green 7 A million tons of UK trade for J S S publication of some articles until a later Lamport & Helt Line Ltd 7 Which Ship? issue. Booth Steamship Company Ltd 8 Papa Papa cleared to final Albion House 8 Securi-Bore James Street 10 Half a Century with BSL-part five Australia Liverpool L2 7PS 11 A Century with Lamport & Holt R Walker 12 Red Ensign versus Red Flag Blue Star Line (Aust) Pty Ltd G E Gunner 14 Escape from Singapore 37-49 Pitt Street Blue Star Ship Management Ltd 15 Stranded in the Bitter Lakes GPO Box 1575 Albion House 16 The artist at sea Sydney J ames Street 16 Answer to 'Which Ship?' NSW 2000 Liverpool L2 7PS 17 News from Australia RA Russell 18 Kiwi column Argentine Blue Star Line Ltd 20 Springbok column P McGuinness 34 Leadenhall Street 21 News from the Amazon Agencia Maritima Mundial, SA London EC3A 1AR 22 Fleet list Avenida Cordoba 653 24 Fleet personnel news Buenos Aires

Brazil Cover: Starman end on to quay at Tees R J Burnett Dock, Middlesbrough, preparing to roll off Agencias Mundiais SA the largest piece of cargo ever to enter a Caixa Postal 190 UK port (see page 6). Belem Para F C Tate Companhia Expresso Mercantil Avenida Rio Brance 25, 10 Andar Caixa Postal 969-ZC-00 Rio de Janeiro

New Zealand W Smith Blue Star Port Lines (Mgt) Ltd PO Box 192 IBM Centre 157 The Terrace Wellington 1

North America E A Gilbert Blue Star Line 650 California Street San Francisco, Cal 94108 USA ended 1975 in a just about break-even Crusader trade and South America. In the position, having made good profits in 1974 . . Crusader trade we face stiff container As far as the fieet is concerned we are competition and we are studying the Blue Slar­ still managing, despite the gloomy prog­ future in depth to see what our next step nostications of a few years ago, to trade our should be. ships for most of their useful life and not As for South America, there is an Ihe position dispose of them prematurely. During 1975 announcement elsewhere in the magazine we have sold Adelaide Star, Tasmania about the cooperation between BSL and Slar, and Wellington Slar. We were also L&H. Wc have decided to amalgamate the offered a good price for M ontevideo Star management of L&H and BSL South loday and she has gone too. American trade, and based on Liverpool the changes should bring about useful W/e are now well into 1976 and it might be New reefer ships economies. worthwhile reflecting on our results for The most noteworthy event of 1975 has Further ahead, the new ACTA last year. Compared with 1974, our figures been the arrival of the new reefer ships, our containership will be delivered in 1977, and last year took a significant turn for the first new series of ships since before at the time of going to press we are worse. In 1974 nothing went wrong, and containerisation. Afric Star entered service considering a further heavy lift ship. with full ships throughout the year, high in February, A vila Star and Andalucia charter rates, and everyone clamouring for Star in June, and Avelona Star in Costs spiral space, it was easy to trade profitably. December. Apart from a few teething One tires of writing about the cost spiral Last year the inevitable happened. Most troubles, all have been trading well and but it is the most important issue of today. of us felt that the shipping market was carrying exactly the sort of cargoes for True there has been some improvement in probably destined to fall with a crash, and which they were designed-not alas at the the UK due to Government legislation, but it did. \Ve operate in a world market, of right sort of Freight Rates, but I have in other parts of the world the problem has COUIse, but it often seems as though the referred to that above. worsened for us, particularly due to the shipping market takes after the British Two ships have been in the news- New fall in the value of the pound-in itself a stop-go economy, and in 1975 it stopped. Zealand Star was in Luanda fo r many by-product of our own troubles. Australia, As the year moved on, cargoes fell away, months during conditions of war, and all sadly, is rapidly losing out with fruit being the beef mountai n grew, and European credit to those on board for their spirit and forced by their own costs out of world exports to Ollr traditional areas declined. enthusia sm during difficult times. markets, and it now costs us more to load The only buoyant area was the Persian Secondly, Scoltish Star, long since the meat conventionaUy in Queensland than Gulf, being the one spot where chartering property of insurance interests, came out was our total ocean freight rate just truee opportunities were to be had. of the Suez Canal looking from all accounts years ago; we cannot recover this sort of However, when one hears of the disasters in quite reasonable nick. increase from our customers. that have befallen other shipping What of 1976 and the future? As far as H owever, we are doing all we can to companies, nmably tankers and bulkers, profitability is concerned, we are still develop new business and to find ways and our performance was not too bad. We were bumping along the bottom, but one or two means of improving what we have. There nm forced into lay-up, our fruit ships were isolated signs of improvement are appear­ is no reason why our problems should not fully occupied, albeit wi thout profit, and ing, so wc are hopeful. The fleet will be be overcome and why we should not above all our container services are fully occupied until mid-year, and in continue to expand. gradually proving to be the best investment particular reefer cargoes are picking up BR Hazlitt we have ever made. So, with a struggle we somewhat. Our problem areas are the Mrs EH Vesley launches Almeda Slar Almeda Star, the fifth of Blue Star Line's new series of 'A' class refrigerated reefer ships, was launched at Smith's Dock, Middlesbrough, on 21 November. The sponsor was Mrs E H Vestey, wife of BSL chairman Mr Edmund Vestey. Four of the new ships, Afric Star, A vila Star, Andalucia Star, and Avelona Star are now in service. The first three of these specialist vessels have been operating since June under contracts for the carriage of bananas from Central America to Europe, North America, and the Persian Gulf. The contracts have been extended to cover voyages to the end of this year.

Mrs E H Vestey fAlmeda Scar l hits lhe water 1

The COl wins

The f ollowing is the text DJ a speech made by maximum utilisation of their assets. Ships be manager or clerk, director or crane Mr J G PaYlle in Grimsby Town H all on at sea make money, ships in port cost driver, chairman or offi ce boy, should ask 5 December 1975 at a dinller given by United money. ] n other words we all want our ourselves one simple question-are we Towing alld H umber Tugs: ships in and out of port in the shortest worth the money in our take home pay?­ At a time when I suspect we are all possible space of time. \'\lhat, therefore, are we giving a day's work for a day's pay? scratching to keep our head above water or apart from an efficient tug service, makes a 1fnot, what is stopping us-is it indifferent more definitively when we 3rc trying to port work-probably three or four things management, lack of leadership, an un­ retain in our businesses a positive cash flow only: disciplined work force or the mistaken it is probably worth once again having a - the right equipment, there is nothing belief that 'she'll be right', to coin an look at the basic elements which make a more soul destroying than the wrong Australian expression. One thing is certain, shipping company's profit and loss account equipment nothing will ever be right unless a lot of good, bad or indifferent. -the right amount of space in which to the nonsense which goes on at the present On 1 April 1974 I gave the Reginald operate moment is very firml y sat on in all places Grout Memorial lecture in the City of in our society. \'\le all have a responsibility London and the subject was 'British Liner -good management in this regard and all I simply suggest is Shipping: Future Prospects and Problems'. -and last but not least, the desire on the that unless we all discharge that responsi­ I then said British Liner Shipping should part of the men in the port to work. bility we are not playing our part. have three principal objectives-these Funnily enough, good management and Gentlemen, if I sound like a politician I were: good men working in harmony can over­ apologise. The simple fact is that good - that if we were to remain in business come poor equipment and a shortage of ports employ good men who do not that we account on a replacement cost space-therefore one must put the men in tolerate nonsense. Men and management depreciation basis the port and their attitude to the job in working in harmony dispose of nonsense hand as the essential ingredient of a quicker than any Union agreement, work -next, that we must continue to improve successful port. procedure or terms of reference. \'\le can the efficiency of our ports and transport What creates harmony in a management! have all the pieces of paper we like in the network men relationship? Much has been written world, but none will ever be able to replace - and last, that we must work closer than by so-called experts on this subject. To me that very essential ingredient in life-all ever with our customers. the essential factors are: of us working as a team together. Nobody These remarks were made at a time of -an identifiable, accessible and respected in the company which employs me works relati ve economic boom-it does however boss who is not a faceless wonder for me, I hope they all work with me for seem to me that the remarks have possibly -and men who desire to work and are the company. even more force at a time of economic willing to accept that some disciplines May I just say one thing in conclusion, decline. are necessary for a job to be done not with the deliberate intention of embar­ I do not intend to dwell on accounting efficiently. rassing Mr \'\lilbraham. My remarks are problems tonight as Mr Sandiland and Many of you will say 'what about the addressed to those who work with him. I others are tending to gi ve us all mental Trade Unions in all this?' Their role to me have only known Mr Wilbraham about indigestion at the moment, nor do I intend is a complementary one. The U nions two years. During that period a friendship to talk about customer relations, despite should ensure that the men get a fair deal has grown up between us based on, I the importance of good customer relations. and protect the individual against bad believe, mutual respect-for my part it is It seems appropriate whilst here on management. Unions should negotiate based on respect and admiration. Your Humberside to simply state the essentials agreements on behalf of the men-if that companies, T ony, are essentially family of a good port from a shipowner's point of is necessary. But having negotiated an companies where the boss is anything but a view. agreement, I do believe the Unions have a faceless wonder-I too work for a family I make no apologies for stating the very real and ultimate responsibility of company, but have had the opportunity to obvious because we tend to live in an era making sure that their members abide by work in other environments. There is no when the obvious or the truth, if you like, that agreement. If an agreement simply comparison between working with a fam ily is clouded by other issues, at worst becomes a basis for further negotiation company and working in other broader­ political issues or a genuine fear of the then in simple terms 'all is lost' . Nothing based companies. The family company truth. will ever work efficiently on that basis. I wins every time. This country was Costs of ships and equipment escalate do not accept however that Unions are essentially built on family companies and at a rate hitherto unknown-here may I essential, if for no other reason than that a it is in these great family companies that illustrate that container ships which were Union which cannOt or will not control its one observes the complete lack of nonsense. delivered to us in 1969 should have cost us members is probably our worst enemy ] consider myself privileged to work in a about four million pounds, will probably today. Unions require good management fami ly company and al so to be associated end up costing us eight million pounds just as business requires good management. with other fami ly companies such as yours. because of the declining value of the pound Might I liken a Union which has lost On behalf of all your guests may I not and similar ships to be delivered in 1977 control of its members to business manage­ only once aga in say thank you, but also will probably leave us no change out of ment which has lost control of its costs. wish you personally, your family, and all twenty-five million pounds. The end result is chaotic. your staff who work with you, every success \'qith tugs, supply boats, ferries, tramps, No doubt many of you will be sitting for the future-thank you. bulk carriers all costing two or three times here tonight saying 'easier said than done', [Mr A B (Tony) Wilbraham is Chairman the amount they would have done five to and I agree-most things are easier said of United Towing and Humber Tugs. The ten years ago the one thing that shipowners than done. But has not the time arri ved Wilbraham family are majority share­ are aUlooking for more than ever before is when each and everyone of us, whether we holders of the Companies.]

Blue Star vessels, notably Hobart Star remainder of his sea-going service was which he joined when she was being built spent with BSL until he retired in 1960. News Alloal in Germany and served in for eight years. Captain Penrice continued his family's His pride in that vessel will be recalled long connection with the South American Marriage by everyone who visited his refrig flat, Trade; he was also active in the Master Blue Star Line which was kept immaculate at all times, Mariners' Association, to which he devoted with every nut in sight highly polished. considerable time as an officer and later as K R W Doxford, 3rd Engineer of Afrie Tom retired in May 1967. Having been President. He was the proud possessor of Star, was married on 12 July 1975 to a widower for many years, he emigrated to Christine Watson at St John Lee Church, an 'extra Master's ticket', and his passing Canada in 1968 to li ve with his brother in Acomb, Hexlam, Northumberland. regrettably diminishes the number of our lie Perrot, Quebec Province. He returned Christine is now enjoying a delayed honey­ 'old and bold'. Our deepest sympathy goes twice to this coumry on holiday and kept moon aboard A/rie Star. to his daughter, who maintains a con­ up contact with many of his friends on nection with the sea as her husband is a Merseyside, including J Rigiani (now of Mersey pilot. Obituaries Albion House, Liverpool) who informs us John Brown on 21 November 1975, We record with great regret the following that Tom's last few years were lived very after an illness patiently borne for about deaths: happily and that he retained his interest in twelve months. John Brown joined photography throughout. Lamport & Halt Line on 20 April 1947 Blue Star Line and retired on 31 December 1965. He Leonard Luter, on 11 November 1975 Lamport & Holt Line served as Radio Officer in many vessels after a short illness. Captain Alvin Penrice on Il December during the period when the Company Mc Luter served as a Bosun with the 1975, aged 80, at the Mariners' Home, maintained its own wireless establishment. Company from 1958 until shordy before he Wallasey. Alvin Penrice ioined Lamport & Our deepest sympathies are extended to his died. For ten years he worked on the South Holt on 20 October 1915, following in the family. American Trade and in 1968 transferred footsteps of his father who was at that time Andrew Mclnally on 29 December to Tasmania Star for three years. After still a sea-going Master with the Company. 1975. Mr McInally joined Lamport & Halt 1971 he served in various Blue Star Line Serving through the difficult years of the Line on 15 August 1958 and served as vessels. twenties and thirties, he had reached the Chief Engineer in Rubens, Crisp;ll, and Thomas L Hatton, on 16 November rank of Chief Officer by the outbreak of recently in Dominic. 1975, aged 77. war in 1939; his war service included Tom Hatton joined Blue Star Line as a appointments as Liaison Officer aboard a Junior Engineer in January 1927 and by number of troopships. Booth Line December 1938 was Chief Refrigeration Captain Penrice's first command was Samuel Emrys Thomas on 20 Engineer on Scottish Star. He remained in Empire Pellryn in May 1946. In 1954, December 1975, aged 92. Mr Thomas that ship until she was torpedoed in whilst in command of the Delane (one of joined the Company in 1906 and reached February 1942, and completed his war only two Lamport 'D ' Class vessels that the rank of Chief Engineer. He retired in service in Empire Galahad and Empire had survived throughout the war) he 1946, since when he lived in Wallasey with Falkland. transferred to Blue Star Line, and the his sister, Miss Dora Thomas, to whom After the war, Tom served in various De/alle was renamed Seaule Star. The we extend our deepest sympathy.

National Service from November 1948 to Mr B R Hazlitt spoke of the invaluable June 1950, he stayed with this office until contribution they had all made to Blue News Ashore the main passenger operations finished in Star's progress, including Johnnie 1972. He then became Manager of Blue Johnston, who, whilst he had officially Appointments Star Travel and subsequently Manager of retired earlier, had had no previous Blue Star Line Blue Star Leisure in charge of reservations opportunity to say farewell to his friends Mr J G Payne has been elected Chairman for Caravel and Sun wise Holidays. in Blue Star. of the Council of European and Japanese We wish him well in his new appoint­ Mr Hazlitt spoke briefly about each of National Shipowners' Association. He took ment and he has asked us to say that any those present: up hi s new responsibilities in December of his old colleagues who find themselves Johnnie Johnston served Blue Star for 1975. in the Hemel Hempstead area are welcome almost 52 years; readers will know about Mr R H Bray has been appointed a to call in and see him. some of the many exciting and interesting Director of Star Offshore Services Limited As a memento of his long service with events that happened to him during this from 1 January 1976. He will be responsible the organisation his colleagues and friends time from the articles which have appeared for Supply Boats, and D eputy Managing presented him with a handsome briefcase. in Gangway. Director of the Star Offshore group of C W Judd joined Eldorado in 1951, and companies. Retirements transferred to BSL in 1963. Mr Judd was Mr D Barrac10ugh will be appointed a Blue Star Line Credit Controller in Eldorado before they Director of Transatlantic Container Trans­ Captain S A M ('Sam') Dickers retires went out of business, but Mr Hazlitt portation in place of R H Bray, who will on 31 March after 38t years' service with hastened to add-amid much laughter­ resign from the Board of the company. BSL. An appreciation of his long and that the two events were not connected. Mr M G Van der Gucht has taken over eventful career will appear in the next Mrs E lsie Weston had worked in the the responsibility of coordinating the issue. Accounts Department since 1958 and was functions of the Research and Develop­ The end of 1975 saw 13 of our staff leaving held in particular esteem for her un­ ment Department. the Company. Most of them had reached, assuming and kindly manner. She was or were over, retiring age and had remained particularly remembered for the cheery Departure to work with us for a fe w years longer, but smiles she used to give everybody during Blue Star Leisure two were tea ladies who had fallen victims the half hour or so she patiently waited for Derek Wray left Blue Star Leisure early to the invincible vending machines. the bus in Leadenhall Street after work. in November 1975 to take charge of a A party was held on Thursday 18 R Hadley joined Blueport in 1968 after leisure complex set up by the local council December, in Albion House, at which previously retiring from Furness \Vithy, at Hemel Hempstead. Derek joined the presentations were made to all the retirees. and was the only one p.: esent born during Company in December 1945 and after a (A mention must be made here of the hard the 19th Century. He wa s looked upon as few weeks at West Smithfield was trans­ work which went into the preparations for something of a marvel who still indulged in ferred to the Blue Star Line passenger the occasion by E lsie Cannings, assisted such youthful pastimes as mountaineering. office at Regent Street. Except for his by Ann Sciberras and Brenda Key.) Mr Hazlitt could onl y attribute this to Mr

Hadley's having a much younger wife ! Obituaries will provide info rmation required by the 'Monty' Brown of the Insurance and We record with great regret the fo llowing Service Managers. Claims Department joined Blueport from deaths: the Port Line Auditors of Baker Sons and Bell. A keen sportsman and cricketing fan, Blue S tar Line A taste of the Caribbean he wa s aptly sa id to have carried a straight Henry Taylor , on 7 November 1975. M r a t the annual dance bat during all his time with us, and he was T aylor was Chief Superintendent of BSL A total of 357 staff and guests of BSL and held in grea t affection by his workmates. when he retired in December 197 1. An its associated companies packed the second Mrs Mabel R obbins had been our tea appreciation of his life will be given in the annual dance to be held at Mecca's Colonial next issue. lady since the buildi ng opened in 1956. House in London on 12 December.-We She remembered serving M r Hazlitt his Lamparl & H all didn't require a rail-strike to get full tea when he was a mere lad in the Freight Ernest T em p leton Courtney, Chief attendance this year ! Department. In those days only tea was Cashier of Lamport & Holt Line Limited, All the ingredients fo r a good evening served-no biscuits-and a collection fo r on 8 November 1975. were there in plenty (fo r only £ 1'50 per the cost of this was made at the end of Mr Courtney joi ned the Company in head)-a Christmas-style d inner with a each week ! March 1913 and retired on 3 1 March 1957. choice of wine, and a versatile dance band I W 'Ben' Bennett, our H ea d He was an example to others for the way with a very persuas ive MC who allowed no Messenger in Blue Sta r since 1969, had he overcame the severe handica p of a 1914- resting. Anyway, who wanted to sit down ruled the Messenger Service with a rod of 18 war injury, which he never allowed to wi th Spot prizes such as a tube of toothpaste iron-but his unifo rm jacket was known to get the better of him. Having enjoyed or a bar of soap for the taking ! hide a heart of gold. eighteen years of retirement, he was pre­ A taste of the Cari bbean was brought G E Johnson , another original Blueport deceased by many of his contemporaries, into the evening by a steel band, who member, joined in 1972 and had helped and his wealth of anecdotes about 'Lamport played fo r two half-hour stints and en­ Mr Bennett since 1973 in the BS Messenger happenings' between the wars will be couraged guests to dance calypso style. service. H is kind, unassuming, and efficient sadly mi ssed by all those who knew him. From comments overheard during and manner was appreciated by aB those who after the dance, it seemed that 'a very knew him. enjoyable evening was had by all'. Alec Harrison joined Blueport in 1968 Blue Star Line and fo r most of this time worked in the New Voyage and Contract Traffic Department, until Bluepon came Costing Section to Albion House, when he moved over to As a res ult of the increasing need fo r the Freight Depan ment. Alec was re­ competi tive quotes in specialised reefer nowned fo r his cheerful manner, which markets, a Voyage and Contract Costi ng was possibly due to the accuracy of his section has been formed within the horse racing forecasts! Management Accounts D epartment. The Cha rlie Fielder joined Blueport in section will cater for reefer and voyage 1973 and fo r a time looked after that projects and other contract costing for both Company's messenger service. He was BSL and BSPL. well remembered by Mr Hazlitt, who could The new section is headed by A C rely upon him appearing instantly, like a Radford, assis ted by D N P owell, and genie, whenever wanted. More recently, he has been working with the BS Freight Department and has made a name fo r himself as someone who gives a great deal lamporla Hollline News of attention to customers' requirements. T he accompanying photograph shows a electric complex in Argentina. Robbie Robinson was the most highly 167-ton transformer from General Electric Romney is a veteran in the South articulate member of our staff. He joined Company, Stafford, being loaded onto American trade and on this voyage, after us in our messenger service in 1973 to Ronmey at Liverpool. The transformer, loading at Liverpool, Swansea, and escape the rigours of teaching, and pre­ accompanied by va rious other heavy lifts, G lasgow, was fill ed to capacity both below sumably found our life more amenable. was being shipped to Buenos Aires as part and on deck for her voyage to Montevideo He later transferred to the Freight Depart­ of the El Chocon Dam Project, a hydro- and Buenos Aires via Las Palmas. ment. Mrs Brenda Key was the other half of the T ea Lady Service on the ground floo r, having joined us in 1973. She was always willing to tackle any extra work when the occasion arose. A J Mayna rd had been with us only a year in Al bion House, serving tea and coffee. After serving as a steward at sea with Blue Sta r and various other companies, he had come ashore in 1969 and worked with Blueport at the London Dock Office fo r five yea rs.

J S N owery Mrs E Wor sley, who joined J S Nowery of Glasgow as Ass istant Cashier and Book­ keeper in April 1969, retired on 3 1 December 1975. Mrs \Vorsley's calm disposition and cheerful manner wi ll be mi ssed by every­ one wi th whom she worked at Scotch Corner. All her coll eagues send her thei r very best wishes for a long and enj oyable retirement.

4 a:Z BLUE STAR SHIP MANAGEMENT LTD The last passenger ship Engineering Officers. \Ve have endeavoured Port Line Management, who becomes a to spread the load a little in that Depart­ Ship Manager lf1el/illglofl Star joined the list of ships with ment and are in the process of sending C Wright, who transfers from Blue Star which we parted company in 1975. She details round to all Engineering Officers Shore Gang to Engi neers' Dept was sold, like Ro'and~ to Greek interests, concerning the individual responsible for B 0 M ead, who transfers from our sea while stiB in Sydney in December. Now their welfare in future. G F Wady, who staff to our Engineers' Dept that Auckland Slar's accommodation has has been acting as one of our technicians Mrs J Preston-Office Manager's Dept been converted, we no longer have any of for some time, has joined the staff of the M Lorimer-Purchasing Dept the fine series of ships that offered comfort­ Personnel Department as an assistant to T Rickard-Fleet Personnel Dept able accommodation to twelve passengers Mr Murray. over many years. I N Milwa rd Wedding Our congratulations to T G Scott of New Staff Purchasing Dept on his recent marriage to Anniversary We are pleased to welcome the following Miss Kathleen Wrigley. The wedding I January saw the official first anniversary members of staff and wish them well in took place at 11 am on Friday 28 November of the birth of Blue Star Ship Management. their new appoinnnents : at Alexander Hall Registry Office, Crosby. The occasion was celebrated by the iss uing C aptain D J Thomas from Blue Star G E Gunner of a new BSSM tie, which has since become the admiration of many-particularl y our Star Line vessel fitted with double reduc­ colleagues in Leadenhall Street. Qualifica­ tion geared turbines. tions for wearing this tie are extremely Postbag strict : at least twelve months' hard labour After her maiden voyage to China, I came ashore to further my career in ship- in Liverpool has to be done before Magicstar's engine applications will even be considered! Some notes on my career with Blue Star repairing. Line may be of interest to engineers. R Dixon I do not think that there will be many Ex-Manager, J Russell & Co Eric Usher leaves of the present Engineers in the Company Ship Repairers who have sailed with a reciprocating steam The end of January saw the departure of engine of the type which wa s fitted in For lovers of sail Eric Ush er . Eric joined Blue Star in 1964 Magicslar. I photographed this Thames barge running after a period ashore with ICI in their I was appointed to the ship as a fourth up the Solent from the Needles on a design department, before which he had engineer in 1919 after the vessel had had a sailing holiday last August, when we were sa iled with Ben Line. refit at Smiths Dock Company, South an hour and a half out of Shalfleet, IO\V, During his brief period at sea with Blue Bank, Middlesbrough; the Chief Engineer making for Keyhaven on the mainland. Star, approximately 21 months, Eric saw was J Coombes. service with such ships as Queensland Slar You can imagine my surprise when I and Hobarl Slar ,. his last position as a surveyed the engine: it was a triple­ seafarer was Chief Engineer in Genova expansion model, with a Marshal! Gear Slar. valve mechanism which had only one On completion of this tour of duty he eccentric for each cylinder-ahead and took up the appointment in which we all astern movements. It was so different from knew him best, Engineering Personnel the standard arrangement of Stephenson's Superintendent, a post which he has held link motion where two eccentrics are to date. always used for each cylinder that it took The call of the sea some time to work out the function of the Eric felt the call of the sea again and has reversing gear. left the Company to take a seagoing engineering appointment with Kuwait New experience Shipping Company. There, no doubt, he Since I had had earlier experience at will take great pleasure in watching [he Smiths Dock Company, in the design of The barge, named Dobbie, possibly Personnel Department trying to sort out all triple expansion engines for trawlers and registered in Rochester, made a fine sight the many problems of himself and his sea­ other vessels, I looked forward to running under sail with everything drawing. More­ faring colleagues! All of us were extremely this unusual engine as a power unit. The over, in view of the diminishing number of sorry to say goodbye to Eric, who has done voyage to the River Plate was fascinating, these working craft, it was a memorable a magnificent job in the Personnel Depart­ and enabled all the engine room staff to sight to see her in her natural surroundings. ment for many years. He willingly moved learn more of the complexities of this A surprising thing about the vessel was with us to Liverpool, where he has engine, and to calculate its horse power and the speed she was making through the obviously settled very happily, because he balance. le was definitely as efficient a water, even allowing for a favourable tide, and his wife, Audrey, intend staying on steam engine as its competitors. which accounts for the fact that the name here. \V/e hope that we shaH see a great deal The layout of the other machinery in the on the stern could not be read. more of him over the years, and we are sure engine room was such that two large To a lover of sail from Merseyside tlus he will always be guaranteed a good ammonia refrigeration machines were was the highlight of a successful week welcome on any Blue Star ship that he may placed one either side of the main engine afloat aboard a Fairey Atalanta in the find himself lying alongside in some remote on the bottom platform. At times it was Solent, along with three companions. part of the world. extremely difficult to remain down below I am sure that this picture will stir the On his departure, W J Murray was when the refrigerator compressor glands memory of all shellbacks in our Company, promoted to Assistant Fleet Personnel started to leak ammonia. as well as lovers of beauty on our London, Manager, and will look after the bulk of the In May 1920, I was transferred to provincial, and overseas staff. work for which Eric had been responsible, Norman Slar and a year later to Doric Slar. J W H Brereston particularly the appointment of senior The latter was, I believe, the first Blue Lamport & Holt

5

'SIarman Express; ..

Starmall continues to lead a very active anchor the module to the deck in 44 places. whilst the remainder of the cargo was life. As reported in the last issue of Securing was also a problem inside the carried on to Aberdeen. After a brief stay Gangway, an accommodation module with module: everything had to be taken carc of, at Smith's Dock for modifications, it was its own helideck was loaded at Port Arthur, incl uding washing machines, conference off to Skikda, Algeria, with cargo of eight Texas, for Roncrdam. Its dimensions of tables, drinking foumains, chairs, desks, a pressure vessels from Middlesbrough. 66' x 44' x 22', with the hexagonal helideck pool table-right down to the last tooth­ The longest load on top 83' across, presented quite a few glass. Underdeck was a cargo of drill pipe, On return, SZarman loaded at Dunkirk the problems. To clear all obstruccions, the collars and drilling spares, and a loaded first and largest pressure vessel for the new module had to be loaded onto hardwood groupage of 40' containers. The operation ICI works at Wilton, Teesside. This was a pedesmls 4' 6" high, leaving the base over­ proved a complete success, for even a caustic scrubber 187' long and 22' in hanging 8', and the helideck 23', on the brief encounter with hurricane Doris, off diameter, weighing 268 tons. This voyage starboard side. As welding had been Miami, failed to budge a single item. Thus put Starmall into the Guinness Book of expressly forbidden, the Starman team had opened BSL's latest container service: Records, as the pressure vessel was the to design and build a steel-pipe lattice 'Starman Express Gulf Service', at 12 knots! longest piece of cargo ever to enter or leave structure, itself weighing 11 tons, to The module was offloaded at Rotterdam, a UK port. Starmall has secured the contract re carry ten such vessels from Dunkirk [0 Teesside, for ICI at Wilton, as well as seven pressure vessels from Rotterdam re the new Monsanto extension at Seal Sands, Teess ide. As the length of the cargoes prohibits any road movement the second group will have to be rolled off at Monsanto's small private jetty on the ri ver. These 17 vessels will keep us busy through­ out the winter. To fill the gaps between voyages, we have taken earth moving equipment to Flotta, in the Orkneys, five pressure vessels from Rotterdam to Mersa-EI­ Brega, Libya-the largest 184' long, weighing 220 tons-and eight leg sections of a jack-up drill ship to Piraeus. This last cargo was loaded wholly on deck and had a The M odule alld helideck are landed onto blocks total volume of nearly 5000 cubic metres. D R Parks Starman Limited

The eig/I! jack-up drill leg secriollS, bound for Piraeus l ~ ,.

Pare of tht £2 millioll load The caustic scrubber comes aboard

A Ions of UK Irade for ISS johnson ScanStar took rime off on 15 January [0 celebrate its onc millionth [On carried to and from UK ports with a party in the restaurant of Liverpool's Holiday Inn. As Mr Payne remarked in his welcome to the Lord Mayor of Liverpool and the 180 other guests, it was a family affair in the BSL and Lamport & Helt Line tradition, with wives, daughters, and gicl­ friends joining in the celebration. Bur the evening's star in every sense was Blue Star Line's containership Columbia Star, which discharged the millionth ton at Liverpool's storm-swept Royal Seaforth Terminal on the night of 2 January. Photographs taken during that call, as well as colour phmographs of the ship were on display, but they were eclipsed by a large and striking oil painting of Columbia Star in stormy seas, which became a focal point The milJiOlllh IO" is Im/oaded from Columbia Star at Seaforth for both hosts and guests. The picture is Top of the docks to the excellent service provided for the most recent work of Gordon Ellis, the Merseyside and the North \Vest by Liverpool marine artist, and was borrowed Mr \Vinberg pointed out that johnson Johnson ScanStar, and particularly to the for the evening from a local gallery. ScanStar began its service on 1 May 1972, Company's policy of direct calls, which johnson ScanStar's General Manager, just one day before the opening of Royal suited their customers, Goran W'inberg, and the Marketing Sea forth terminal. Since then 173 calls had Before supervising the draw for prizes Manager, Goran Ohlander, had come been made there by JSS ships. He went on by the Lady Mayoress, Mr Payne across from Stockholm for the party, while to praise the service offered at Liverpool: congratulated Mr \Vinberg, on behalf of Mr Payne represented Blue Star Line, a 'Since we are a multi-port operator, we the shareholding lines, for running what JSS shareholder, together with the Johnson can compare Sea forth with several other was not only a well-organised and happy ports in Europe and the UK. We have Line of Stockholm and the East Asiatic service but a successful one. Company of Copenhagen. Gordon Gibson, concluded that facilities at Seaforth are He then told a cautionary talc about the excellent, absolutely at the tOP of the list, ' General Manager of the UK General young man from Liverpool's Nautical Mr Winberg ended with the prediction that Agency for j SS, was supported by Ron Catering College who had made and iced Dunon and j im Lowe and the marketing '\Ve will be back to celebrate our second the large cake in the form of a container­ team from Liverpool. jane Goodlass and million in a much shorter period of time.' ship for the parry. Unfortunately, Mr Linda \Vorthingron added their charm and Mr John \Vilkinson, representing the Payne pointed out, he hadn't got the flags distributive skills with flowers and British Shippers' Council, and Mr Owen right, 'He was sent to sea yesterday!' chocolates. Doyle, the Lord Mayor, both paid tribute Which Ship? This interesting old photograph was taken by G H Tucker in the summer of 1936. Once you've put a name to the ship, try guessing the location; the lighters may provide a clue. Answer on page 16.

having thoroughly learned how to fl y straight and level, to climb, descend, turn, stall, spin, take off, approach, and land. One of the most difficult things is learning • to understand the maze of dials and levers called the instrument panel. That the strange-looking dial in front of you is really an artificial horizon, and the one next to it an airspeed indicator, to the right a mixture control lever, and so on for 40 different dials, knobs and controls. Checks are remembered by mnemonics. The code-word BUMPF stands for Brakes, which should be off, Undercarriage, which must be down, Mixture, which is set to fully ri ch, Propellor pitch fine, and Fuel tanks which should contain enough for an overshoot. At first, the aircraft's radio hand­ microphone, one's contact with Air Traffic Control, is an instrument of embarrass­ ment. You look at the letters G.AWPP on the panel in front of you and say into the Hamish M cKean beside his CessnQ 150 handmike 'This is Golf Alpha Whiskey Papa Papa,' fully expecting the Air Traffic Anybody can fly a plane: most people can aero engines, airframes, and meteorology. Controller to say 'So what?' Bm he does take off without much difficulty, and the In this way, the trainee becomes properly nOt; he is polite and helpful, and if you only snag is that it's a bit more difficult to equipped to pass the Civil Aviation forget the name of your plane, he gets it land again. But to help you overcome this Authority examinations for the PPL. right. obstacle, an increasing number of fiying The economics of taking to the air are dubs are opening up all over the country. less frightening than one would suppose. No room for both of us To begin a fiying course leading to the At £6.68 + VAT per flying hour, iar Recently I was flying from Glasgow to Private Pilot's Licence, you must be over example, at the Three Counties Aero Club Prestwick. Dark rain clouds streamed west­ 17 years of age, reasonably fit, have good in Hants (including ground lectures) it is ward off Goat Fell on the Isle of Arran. It eyesight (though spectacles may be worn) neither as difficult nor as expensive to was one of those evenings when, after rain and be reasonably intelligent. Combine all reach your first solo flight as it might seem. and cloud had been blowing through the these with a genuine enthusiasm for fl ying Something between £70 and £90 should skies all day, nothing was left bm exhausted and a will to learn, and the serious be enough to give you the doubtful cumulous shapes and long acres of clear instruction can start. privilege of going up on your own. ai r lit by brilliant sunshine. All went well Firstly, you must 'log' at least 40 hours however, as I was cleared to land on under the direction of a qualified flying Knobs and dials Prestwick's long west-east runway. Report­ instructor. During this period (which could Perhaps I should point ou[ that fiying solo ing finals for runway 13, it was easy keeping be crammed into a month, or stretched is not the ultimate aim; it simply means the small Cessna ISO on course for landing. over a year, depending on the time and taking off, having a flip round the airfield, In the down-wind position on my second finances you have available) lectures have and landing after about ten minutes. But ci rcuit my two-way radio gave me some to be attended on navigation, aviation law, even this obviously cannOt be done without trouble, so I requested a change of radio

I hoped for the usual 10 minutes or so in order to hold a communal prayer session. wait in the departure lounge before This duly took place amidships in the boarding the aircraft; but after half an hour aisle, thus effectively putting a complete Securi-Bore had elapsed, I began to wish I had visited stop to any fore and aft transit. the 'boys room'. Eventually an announce­ Ultimately we arrived at Ben-Gurion ment was made apologising for the delay airport with a warning that passports and explaining that unfortunately the flight should be at the ready in our hands and was likely to be one hour late. A visit to that we should not be observed delving Roger Gibson d£scovers lhat a trip la Israel the 'boys room' now became a must, so I into our hand-baggage for any reason is 110l exactly a holiday. sought permission for a temporary check­ whilst in the terminal building. In the During October I was offered the some­ out. This sparked off an animated minds of the majority this seemed [0 imply what dubious privilege of representing discussion amongst the security staff and I that we might be shot on sight if the Blue Star Line at two Conference meetings began to feel somewhat embarrassed at warning was disregarded. Needless to say, being held at Tel Aviv, Israel, and as that having caused such a stir, which was we all meekly obeyed! part of the globe isn't visited too frequently probably just as well, si nce I was eventually The easiest method of travelling to one's by Gangway personnel, I thought I would allowed to proceed provided I was escorted hotel in a strange place is to fall straight make a few notes. there and back. It is some time since I had into a taxi, but wishing to sa mple as many Departure wa s scheduled for 1 pm on 7 to have such a service rendered! local mysteries as possible I elected for the October, and check-in procedure at bus to town. This mode of travel was Heathrow appeared normal until we were Aerial prayer meet obviously reserved for the local 'peasants' told that hold-baggage had to be retained At last we boarded the aircraft. Lunch was -I think I was the only passenger wearing for thorough examination after proceeding served, and shortly after that interlude I a jacket and tie. Nevertheless, we arrived through a special Tel Aviv channel. All noticed a great deal of activity up and down safely in town after half an hour's drive and baggage having been checked, and the the aircraft, apparently stemming from a I checked into the Hilton Hotel shortly metal detector barrier safely negotiated, we group of four heavily bearded gentlemen before 9 pm, having been met by the proceeded to the gate where we were attired in Homberg hats. It seems that they doorman with loud greetings of 'Shalom 1 subjected to yet another search of hand­ were endeavouring to muster a quorum of Shalom!' baggage plus the now customary body other gentlemen of the appropriate faith The following morning sa w the start of search. (only about three of us weren't anyway) the \'\lestbound Conference meeting-a

CONT1NUE CUI.la - CUMB ~ ns AI 611 In rAI<;f.. ftAP

1 n ~Al AfTJ. I.'AI.JI 00 MS ""~ _~ +-+-t+--+--'"NWAY_-,r-"Jl"

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CLOSE TI'IRO TllE REDUCE TO GLIDING _ SPU D, CHECK . HflGHT. ~'-______'_ · _"_"_"t'M_'_'_"_'M_·_____ M__ " _ ' ______~ ______t-f. ~10" FLAP DOWi'M'IJ\D l [C

The bewildering array of a pilm's instrument Pallem for a typical rake-off, climb, circ"it, and landi,Jg panel frequency from the Prestwick Air Traffic glimpse through my port windows of the looping, or diving. Keeping the nose down Controller, for which permission was duly D C9. climbing off the runway under me­ to increase airspeed, I fought with the given. On this frequency I reported rurning no more than a hundred fe et away! controls, gaining just enough speed for finals and was cleared [0 land. When the With my heart pounding, I radioed the flare-out, and the inevitable bumpy landing. runway came in sight a large Delta Airlines airport controller to ask what he was playing White-faced and a little shaken after my Douglas DC8 ISO-scat passenger jet lined at. Evidently he had radioed me on the double ordeal, I recalled the words of up on it just half a mile from mc. As I other frequency, forgetting he had changed Bleriot, that fa mous pioneer of aviation, passed over the DCS I heard its engines me to the approach frequency! who said of landing an aircraft, CIf you can going at full power, so I naturally assumed walk away from it, it's a landing,' and put it was carrying out its pre-rake-off engine In the slipstream the day's encounter down to valuable checks. Once again I was cleared to land on runway experience. Reducing power and selecting 150 flaps, 13, and this time warned of jet wake Hamish McKean I aimed my landing half-way along the turbulence from the DC8 on the runway. I BSL Cargo Handling Department west-east runway. At 50ft above the run­ encountered some turbulence at 50 feet, For further information 011 learning to fly, way, still reducing height, I heard the D C8 and was under the impression that I'd contact the AOPA (Aircraft Owners' and engine roar following me. A quick glance passed through the worst of it. Moments Pilots' A ssociation) A rtillery Mansions, 75 over my shoulder revealed the massive jet later at flare-out, ten to twelve feet above Victoria Street, London SWl. rolling at great speed towards the Cessna the runway, turbulence gripped the aircraft, and myself. Immediately I engaged full throwing it out of control a few knots over engine power, cancelled the 15° flap in a stalling speed. I was afraid to increase climbing turn to starboard, and caught a engine power in the event of ground

truly lively and interesting one, but surely First of all yOll join a queue where, situated on the Thames. Then, out of the it needn't last all day? By mid-afternoon I eventually, an outwardly charming young blue : 'What do you know about the IRA?' was itching for just a brief dip into the lady studies your passport disbelievingly I wonder what sort of reply he is looking Mediterranean, looking tantalizingly blue but pleasantly. Then come the questions: for-so I try a bit of humour? ' I know of under the bright 83°F sunshine outside. when did you arrive? where did you stay? them of course. As fa r as I'm concerned But the meeting did la st all day, and I had where did you go? what did you do? etc, they're as bad as the Arabs'. He smiled and to make do with a hurried visit to the hotel etc. Once satisfied, she proceeds to go I was asked no further questions. pool before rushing off to a cocktail party slowly and painstakingly through all your at 6, given by our hosts, Zim Israel luggage, leaving no stone (or smalls) un­ A queer business Navigation. turned. Having passed this test, the traveller By now I was beginning to realise the need is allowed to check in, deposit hold­ for a two hour check-in period. My coat Dawn dip baggage, and obtain a boarding pass. Next was still hanging on the wall, as yet un· \'V'ith the Eastbound Conference meeting comes a visit to Immigration, which proves touched. The coat was next, however, and scheduled fOl" all day Thursday, there was quite painless-more studying of passport, every pocket as well as the lining was only one way to ensure at least one visit a few more questions and that's that, we've closely inspected. F inally, I was given a to the beach and this was duly accomplished made it. No we haven't. good bodily frisk ending with his saying, by making for the water very early that I am now directed towards a row of small cI'm sorry I've got to do this', as he slid same morning. Refreshed both mentally cubicles and at length am invited into one his hands down inside my trousers! I still and physically, I found the day's business of them by a polite young man-I accept, don't know whether that was obligatory j much more enjoyable. That evening all the naturally. Would you please take off your perhaps he was just 'bent' on doing it. At delegates attended a fo rmal dinner which coat ami hang it over there? I comply. last I was free to board the plane. was once again hosted by Zim. Then comes a minute search of my brief· The flight back to London was un­ Friday morning, 10 October, saw me case followed by yet another scrutiny of eventful-not even a small prayer meeting heading for the 9.30 flight back to London. my passport, but this time accompanied -and I was back in the office by 3 that However, with a minimum check-in time by an interrogation session. H e knows from afternoon. In all, a fi scinating experience, of two hours arrival at the airport was my passport that I am connected with but not exactly the holiday some wise­ necessary by 7.30. \Vhy on earth did one shipping and once he has ascertained that I cracking colleagues of mine might have need two hours to check-in ! I was soon to am based in London I am obliged to supply you believe! find out! details as to where the various docks are

Holl 0 Century wilh Blue Slor line-parI five By Johnnie Johnston THE POST YEARS

'J'he trams had v4nWl,;d and crolley bilSfS nota pUed the 5tref/{!J" (photo: London Transport) In 1946 I settled down ro become a shore­ way Hitler had done us a favour by 1947 our fleer consisted of some ten vessels based civilian once more, I muse confess destroying many antiquated old buildings} (which had survived from a prewar total of that this was difficult after fOUT eventful particularJy in [he narrow streets around 39) augmented by ships managed on behalf years at sea. I had m.ade many fnends, {he warcr front near London Bridge and, of the Minisrry of War Transport" In 1947) both in the ships on which I served and )D nearer home, che cOlire left hand side of Argentine Swr and her three sisters different portS around the world" St ,\1ary Axe together with the streets and emerged to swell the fleer and provide a fast

However; back I went to che Inward alley-ways behind, fOrtnightly service between the River Plaret Freighr Depanment in AsIa House, Lime Brazil: and the UK" Street. London was now, engaged in a Rebuilding the fleet We made fuU use of the vessels at our large-scale rebuilding programme, made Trade also had [0 be rebuilt, which in our disposal and operated a com~ehensive necessary by six years of devastation, In a case meant ships to be builr as welL Until programme which eventually ~egan to

ACenlury wilh lamporll Hall

J L AlIenby, who served in a number of York, about 1919. Lamporc & H olt Line ships between 1926 Captain Spratiy had two daughters and and 1951, has sent us the followhzg article in one son. I am a son of his eldest daughter, which he recalls his family 's long association Irene. My mother made many trips with with the line : her father, and very nearly joined him on When, through the good offices of Blue his last ill-fated one. Star Management (Sydney), I came into My eldest brother joined the firm in 1921 possession of the first issue of Gangway, I and served in various ships, including the reach back to the high standards of our was delighted; and doubly so when I read Meissonier, Phidias, and Plutarch, until he pre-war services. As the years went by, we 'An outline of the history of Lamport & too 'swallowed the anchor' in New York. expanded by adding new ships for the Holt Line'. I myself joined the Meissonier in April Australian, New Zealand, and South I had recently had a document restored 1926 (under Captain Turner) and the African services. Ships of the Adelaide by the' Mitchell Library in Sydney en­ Bernini in 1927 (Captain Pugh). On this Star class (built 1950) and the Wellingt01l titled 'Ordinary Apprentice's Indenture'; voyage I remember, in Buenos Aires, being Star class (1952) provided a fast, large­ it is between William Spratly aged fourteen introduced to three portly, distinguished capacity carrying service. By the mid-fifties of Liverpool and Robert J efferson of looking gentlemen as 'Old Spratly's grand­ we were handling full cargoes and our lives Whitehaven, and dated 16 May 1859. son'. They all shook hands rather solemnly became very busy indeed. William Spratly served his apprenticeship - and then enquired after my mother! All For someone like me, who had been 'to the satisfaction of his employers on Lamport's Captains of that era (starting virtually absent between 1942 and 1946, board the Barque Antigua of Whitehaven' with Captain Fisher, Marine Superinten­ postwar London presented great changes. under the command of J oseph Wide of dent, No 1 Shed Royal Albert Dock!) Take transport, for example. All the trams Liverpool, until 1863. He stayed in sail seemed more interested in my mother than in the City together with the huge terminus until he became Master of the Kaffirland in her son and I had to remember that at Aldgate had vanished and trolley buses and then 'gave up the Sea and went into those (to me) elderly gentlemen were the now plied the streets. Buildings no longer Steam'. 'Old Man's' officers during my mother's relied on hydraulic lifts. This was a fast­ He joined Lamport & Holt about 1869, voyages. She was very keen on the stars changing world on the upsurge of a boom and another faded document before me is and knew quite a bit about navigation! and demanding more and more goods and a paper discharge from the old Kepler, During my research I found out that the services. which was, I believe, Lamport's first old Bernini was subsequently lost as the venture into steam without sail. This is Mount Dirfys on 26 December 1936, on Albion House dated 26 February 1880 and shows he was Frying Pan Shoals, whilst on a voyage from We moved into the Company's new office First Mate. He had joined her in London Tranvacore to Wilmington, North building, Albion House, in October 1955. in November 1879 and left her in London Carolina. I also served in the Marcono All the BSL departments were under one on 25 February 1880. under Captain George (of happy memory) roof for the first time since 1940. Some idea From my research into old copies of in 1936. of the scale of our fleet and services at this 'Lloyd's Register of Shipping' for those time can be gleaned from the figures of years, I find he came to command in early The uncrowned King 1881 in the Rubens and was still shown as inward freight arrivals. In the late 1950's After the outbreak of war I met another of her Master in 1883/84. In 1885 he was in there were well over 100 a year; in 1959, the family who was an old Lamport's man command of the Moz art, and I remember for example, we handled 130 arrivals -my mother's cousin, Jack Edge, one­ (Australia 31, New Zealand 27, South reading an old letter of his written in New time Chief Steward and then Ship's York and sent to my mother, describing America 55, and North Pacific Coast 17). Chandler at Santos. But when I returned General Grant's funeraL The New York These figures formed the panern, with there after the war Jack Edge had passed Times of that date shows that the Lamport minor variations, until the end of 1967. away. Nevertheless, I spent a happy & Holt steamer Mozart arrived at lOam in Cargoes were usually similar CO those of evening with some of his old friends, the morning-so he did not waste any time the prewar years, especially refrigerated throwing dice in a cafe in the main square, calling on his Agents! goods such as meat, fruit, and dairy and many were the tales they told of the He held various commands until March products. However, refrigeration, packag­ 'uncrowned king of Santos'. 1900, and whilst on leave was recalled to ing, and cargo-handling methods had all The continuity of the association re­ been improved. join the Cuvier in place of Captain Quinton mained through 1949 and 1950, when I who was ilL He sailed from Antwerp on During these busy years our staff was served in the Byron (Captain Byrne) and 9 March 1900, and at 5 the next morning expanded to cope with the ever-increasing the Devis (Captain Sweeny). I then joined was run down by the Norwegian steamer volume of business. The section in my Argentina Star and 'swallowed the anchor' Dovre which went astern, opening the charge was responsible for freight collection in 1951, settling in New Zealand before breach. The Cuvier sank immediately. on all services ; there was always a very coming to Australia in 1962. There were only three survivors-the look­ happy atmosphere, making it possible for I understand that a nephew has served out, the man at the wheel, and the Second us to cope with a large volume of business with Lamport's and with Blue Star in in a spirit of friendly and efficient co­ Officer. recent years; al so that Captain Sprady's operation. younger daughter married into an old and Many of the events I have recalled here Continuing line much-respected Liverpool family to are common knowledge, but I hope that So, the career that ~ tarted on 16 May 1859 become a Mrs Lunt, a surname I note they will still be of interest, especially to ended on 10 March 1900. But not the among the present serving sea staff of our younger staff. I hope to complete my association he had started with the line. Lamport & Holt. So it might well be that , 50-year saga in a later issue. His son, Charles Sprarly, joined the the association Captaih William Spratly Company about 1899, and my only record started in 1869, and which brought me here is that he served for many years and much happiness in the formative years of was Second Engineer of the old Vauban. my life, still continues. when he 'swallowed the anchor' in New

The ever-growing share of world trade ca rried by Soviet bloc vessels is now being recognised as a serious danger to the well­ being and prosperity of all Western merchant fieets. The 1l0n-corr&nercial practices of the RED ENSIGN VE Eastern fieets are a threat to the livelihood of everyone in British shipping. In order chat Gangway readers may appreciate the facts, we reprint here the recem statement by the General Council of British Shipping. Introduction British shipping is a major national to concentrate on trade other than their owners of these countries have no industry. It provides a vital economic life­ own and very largely from/to Western corresponding freedom in Bloc states. line for Britain. Any threat to its future Europe, Japan and the USA. Low wages for seamen give a substantial well-being can only be a threat to Britain Their principal method is to undercut cost-advantage to the Russians in operating itself. Such a situation is now developing. drastically the freight rates offree enterprise cargo and, especially, cruise ships in the British shipping operates successfully in Western shipping lines, including the international market. the top league in an intensively competitive British. Officers and crews of the Russian international market because it is an The Russians also indulge in other non­ merchant fleet and navy are reported to be efficient industry with a modern and commercial practices which control the regularly exchanged, with the naval budget technologically advanced fleet . And it earns routeing of their own national cargo by bearing a large proportion of merchant and saves substantial sums in foreign stipulating the terms of sale-purchase. fleet operating costs. exchange. In some trades, by taking advantage of British shipping believes it can compete How are they able to do this? their powerful state-supported bargaining effectively with all-corners on a basis of Because their fleet exists to serve state position, Bloc lines have secured conference fair competition. But its competitive ability policy, they are not subject to the com­ membership with substantial rights as in many parts of the world is increasingly mercial disciplines of the West and have cross-traders, on occasion beyond the 20 threatened by severe rate-slashing and quite different accounting systems. per cent which even the UN Liner Code other non-commercial practices of Eastern The political and economic system in Convention envisages as reasonable for Bloc merchant fleets, above all, the Russian Russia and other Eastern European sharing amonst all cross-traders. fleet. countries makes profitability irrelevant The rapid growth of the Soviet merchant Soviet lines are fixing freight rates compared with the dominant aim of fleet is probably intended, as a first step, to substantially below those charged by free earning or saving foreign currency, as well gain foreign currency. enterprise Western shipping lines including as political considerations. But the coupling of economic and the British. Rates of 20 and 25 per cent They also discriminate in favour of their strategic considerations is obvious and has below existing levels are widespread. own ships in their own trade. For example, been recently re-stated in an East-German There is evidence that the Russians in 1973, as a result of cif/fob manipulations shipping publication, 'Okonomie des See­ present the greatest threat and that their by Soviet monopoly trading organisations, transports', which says that socialist considerable new building programme UK ships carried only 15 per cent of all shipping has a military-strategic objective gives added cause for concern. UK exports to Russia (Soviet flag 82 per demanding a large and suitably structured cent) and only 5 per cent (Soviet flag 79 ocean-going merchant fleet. Russian fleet growth per cent) of UK imports, excluding iron The Russian merchant fleet has been ore. Three dangers growing fast. Bloc shipping companies are at liberty A three-fold danger therefore confronts Ir now ranks sixth in the world. Eighteen to establish agencies under their own British and Western shipping: years ago it was away back in twenty-sixth control, and to solicit cargo, in most place. Western and developing countries: ship- • World shipping is passing through a And Russia has the largest conventional cargo liner fieet in the world-6.9 million gross registered tons in 1974. (British total 6.4 million grt.) _ The Russians have announced that by 1979 they will have a substantial volume of large, modern and fast container or roll-on/ roll-off ships in service. It is reported that at least some of these could have speeds up to 36 knots and carry up to 2,500 20-foot containers. .,!/! The Eastern Bloc, according to 'Fairplay International' and other sources, could / . • account for up to 20 per cent of all liner •- tonnage on order. Most of this is for Russian flag. How and where, then, do their extra liner ships find employment? The Soviet Union has a very limited deep­ sea liner cargo trade of its own. Most of the new ships they are building can there­ fore only be used in cross-trades which are already more than amply covered by existing tonnage. So, they must continue

Right: the Russian Ro-Ro ship Suurlaid in lhe Thames estuary (Photo ~O l,JrU: 5Y of Lamence Dunn)

12

inefficient and slow ships. THAT whilst Eastern Bloc lines have joined some liner conferences, Russian shipping in particular operates mainly as RSUS RED FLAG outsiders in world-wide cross-trades and has 50 :50 bilateral arrangements with a wide range of countries? THAT the Russians as outsiders are making a determined attempt to disrupt the Europe/East Africa and M ozambique trades? Their aim is to secure 30 per cent of the U K outward and homeward traffic difficult period because of a deep trade Some examples at an early date. recession. Our stake in world cargo liner Here are a few instances of the degree of THAT Eastern Bloc shipping companies trade is bound to be eroded by substantial rate-slashing over a number of major on the D anube have driven nearly all concessions to developing countries, and conference trade routes. These are only a Western shipping lines out by operating Bloc fleets already have considerable shares sample. cargo routeing controls, rate-slashing and in many trades. Any further inroads by North Continent/St Lawrence and Great a freight rate freeze since 1955? such lines will further impair the ability of Lakes and vice-versa-up to 25 per cent. THAT the Odessa Ocean Line has com e established lines in conferences to maintain North Continent/West Coast South into operation as an outsider between UK/ the level of their services. America-up to 30 per cent. North Continental ports and South East UK/East Africa-up to 30 per cent. Asia in both directions? • Rate-slashing, if allowed to continue, North Continent/Australia-up to 40 THAT the Europe/Far Eastern Freight will present an increasingly formidable per cent undercutting by Polish Ocean Conference faces two-pronged com­ challenge : loss of freights, and inability of Lines. The Baltic SSCo of Leningrad is a petition: from the Odessa Ocean Line and conferences [0 maintain rates at adequate conference member in this trade, and the from the Trans-Siberian Railway? levels because of Eastern Bloc under­ Bloc has the best of both worlds by its Together these could undermine the com­ cutting, will restrict future investment in freedom to operate both inside and outside mercial viability of the whole organised free enterprise shipping, and seafarers' jobs the conference. Western sea-tran sport system between could be put at risk. Meantime, Russian Japan, Hong Kong, Philippines, Western Europe and the Far East. and other Eastern Bloc fle ets continue to Singapore to and from West Coast of the THAT by 1974 the conference lines in grow. United States and Canada-up to 40 per the Far East/Europe trade both ways had cent . lost at least 7 per cent of their cargo volume • The third danger arises from the There have already been serious effects. to the Trans-Siberian Railway? developing nature of the threat. If the For example: present trend of rate-cutting and fleet Over-riding problem expansion continues unchecked during the The over-riding problem British and all next five years, Eastern Bloc shipping Did you knOW ? Western shipping faces with the Russian could attain a dominant position in world THAT rate-slashing by the Russian Fesco and Eastern Bloc threat is not competition trades. Shippers might then lose the Line in recent years has disrupted several but the nature an d source of the com­ traditional flexibility, adaptability and trans-Pacific conferences? petition. No amount of commercial guarantees of regular service, which British THAT trades between Europe and expertise can alone counter rate cuts on and other lines provide; and there could be United States ports are being increasingly such a scale. severe and irreparable damage to UK infiltrated by Soviet lines, mostly as non­ Unless checked, West European trade owned and registered ships which in 1974 conference operators? They already carry could come to depend increasingly on contributed a net £789 million to the 12/ 13 per cent of the large trade both ways Eastern Bloc tran sport within the next balance of payments, plus a gross figure of between the Federal Republic of Germany five years. £381 million for import savings. and the United States with relatively The threat is not limited to sea transport. Road haulage companies, railways, coastal and inland waterway carriers are also affected to varying degrees, and Bloc pressures are increasing. Reduced participation or elimination of Western transport undertakings in serving their national and international trades could have much wider strategic as well as commercial implications for the West. If the Eastern Bloc gained a monopoly and the opportunity to capitalise by raising rates to whatever levels it chose, there is little doubt that it would so act. •• The way ahead Satisfactory solutions to the threat could be achieved by n egotiation. But if com­ mercial negotiation fails, we believe the threat could only be averted if- Western Governments, and other Governments similarly minded, are pre­ pared to con sider concerted action against un commercial Eastern Bloc practices. and Shippers sensibly evaluate the im­ mediate attraction of uSing Soviet cut rates which will be only short-term and for which a big longer-term price would have to be paid. The time for action is NOW.

Colonel U A Vowling was one of the wartime evacuees who sailed from Singapore in 1942 aboard the 'Empire Star'. A letter to BSL recalls the drama of the rescue operatioll alld ESCAPE the bravery of tlfe ship's crew. t:t7e reprint Colonel Dow/ing's letler~ the reply frolll Captaill Dickers, alld a summary of the episode based 011 the CompallY's Official FROI1 History: Colonel Dowling's letter Dear Sirs, SINGAPORE I am trying to trace the Company to which Empire Star. a cargo boat, belonged. The reason for the enquiry is that in a recendy published book in the series Famous Regimews, the exploits of Empire Scar in the evacuation of Singapore in 1942 are referred to, but no mention is made of the subsequent award to her gallant crew. The author could not have known it. Unfortunately, the notes I made at the time Cl was one of the evacuees) were lost. If, by any chance, the ship is/was yours, I should be grateful if you could let me have the wording of the citation and particulars of the award. The book in question is a hi story of Queen Alexandra's Royal Army Nursing Corps. The omission could be published in the Corps Gazette which is circulated to retired members worldwide. There are many survivors like myself, who owe their lives to the endurance of the crew of the Empire Star. U A Dowling (Colonel Retd) 4 Maple Close Barton-on-Sea, Hants Captain Dickers' reply Dear Colonel Dowling, In answer to your enquiry regarding Empire Star, she was indeed one of our vessels and at that time was one of our latest class of ship built especially for the Dominion Refrigerated Trade and of very advanced design and speed for those days, a fact which was to cost us dearly, as our vessels were in great demand for Malta Convoys and, except for about a dozen older vessels, invariably sa iled inde­ pendently. Empire Star survived three direcl hits I have enclosed the Master's Official Report of the action, his eventual recom­ mendations for outstanding conduct and the excerpts from our Company's Official History covering the Singapore incident and the later loss of Empire Star,. also two photographs taken during the Singapore trip. Of the personnel mentioned in the two recorded incidents, Captain S Capon, Chief Engineer R F Francis, Chief Steward C E Ribbons, Cadet R Perry, and Bosun W Power were all lost as a result of enemy action. As a further item of possible interest to you, at the outbreak of war we had a fleet of 38 vessels of 381,000 gross tons of which we lost 29 ships totalling 309,390 gross tons and of personnel, 11 Masters, 47 Navigating Officers, 83 Engineers, 500 Ratings, 78 DEMS Gunners and 272 Passengers. Incidentally, some of the vessels lost were owned by the Ministry of \Var Transport but managed and manned by us. Captain S A M Dickers Blue Star Line Ltd Evacuated lroops aboard Empire Stur Iille up for a we/come hot meal

14

The escape Stranded in the lakes The Japanese attack on Singapore began on 6 February 1942. In the early hours of 12 February, the 10,800 ton Blue Star ship, Empire Slar, commanded by Captain Selwyn N Capon, with the Gorgon, escorled by H M ships Durban and Kedah, On 18 M ay 1967, Scottish Star set sail There were several outbreaks of fire on sailed from the city for Batavia with from Australia for Britain under the the deck of the Scottish Star, mainly evacuated military personnel and civilian command of Captain F C T Wood, caused by sparks from the funnel. refugees. carrying a cargo of apples and pears, dried Eventually a spark arrestor was installed. Empire Star, already heavily loaded with and canned fruit, and wool. On 4 June she The Owners faced considerable legal RAF equipment and stores, was a crowded joined a convoy for transit through the argument over the question of when the ':i hip: according to her Master, she carried Suez Canal. vessel could be considered a constructive some 2160 people, but this was probably The convoy was approaching Bitter total loss. In September 1969, leading an under-estimate. This number included Lakes when, on 5 June, war broke out counsel gave an opinion that the time had 35 children and 160 women, mainly nurses between Israel and Egypt. Scottish Slar now been reached when the insurers would of the 10th and 13th Australian General was one of 14 vessels to be detained in the find it difficult to refute a claim. The Hospitals. Bitter Lakes. (The other British ships were insurers accepted BSL's claim and so The convoy had only just cleared the M e/apus, Agapenor, and Port Invercargill.) became the owners of the Scottish Slar. Durian Strait, just south of Singapore, It was not known at the time just how long There was now no n ecessity for the when six enemy dive-bombers came Scouish Slar was likely to be detained, so a maintenance of reefer cargo on board, so hurtling down. The guns of all the ships full crew remained on board and the to reduce costs to a minimum, arrange­ burst into action. On board Empire Star, refrigeration was maintained in order to ments were made for the 14 stranded RAF gunners supplemented the vessel's preserve the fruit. vessels to be maintained in small groups. normal armament. One plane was brought The refrigeration was finally switched off Scottish Star, Port lnvercargill, and two down, and splashed into the sea, dis­ after 18 months by which time the fruit Polish vessels were grouped, and a Master appearing in a sparkle of red flame and a had no further commercial value. The and crew of 12 remained on one of the pyre of curling black smoke. Another was pears deteriorated quickly but the apples Polish ships to protect the interests of the hit, and fled with smoke pouring from its kept fairly well as shown by samples that group. This was later reduced to a Master tail. were sent home from time to time. Although and five crew. But the Japanese were determined ; the fruit was lost, the achievement of the Empire Star sustained three direct hits, ship's personnel in maintaining it in good Release which killed 14 people and severely condition fo r such a long period was During 1969, when further hostilities wounded 17 others, amongst them the remarkable, especially when one considers broke out between Israel and Egypt, there Second Officer, J D Golightly. \'<'hile the the problems they faced in maintaining the was considerable danger to the vessels wounded were being attended to, the Chief refrigerating machinery. A major problem from shelling and air bombardment; but Officer led parties to tackle the three was the Co., machine-the condensors fortunately no serious incident occurred. separate fires and succeeded in extinguish­ became blocked with mussels and coral At last, in 1975, eight years after being ing them. It was a difficult and dangerous formation. Early in 1968 considerable stranded, the vessels were released, and on job in a ship thronged with people. infestation was discovered in the dried 30 May Scottish Star was towed out to Intermittent high level attacks by heavy fruit and sheepskins. Fumigation was Port Said to be sold, with her cargo, to a bombers followed, with a total of 57 planes found to be expensive, but the problem Greek company and towed to Piraeus. being counted. For four hours Captain was overcome by the use of a Vapona Strip Eye witnesses have reported that on her Capon had to take violent evasive action, type of insecticide. arrival at Port Said her appearance was which enabled the ship to escape with a surprisingly good. But a subsequent survey series of near misses on either side, some Remarkable cooperation showed that constructionally ScouislfStar bombs falling within 20 feet of the ship's The original Master and crew were was in poor condition; the hull plating side. Captain George \'<'right of the relieved after three months, and until 1969 around the water line was heavily corroded Singapore Pilot Service, who had remained crews were changed periodically. Boredom and much of the engine room machinery in the ship after clearing the harbour, and was the major problem, but this was was in a sorry state. Steel decks were pitted the Third Officer, J P Smith, helped him allevia ted by the remarkable cooperation and wooden decks needed complete re­ by keeping the aircraft manoeuvres under between men on the stranded ships. They placement. The fruit, of course, was a close observation and ascertaining the banded together to form the Great Bitter complete write-off, but the wool, although angles of attack. The last unsuccessful raid Lakes Association, and various functions slightly deteriorated, still had value. was made at 1.10 pm, after which the were organised. Football and cricket Scottish Star has now been renamed convoy was able to continue to its matches, swimming races, table tennis and Kavo Yerakas, and whether she will ever destination. darts competitions were held, with trophies go into service again, or whether her Captain Capon's report on the action to for the winners. A miniature United detention in the Bitter Lakes marked the Blue Star Line praises the whole ship's Nations arose, producing its own postage end of her career is unknown at present. company for its 'coolness and spirit of stamps (and ties D. R W Short courage'; he did not advocate any special lecognition. The authorities, however, thought otherwise, awarding him the CBE; to the Chief Officer, J L Dawson, and the Chief Engineer, R F Francis, the OBE; to the Second Officer J D Golightly, the Senior Second Engineer, H G C \Y/ eller, and the Third Officer, J P Smith, the MBE; to \Y/ Power, the Boatswain and S Milne, the Carpenter, the British Empire Medal. A number of official commendations were also made.

'Sconish Star' in Piraeus after her release from the Callal

15

The artist at sea "

CA Jackson, a BSL Chief Officer, took up pictures a year. A large percentage ofthese painting in 1964. At that time he was 4th go on the scrapheap, so he has made only Officer of Scoccish Star and before begin­ a small collection, even after 11 years of ning his new hobby had never been very painting. He has had a go at painting most interested in art or received any training. things, but his favourite subject has always He began by trying to copy paintings been small fishing boats. Recently, how­ which took his fancy, including many ever, Mr Jackson has taken an interest in famous canvasses by Van Gogh, Turner, industrial subjects and has made a great and Constable. Mc Jackson comments that many photographs which he hopes to be if they were alive today those famous able to work into paintings at a later date. gentlemen would probably fail to see the While observing the construction of resemblance between their own works and A/ric Scar he hit upon the idea of making a his copies! series of paintings illustrating this. He has Eventually he started to make his own completed an oil sketch and two charcoal original paintings from photographs in drawings, but says that at his present rate books and magazines, altering the colours of progress the series will not be finished and subject matter to suit his requirements. until the turn of the century! He still works from photographs today, using black and white shots many of which he takes himself with a view to using them for paintings. Answer to Prizes 'Which Ship?' In 1968 Mr Jackson entered a painting of 011 the 'Ways' fishing boats in the Seafarers' Education During onc voyage on BI:enos Air:!s Star The ship is Celtic Star) lying at Taku Bar, Service Art Competition and was surprised the SES art tutor, Peter Knox, was a Yellow Sea, North China. She has JUSt and delighted to find that he had won passenger and gave tuition to anyone finished loading frozen eggs from the two second prize. He has entered the competi­ interested in art. This was C A Jackson's lighters. Sharp eyes may have spotted tion almost every year since then, collecting first encounter with a professional artist, Chinese characters on the side of one of another second, a third, and a first prize. and he recalls that 'watching Peter Knox the lighters; they translate as 'Taku Tug He tells us that the SES were instrumcntai work made me aware of my own severe & Lighter Co Ltd.' The year is 1936. in developing his interest in painting. For limitations.' However, he found it a great instance, when he was on a short regular help to have access to skilled tuition: 'many run to the UK he requested that books on of us aboard learned a great deal in the few art be included in the ship's library; the weeks that Peter was with us.' SES 'were always most generous and help­ CA Jackson is not a very prolific painter ful and sent me scores of beautiful books.' and usually produces only two or three

Blue M ow

16

News from Australia Visitors The preceding three months have been rather quiet, W F La mbert of Blue Star 30 years old and still going srrong Ignition! Port Lines, Wellington, NZ was our only With valves lifted, the engine is swung overseas visitor. One for the engineers at a fair rate: at a call, the right cylinder is Office happenings We found this British-built Lister twin given compression and invariably fires first Barbara Kendrick has left us, and her cylinder diesel engine at Mookerawa, near time. The left is then dropped in and away place at the book-keeping machine has Wellington, NSW. It was installed in 1946, she goes, with the operator disappearing been taken by R ob yn Wal1ace. and has not required a single service or in a cloud of black smoke. Dor een Darga n of our Accounts repair during its 30-year life. These engines are used far and wide Department received a colourful bouquet The unit is fixed permanently to a tree throughout Australia fo r many jobs, though of flowers to mark 25-years' service with fork which is then bolted to a concrete principally as a source of power in shearing Port Line, Joint Cargo Services, and Blue foundation. It is a simple matter to free sheds. Surprisingly enough, even in the Star L ine. DOfeen is an avid stamp the unit, whip a rope around the fork, and heat of summer and after eight hours collector and regularly swaps Australian tow it to a new location. The engine is continuous operation, the water tank stamps with her colleagues in the London kept in constant use pumping water for remains relatively cool at the intake level. office. irrigation and milling timber. The PorI of Brisbane slory

A little bit of history the mouth of the Brisbane River and city. However, with each succeeding Back in the early 18205 the Brits decided it resolutely headed upstream. generation, the port, its wharves, sheds, was time to establish a branch office away Oxley obviously came from the Nelson and general facilities have edged further from Sydney. They were particularly school of thought, which held that 'if you downstream. interested in that big, empty hunk of can't see it, it won't hurt you'. So, he At the moment, the main port activity is unknown land up North. They were con­ turned his back on the noise of rattling centred on the Hamilton and Bulimba cerned---or so the story goes-that those spears and scorned the unwanted attention reaches ofthe river, about 15 km upstream. hordes of people in South East Asia might of the swarms of flies, mosquitoes, sand­ Port limits embrace the whole of Moreton sweep down and seize the land before they flies, and bities. Bay (about 2700 square km) and the could officially 'acquire' it for King and 14 or 15 miles upstream, he ordered the navigable waters of the rivers and creeks Empire from the local population. anchor to be tossed overboard, sent one of communicating with it. The port is British diplomacy being what it was in the braver crew members ashore to hoist managed and operated by the Port of those days no one got around to telling the the flag, and announced to the world: Brisbane D ivision of the Harbours and aforesaid local population that there was 'It's time for my afternoon tea. This is as Marine Department. going to be a change in management. CA far as I bloody well go'. 36 berths mere technicality, old boy', one admiral The year was 1824 and Brisbane was on There are 36 berths in the port, providing was heard to splutter.) the map! about 5500 m of wharf frontage. These The bloke they sent north was named The Port of Brisbane today wharves are mostly operated by private Oxley. He was a product of the Royal Navy Today Brisbane is a major port of national companies and include 16 for general cargo, and British to the yardarm. It showed and international importance, with a popu­ a container terminal, three container/Ro through in everything he did. For instance, lation rapidly approaching the one million Ro terminals, seven for oil and petroleum when he sa iled into Moreton Bay he mark. I t is the capital of Queensland and products, two for bulk handling of grain, automatically headed for the most in­ the third largest city in Australia. two fo r meat, one for cold storage, two for hospitable spot for a settlement. He worked Brisbane is about midway between the chemicals and fe rtilisers, and two more for on the premise that he probably wouldn't northern (Cape York, Queensland) and repair work. have to live in the joint-so why should he southern (South Cape, Tasmania) extremi­ The port handles between 1300 and 1400 care? ties of Australia's eastern sea-board. The ships a year and total cargo movement is climate is pleasant sub-tropical. A low increasing steadily. Blue Star Line ships High motives (winter) temperature would be 10°C, and are frequent visitors. They service several With these high and mighty motives to the maximum (s ummer) is usually about routes and are linked to important trade urge him ever forward, he spurned more 2S oC to 29°C. partners and pacts, working under such promising foreshore sites and bumped his Early port facilities were established well names as PACE, ACT A-ANL, and Blue boat over the sand, mud and rock bars at upstream, close to the heart of the growing Star/Salen Reefe r. These services bring

Kiwi column Retirements Our best wishes to Captain F M Barton who retired on 30 November 1975 after Amanda Miller. a 66.000 dwt oi/ tanker. berths at the bulk oil pump-ollt wharf 011 the having been at sea with Port Line for Fisherman Islands a towl of 43 years. Since the formation of about 50 ships a year into Brisbane. river, should be developed as a new port the joint Management Company, Captain site for the region. The move follows years Barton has continued to serve in our Largest dry dock of study and investigation which confirmed integrated conventional service between The port has the largest commercial dry that thl! present river port has just about Europe and Australasia and will have been dock in Australia-Cairncross. The dock reached the limit of its economic develop­ a familiar figure to many of our branches can accommodate ships up to 85,000 dwt ment. and agents throughout this area. (which is about 60,000 dwt more than A master plan is being prepared. Pre­ A function was held in Wellington other commercial dry docks in the country). liminary estimates are that in the first ten recently where his senior office colleagues The dockyard has just completed an years about 850 million will be spent on wished him well for the future. A small extensive expansion and modernisation the development. Over 15 to 20 years the presentation was made to him by Mr K H programme and is recognised as the leading total could be as much as S100 million. C hurchouse. We all wish Captain Barton ship repair centre in Australia. With an It is hoped that the first wharf on the and his good lady a very long and happy average of 2740 hours of sunshine a year islands will be completed early in 1978. retirement. (that's 7-! hours a day) the local climate is The Port of Brisbane will then be able to We also extend our best wishes to ideal for the painting of ships and general accommodate general cargo and container Mr J N Armstrong who retired from maintenance work. A full range of work­ ships of up to 60,000 dwt. Extra depth will the shipping Department of J E \Vatson shop facilities have been established inside be obtained by easy dredging and there & Co, our Invercargill Agents, on 31 the dockyard gates. will be more than enough back-up land October 1975. So far, the biggest trading vessel to call available . Norman, as he was well known to all at Brisbane has been the 78 ,000 dwt oil As part of the planning and preparation, his many associates, spent his whole tanker, Amoco Yorktowll, berthing at the the Port of Brisbane General Manager, working life of 48 years serving the Bulwer I sland wharf of the Amoco Frank M Wilson, recently undertook a shipping industry, having started work Refinery. But it is not unlikely that even world tour during which he spoke to the with the Union Steam Ship Company of bigger ships will call in the years ahead. top executives of 13 shipping lines in New Zealand in their Wellington Head order to assess their future requirements Office way back in 1927. Big new development from the port. Mr Wilson reports that he In 1938 he was transferred to The big news for the port of Brisbane is the was made very welcome everywhere and Invercargill, where he gained valuable decision by the State Government to that the proposals for the port's fmure practical experience, particularly in the accept in principle the basic proposal that had created 'tremendous interest'. Bluff-Melbourne trans-Tasman Service the Fisherman Islands, at the mouth of the that was then operating. He moved to J E

45 LONG TON PORTAINER CRANE (65TON HEAVY lifT)

CONTAINER BERTH -

The Port of Brisbane offers the most comprehensive modem facilities. as t"is partial plan shows

18

Sheet-anchor Resignation This consis tency continued throughout Mr G D Cook has resigned from his ACT's innings, and proved to be the position as Branch Manager of our decisive factor in producing the required Christchurch Office in order to devote his number of runs. Peter Churchill and full time to a private venture (which is not Richard McKenzie both top-scored with connected with shipping). 33, while the Captain, Bob Curtis, played a sheet-anchor role to score 25 not out, steering his side to victory at a time when Blueport were really rampaging through the wickets. The outstanding bowlers for Blueport were Mr D I Binnie, who spun out two batsmen for no runs before spinning him­ self out with a twisted knee, and Bill Smith, who performed like a dervish just captured from the bush, producing two Watson as their Shipping Manager in 1954, wides, one-no-ball and three wickets for thereby beginning what proved to be a 21 runs. very happy and efficient representation of On the following Monday it was pain­ both Blue Star and Port Line's interests. fully obvious how the game derived its In 1963, Norman and his wife Jessie name, for most players were suffering from visited the UK, Scandinavia, South Africa, twinges in JUSt about every part of the and Australia as guests of Blue Star Line, anatomy that was designed to move. The an experience he says he will never forget­ object of the game could easily have been Mr Cook has spent 30 years in the and one which proved of great val ue in his interpreted as 'if it moves--crick it!' Oh, Industry. He started with Parr Line as an work during the years to follow. by the way, ACT won by just 1 wicket. apprentice in 1946, came ashore in 1949, Norman is currently a Director and and spent four years in London Head Deputy Chairman of J E \X1atson and an Office. Then he moved to Wellington elected member of the Southland Harbour A firsl-class evening where he served a further five years before Board and will continue in these positions On 19 December the Con 2 Club once transferring to Christchurch. after his retirement. In addition, he will again held a highly successful Christmas Mr Cook was appointed Branch Manager still be looking for spare time [0 devote to Party at the Wellington Overseas Passenger on the formation of a Blueport Office in the Invercargill Orphans Choir, of which Terminal. All ACT and Blueport staff­ Christchurch in 1971. All his colleagues he is both conductor and accompanist, and members, together with their partners, throughout New Zealand wish him well in also to take [0 the skies (he is the holder of were invited, as also were those evergreen his new venture. a private pilot's licence). pensioners who continue to thrive in the Norman recently travelled to Wellington, kind Wellington climate. There was Appointment accompanied by his wife, to attend a dancing for the energetic, followed by a Mr P A Spratley has been appointed function held in hi s honour with Senior scrumptious Buffet Supper. A first-class Manager of Blueport's Christchurch Management of Blueport and ACT. Mr K evening, throughly enjoyed by all. Branch with effect from 1 February 1976. H Church ouse presented him with a watch, purchased from contributions received from his colleagues throughout Children's Chrislmas Parly New Zealand. We all wish Norman and Numerous junior members of staff families, Jessie many years of happy retirement. including grandchildren, are convinced that Father Christmas's Wellington pad is How cricket got its name on the fourth floor of the IBM Building. Sunday 1'f pecember 1975 turned out to be The annual pilgrimage to this office took a hot, sunny, tranquil day with most of the place on 6 December. Excited children local populace going about their peaceful (dragging their parents) took the lift to the pursuits and taking full advantage of the foyer, where they entered a darkened room balmy atmosphere. I emphasise 'most', to view Batman, Micky Mouse, and for there was a band of characters on the Donald Duck. Parents waited for their loose intent on doing battle, causing the children in the Luncheon Room where peace to be disturbed by the sounds of they admired the wonderful spread of splitting wickets and rending the air with chippies, peanuts, popcorn, sandwiches, their fearsome blood-curdling cries of saveloys, and chocolate biscuits organised 'OWIZEE?' or, for the short of breath, by the Social Committee. Mr Spratley joined Port Line in London 'OWZAT?!' Yes, the gentlemen of Blue­ Peace reigned for an hour. Then, armed in 1958, gaining considerable experience in port were pitting their skills against their with paper hats, trumpets, and whistles the both Inward and Outward Freight contemporaries from ACT at the noble little darlings descended on the goodies Departments. game of cricket. like a cloud of locusts. He was transferred to ACT in London Blueporr was first to bat and made To continue [he programme, a lolly in 1968 and spent two years there, involved steady progress thanks to a very fine half­ scramble lured them into the beautifully with marketing activities, before emi­ century from Captain John Mould, ably decorated Santaland where they sat in grating to New Zealand and joining supported by scores of 21 each from Mr D anticipation of the coming of Santa. Blueport Auckland as a Marketing Officer. 1 Binnic and Martin Smith. The rest Heralded by a carol and a loud 'ha ho' the He gained promotion to the position of of the team all swished purposefully to genial gent arrived, warming up the Marketing Manager in March 1975. avoid any 'ducks', and managed to add audience with his cheerful patter. valuable contributions to the scoreboard. Santa sat down and called each child up Birth The last Blueporr wicket fell at 178, aided to receive a present. Some were timid, We congratulate Colin Elms (Chief by the consistency of the ACT bowlers some were brash, but all enjoyed the great Officer Timaru Star) and his wife, Clare, and their persistence in doing things in moment of sitting on his knee and receiving on the birth of thei son, Jonathan duplicate: Don McKernan took two the gift. But all too soon it was over, and Stephen, on 7 December 1975. Clare (nee wickets for four runs, Trevor Munro two weary and worn the tired parents dragged Bazalo) will be remembered by many in for eight, David Gill two for 14, and their excited charges home, clutching their Wellington Office where she used to work David Newton two for 28. presents to their bosoms. as a private secretary.

19

Richards Bay - Soulh Africa's major new port

Springbok column New agency appointment Following a visit to Genoa by G G H Jefferys in November, Compass Line have been appointed Chief Representati ves for Ignazio Messina of Genoa, Italy, for the Republic of South Africa, South \Vest Rapidly taking shape on the East Coast of mountable problems in providing the Africa, Rhodesia, Malawi, and South Africa, approximately 180 km to the necessary clearance for large ships. The Mozambique. North of Durban, is Richards Bay, a port could also be extended to the Western Messina Line operates a monthly service massive harbour and city development. portion of the lagoon at a later stage with in both directions between Mediterranean, Only a few years ago, Richards Bay was a access gained by means of a suitable South African and Mozambique ports flat Virgin stretch of seaboard, but in the opening. within the Conference, and their port not too distant future it will rival the Port To prevent any possible damage to agents (except at Beira) are Freight of Durban itself. There will be a city of harbour workings from flood water, flowing Services. over half-a-million people, providing from higher ground areas into the un­ From January onwards, Compass Line employment for thousands of africans from developed part of [he lagoon, a drainage (which is managed by Blue Star Line of the nearby Kwazulu Homeland. system will be installed with outlets to the South Africa) will coordinate and control The lagoon has twice the water area of sea. At present, the water level inside the the Messina Line Agency throughout the Durban harbour, and by effective planning lagoon is hardly affected by tidal move­ area mentioned, and we are looking forward and optimum utilisation of the si te, more ments, but once entrance works arc built with great enthusiasm to this new facilities) longer quays, and deeper berths and the entrance channel is dredged the responsibility. than those in Durban Harbour can be level will naturall y rise and fall. provided in a roughly equal area. Visitors Olympic yacht course Mr and Mrs A G Cooper (Mr Cooper Export contracts When the harbour was planned, recrea­ retired from Blue Star Line in 1974 and The Port Captain is established in office) tional areas were not fo rgotten, and already was well known over many years' service and the new coal appliance will be ready to aquatic sports take place on the lagoon. as a Purser/Catering Officer) wi ll once welcome the first vessel in April. Comracts The total area available for aquatic sports again be visiting South Afr ica to spend have already been signed for the export of will be the size of an olympic yacht course millions of tons of coal : the largest single about six weeks with Jean a n d Cecil -and a yacht club has already been Crocker in Durban. Readers will recall comract is with Japan for the delivery of formed. that the Coopers stayed with the Crackers 27 million tons of low ash coal over a Numerous factories are under con­ about a year ago. period of eleven years. Export contracts struction, and many companies have Cecil Crocker is a regular contributor to have also been signed with France, Italy, already opened branches in Richards Bay. Germany, and the USA. our house magazine and maintains contact \'\lork will begin shortly on a big hotel, and with his many friends in the company, Originally, Richards Bay was designed large numbers of houses for employees are made over the best part of thirty years' as a port for bulk traffic only, but it has also under construction. The township is service with our Agents in South Africa. now been decided that general traffic will developing alongside the harbour, and it is also be handled there. The bulk traffic will Cecil's uncle was a Master with the estimated that by 1980 40,000 persons will company many yea rs ago. include bituminous coal, amhracite, coking be living in Richards Bay. coal, petroleum products, sugar, maize, The city centre will be made up of three Departure alumina, chrome ore, and various other large blocks, with commercial activi ty Derrick Newson, who has looked after minerals. centred on one block for the next 15 passenger bookings and travel in Cape The overseas trade for bulk cargoes is years or so while the other two blocks Town for several years and who was highly competitive, and fo reign markets accommodate service industri es, and muni­ previously with the Passenge r Department can only be obtained if raw materials can cipal, provincial, and administrative in Lower Regent Street, left us in be exported in bulk in large ships so as to activities. There will be a total integrated November to return to the U K. Derrick gain the advantage of reduced rates. shopping complex with approximately has become keenly interested in horti­ Because of this, the harbour will be dredged 18,000 square metres of selling space. The culture in recent years and will soon to provide a depth of water of 19m, which problem of keeping traffic away from decide whether to continue in travel or should be sufficient for ships of 150,000 pedestrians will be solved by building a take up horticulture as a career. We are all tons deadweight; with further dredging to system of tunnels under each block for the sorry to lose Derrick, but hope to see him a depth of 23m the harbour will be capable circulation of service trucks. There will be back in Cape Town in the not too distant of handling ships with a dead weight of up a system of airconditioned malls leading future. to 250,000 tons. from the parking area to the heart of the Since harbour developments will take complex. Overseas holiday place over several decades, there will, at The first vessel will arrive in the new Elfr ida E dmunds returned to Cape the beginning, be large undeveloped areas harbour in April. The Richards Bay Town in September after an extended of the bay. Should the need arise, and the development is just onc example of the holiday in Europe and the U nited States cost be justifiable, provision could even be way South Africa is preparing for the with her husband and daughter. Her visit made to allow fo r ships of 300,000 tons tremendous growth she expects to achi eve to London was reported in an earlier dead weight to enter the port. The hard during the next decade. edition of Gangway. She also called on rock below the bay is mostly located at a Cecil Crocker M r Ar chie Gilber t in San Francisco. great depth so there would be no insur-

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Rondonia, and Riberalta in Bolivia, to interior. investigate the facilities at those ports for Today Belem, the largest city of the an anticipated large shipment of cargo to Amazon with a population of over 800,()(X), Bolivia in the near future. successfully blends its colonial inheritance with the airs of a modern city. Macapa office The caboclo who populate Para State's We are happy to report that construction interior (to many, authentic aborigines) of our new office is now well under way are a mixture of indian and white blood and that it should be ready by the beginning that has not been re-mixed in over 250 of March. Although called the Macapa years. 65 per cent of Para's population is office, the new office is in fact situated 25 mixed indian and white blood; 15 per cent kms away in the port of Santana, so we is indian and black; 25 per cent is black shall be nearer to our work and life should and white and only 5 per cent is considered be easier for all concerned. pure-Portuguese, English, Lebanese, ~ Japanese, German, American, Spanish, Manaus office I talian and others. Our new office in Manaus should be ready The term caboc/o, which for city iNews hom Ihe in August. Being on the 15th floor, the inhabitants describes native dwellers in view over the city and port is delightful. the interior, is used in turn by the caboclo The manager, George C larke, has already himself to describe an Indian. Amazon moved into the new manager's residence The Amazon River is responsible for 20 completed in November and appears to be per cent of the river water of the world and Visitors comfortably installed. from its mouth flows 3,400,000,000 gallons John Nickels, General Manager of Booth per minute or 7,500,000 cubic feet per Line, paid a visit to the Amazon area in Sports News second. Try to imagine that! November for discussions wim Agencias Our five-a-side football team has taken full The giant piranha, five times larger than M'undiais Management about the Booth advantage of the new sports centre and we its ferocious red cousin, is in fact, less Line Service and associated matters. Mc must congratulate Waldemir Carvalho dangerous. Nickels took the opportunity of holding and Gilberto Sena for the work they have Brazil nuts are supposed to be one ofthe shipper functions in both Manaus and put in organising tournaments. We are not most nutritious nuts in the world, coming Belem where he met the principle exporters quite ready for the big time just yet, but in third place after the Pecan and Walnut. and importers in the Amazon basin. From with further practice we hope to enter a Belem he travelled (0 Rio de Janeiro for local minor league before very long. various conference meetings, accompanied by Robin BurDett, Vice-President of Christmas party Agendas Mundiais, and Freddy Tate, 19 December was a relatively quiet day General Manager of Cemil in Rio, who had compared to our normal agency activity, also been present at the discussions held with only one grain ship in port together in. Manaus and Belem. with two American ocean-going tugs, so Phil COXOD of Cemil also paid a very there was nothing to interrupt the festive brief visit to Belem and Manaus. We hope atmosphere of our annual Christmas party. to see more of him in the future when our This was the second year that the usual respective Travel departments merge. It is routine of drinks and canapes served in the not very often that our colleagues from the office had been changed. As in 1974 we South venture North and we hope they reserved a section of a local Churrascaria will come more often. Bar-b-que, and the staff, together with We also welcome Alao Stevens who has wives, husbands, or llamorados turned out joined us in Belem after spending a number in full. The ambiente was light-hearted and of years as Supercargo Engineer aboard the food plentiful, with slices of succulent Atahualpa. Alan has taken up the position meats served from huge joints on typical of resident engineer of the Workshops (or barbeque swords, plenty of cold beer, or rather Estaleiro Padre Juliao) as we now wine if preferred, and ice cream made from prefer to be known. tropical fruits such as bacuri, capllacll, and Robert Sulzberger arrived in Belem passion fruit. After dinner we had the on 13 November after a long trip down customary exchange of presents known as from England. He travelled from New amigo illvisivel (invisible friend) whereby York on the Booth Line vessel Gyrii, which each member of staff buys a present for called at Miami, Rio Hiana, Guadeloupe, some other member and the name of the Martinique, Castries, Vieux Fort, and giver is not revealed. All in all, everyone Barbados. Unfortunately, owing to visa enjoyed themselves and it was a good complications he had to discontinue his opening for the Christmas fe stivities the voyage at Barbados and return to Miami following week. Not quite the 'Blue Star SlOp Press by air to complete all the necessary docu­ Ball', but nevertheless a happy occasion mentation requirements for his entry into with a real family atmosphere. South American Trade Brazil. He was successful in getting a two year For the record We have reached agreement with Furness visa and completed the journey from Miami Agencias Mundiais of Belem attended 206 Withy to work together in the South to Belem by air; needless to say, he was vessels during 1975-any challengers? American Trade. The UK-East Coast of very much relieved when he finally arrived South America services of Lamport & Holt, and was glad to have a permanent roof over Facts that astound the Blue Star Line, Royal Mail Line, and his head once again. He has settled down visitor to Belem Houlder Bros will be combined and to his new way of life in Belem after The city of Belem was founded on 12 operated as a joint service. A Management suffering from the usual new arrival January 1616, not as a trading post or town Committee from the two Groups, chaired problems occasioned by change of environ­ for exploiting the interior, but as an by Mr D A Barber, will supervise all ment and different types of food. operational base to be used for putting out aspects of the servic! . The management of David Bungard, Manager of the Belem the English, Irish, and Dutch from the the Blue Star South American service will office, recently completed a onc week trip Amazon. That accomplished, it became a shortly be moving to Liverpool and Mr to Porto Vclho in the Brazilian Province of trading post and a town for exploiting the \'(Iortley will be retiring,

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Blue SIar line AFRIC AMERICA ANDALUCIA AUCKLAND AVELONA AVILA STAR STAR STAR STAR STAR STAR G Ferriday H K Dyer It Calabrase HO Windle R M Burns E J Jones gj:r~ffice r H N Owen OS Fforde G Murch G R Hcndcrson T C Black C Jackson 2nd Officer AS Whittard LA DcLczamcta GM Clarkc G W Gitau P F Lamb M S Clare 3rd Officer PM M oorc C E RebelJo N B Meek C E Gibson C P R Clarke S J Wadhwani Deck Cadets R C Page: M T Tyson J Grayson JGFBall M J Hai ncs R Wareing P B Duwn I> W Newton J H Barwis O /T H A Robem P Dawson arr A J Wilson Chief Engineer Officer P Smith R Mclntosh OH Jones J G Stables FA M cKenzic o A Brown 2nd Engineer Officer A H Curry M J Boater T G Fontcr B R Hendricks RA Fletcher A Gough 3rd Engineer Officers K Doxford M Haig G J Mintcrn C I T owers L Pol itowicz o Woodhridge C A Wynn 4th Engi.neer Officer J M FentOD A W Gadsden J 0 Manson WC Gilroy WE Adlard N A Cornford 5th Engineer Offi(!ers R J Czachcr A Cockram D A Winkworth P Cartcr I> K Bowdcn ET G ra y Junior Engineer Officer P Watcher R Knox Engineer Cadet. A S Watt RA McCann J A McCurry M K Dennington- Holdrick D McNab I Donald Chief Ref'rig. E ngineer Officer J C Rendall D K Coils G E Harfonh W Lauglan R Boyd W L Stother 2nd ReCrll'. Engineer Officer R G Puddicombe C hief Electrical Officer J Crawford F Stutchbury J A Tobutt B McArdle J J W Masscy I Hamilton 2nd Electrical Offi(!er RP Leary Purser/Catering Officer S Oastur J Grace J Stretton B Bowler R Roud I' McPoland Boaun A MacKinnon P Kelleu W Cruickshank N MacKenzie D Sh~herd Carpenter P Holdroyd B Mills L Springtho r ~ F Spencer M T d Donkeyman H Swift R Bolstridgc M McLaughhn 1 McLellan A Foley Mechanic. A Hamilton M McCleary 2nd Steward M Will, P Collins J Shel?herd A Gallagher J Segar ChieC Cook P Czupronka J Donaghue H Blalr E Bolton R Buss

BRASllIA BUENOS AIRES CALIFORNIA CANTERBURY COLUMBIA FREMANTLE STAR STAR STAR STAR STAR STAR D M McPhail R A Young J G King G D Easton o R Mackillop W J G Jone$ ghf:(~ffi ce r J R Webber J W Bottwood C l Mackillop M J McGilvray J F Rowe C J I>oulter 2nd Officer R A Cawthorne K hMoore 01Wadlcy J R Moxom RH Foden J Franldin 3r d Officer K M Chester G H Wilson T > G reen T K Orrell R Hill I H Venables Deck Cadets G A Browne P Barley l' G Lopes A Hillier C M A Nicholson L Mitchell O/T P D Bennelt A Liuleton OfT A W Rcader G W J Clarkc O/T M J O'Keeffe O/T J B Peanon O/T S A Whittle O/T A Tibbotl Orr P A Owen Chief' Engineer Officer I Guild TO SCOll C W H Roc R Coult K W Goldsmith J Phillips 2nd Engineer Officer AB Dobbie H W Colliru A Wilkinson B Ashley R A Verity G Harrison 3rd Engineer Officer. R J Spencer RA Hjlls H B J Hay P E Catchpole J Adam C P Curry J R C Clarke 4th Engineer Officer. M Walker WO Evans J B MeCaIl M J Wilmot T Maxwell M Seahill 5th En~neer Officer C R C Wilkie K R Spencer D R Heath A R Benstead M W Sturdy Junior ngineer OfficerS A R Ounbar D Smilh G H Rawlings M J Calvard G Yule P C Jennings Engineer Cadet. J B C Jones o W Francis P M Field W A Crassley G E Hookway C hief' ReCrig. Engineer Officer LP Noble D Oalton J S E Sargeant K E Champ 2nd Refrig' Engineer Officer D W Turner C hief' Electrical Officer D J Sellers R K Thomas J W Hind C Skellett DJ Rhead GC Smart 2nd E lectrical Officer D McGregor D C Graham A E Mllhcr Purser/Catering Officer A Illt c in" ley G BurghalJ W Milligan J Hoopcr R Draper M HarJllnd R08un K Karle C Button M Richmond G Chor[ton J Spinks Carpenter R Surtees J KilIeen o Jeffery Oonkeyrnan M Hodder A Folt J McGiven A McCormack A Musgrave Mechanics A Stooks N Green A Dale G Curwcn J Campbell D Robetts 2nd Steward M Savage F Holdroyd R O'Arcy D Grcen o Alkinson Chief Cook Y Young Lok Hau A Baird G Jones E Green

GLADSTONE HALIFAX HOBART MONTREAL NEW YORK NEW ZEALAND STAR STAR STAR STAR STAR STAR Captain OS Gilmour R J C McDonald J 0 White M J MacNeil D Newlin A J Cheshire Chief Officer G E Round eR Mundy D Craddock D Barnieoat T J Burleton G H Saylc 2nd Officer K Wadia D G McNcil K O'Brien J Rogets S J Nichols T C Kclsey :trd Officer R C Corfield N Shillito G Gillies A Lunn G P Sandhu D J Bclts Deck Cadets J 0 WiIlis-Richards M M Goodfellow P C Jarvis M T Gaudion A Park er A M Ashton H H Trom~rt o J Dawson RE Tallis H J M cLuckic E Moschllkis 0 11' G L rawford O/T D R Johnston OfT J S Gayton C hief Engineer Officer J F Anderson BM George A Carr W A BclJerby P Glecson M Barber 2nd Engineer Officer A J Kemp MS Bowen T P HoUey P A Petenon T W Griftiths 3rd Engineer Officer , E ViDl~ R R Sinclair R Wells M Ste~g l es ~ ~~r5~~~lde R W Banks 4th E ngineer Officer ) R Corkhill S Astorina L A Shah G E WaddelJ A V H Gulvin P N Osbornc 5th E ngineer Officer P Blathwayt C Carter J Frost R M Turnbull A V Webb R Langford Junior Engineer Officer C P Blackford A H Jamicson B I Rowlands D J Hall Z Jankowski E n~inee r Cadet. J Spanswick C hief'Refrig Engineer Officer o T Whenray C Wheeler M GeevCll o I Corke , P Doogan C hief Electrical Officer H E East ham J I'arry .I Lang R Bushel! I M Rawding J K Dale 2nd Electrical Officer T Man hall I D Cogdon P u rser /Catering Officer E Weihs M l' hilpot J Humble H Plummer R Sibson M Svmes Bosun o McKinnon G MacKinnon Cart)enter C Donnelly W Niel Donkeyman D McNeil A Whi te Mechanic WKozak B Powis 2nd Steward J Roberts A Rice C hieC Cook D Vary K MlIwson

ROCKHAMP- SOUTHLANO TIMARU TOWNSVILLE ULSTER TON STAR STAR STAR STAR STAR Captain W A Wilson E C Smith G J R Bowden J G Reeve J R Howarth Chief Officer KO P yketl I LMoist C E Elms o J Jones 2nd Officer P J Newton A Osman J H Meyrick M G D Sharif S G Willis 3rd Officer o 199o A I Middleton M J Selby J Sarat Kumar Deck Cadets BM Campbel\ RE Lough N J Brierley PC Mitchell OfT 0 P Webb A J Ddaney o Hocking A T King OIT C B Manic O/T 0 R Morgan OfT R W Travis OfT S M Ross Chief Engineer Officer L A Hutchins GO W Wheat R Berry W G Luney J J Ritchie 2nd Engineer Officers N Cobb J R Tarn DC Cheyne G A Rutherford OM Marshall M Robinson 3rd Engineer Officer C A Grieve: R S Lucas M Fktchcr R W Taylor P D McMahon 4th Engineer Officer H HighfieJd J F Auld G K Pedder J M Kitney 5th Engineer Officer L A Matusic:wicz K Groombridge OF Peck P 1 Arnon 6th Engineer Officer o J Bconctt Junior Engineer Officer J Suathdee BD Kilgour R W Griffin J Charlton Engineer Cadets P B Smith o J Roberlson C M Kemp Chief Refrig. Engineer Officer HR Hughes W Bemard R Gibson G H Goffe Chief Electrical Officer AT Mulhall RH Buswdl G S Boume K D Docwra W Duncalf 2nd Electrical Officer B J Corrall G Clarke Purser/Catering Officer J Pollard P Rauigan o Kennedy S Lasham A Greaves Bosun A McGaskill D Murray Carpenter G Daw50n D Stewart Donkeym a n J O'Riordon W Evans Mechanics A Brash R Howell R I'atrick 2nd Steward C Young W Boxhall Chief Cook G Leith C Lome

ACT I ACT IV ACT V STARMAN Captain G H Stubbings J Hutton A W Kinghom J Suddes Chief Officer I' Hurlock P Hollby JAHGray J E G Wilson 2nd Officer M F Chinn PT Durham H Schuening 3rd Officer A L Stout PM Bidawski J V Daymond Deck Cadets I S Black C G Burling A M Jenkins J A Dick O fT M Daniels Chier Engineer Officer J A Scon D Bourne G R Hall M Joschko 2nd Engineer Officers K J Spratt T R Hancock H B Qng G Nerenberg C R Scudamore W J Powel! 3rd Engineer Officers J A Hillary J B Shaw J McClafferty W Schrocler C Hawes 4th Engineer Officer D R Severn E S Edwards 5th Engineer Officer D C Evan~ CH Hunter A Forbes Junior Engineer Officer H R Cuttlcr Engineer Cadets ER Boyd B N Murphy P J L Stuart Chier Rerrig. Engineer Officer T Scoles J E Taylor J H Conn Chier Electrical Officer PE Hoyland E G Gibbs S G Poore A Spannfellner 2nd Electrical Officer D G Wilson D W Robens Purser/Catering Officer R Taylor J Porter A Plummer Bosun J Moore S Rey-Rodrigue2; Donkeyman J McPhillips Mechanic R Richards 2nd Steward A McFadyen Chief Cook I' Marcar H Mocseneder

BoOlh line CLEMENT CUTHBERT CVRIL Captain D A Norris J S Garrett N F Sharp Chief Officer BA Chowdrey M J Locke N J BarT 2nd Officer G N Steedman A M Nazim AD Thompson 3rd Officer G Thorburn W l K Copland B Newberry Chief Engineer Officer A Barren A amen D Price 2nd Engineer Officer J Partridge J Rutherford F Srinehcombe 3rd Engineer Officers J McWiIliam G D Swaby G Copsey EA Thompson 4th Engineer Officer M Marinovic D Marsden Chief Electrical Officer G Wade J Graham 1 G Smilh Purser/Catering Officer R Howell W Bage R Evans

lamporl I Holl line RAEBURN RAPHAEL ROMNEY RONSARO J K Schofield R K BillOn E Slake J r J OOC$ g~f:;~ fficer J H Mo<:kc:tt M A Cully R D Hc:nderson N A lanson 2nd Officer G J Rawding A J Brown J 0 Spem:cr 3rd Officer PR Maudslc:y RA Somcrvillc: B Gc:orgc Deck Cadets eR Banlc:tt K Keen OM L Smilh oBdl AN Madtc:an OR Cowey o Hale: A R Baragwanath Chief Engineer Officer A A Ke lJy N l'c:arson J Even3 P Lunt 2nd Encinc:cf' Officer J Roby R F Battc:rbury J H Morris T Crammen 3rd EosineCl' Officers S Leach WMullc:n A Little: M McNiel o Lathom T Thornton 4th Encinc:c:r Officer M Sriggs MS SCOtt P Johnson Junior Enlinec:r Officers o Dues I' H olgau: CBailc:y I Sandbach RI; Evans A Plummer NO G ri eve P Andc:rton 1 yas I Turner S M ason P Andc:rson Chief Electrical Officer K Brookc:s P Aldc:rson A J Smith A Jones Purscl;'{Catc:rinl Officer l:,PrilChard o Burrows bBank s J Bcd30n 80lun l'ullcn A Winter Crowley I' Harkin Carpenter R Stading E Sorrel! R G ilmour Donkeyman J Gallagher R Hughes ~~~~!~wn C Farrell 2nd Steward G Caveney A Naylor A Gregory J McKeown Chief Cook V Coker P Cully A Simmonds H Wheian

AppointmenLS as al 31 January 1976. This list does nOI include officers on other duties or on leave.

FlEET PERSONNEl NEWS OECK OFFICERS ENGINEER OFFICERS Recent Promotion Recent Promotions Congratulations N J Barr to Chit/Offictr M Barber 10 Chitf EIlgineer To Engineer Cadet P B Smith who has passed his Phase W A Bellerby to Chitf Ellginter I METe Examinations at Highbury T echnical College GO W Wheat lO Chief EllJillttr with distinction. Certificates Obtained to Second Enginur A S Whittard MaSltr'S Ctrtifi...lll ~ It ~~~!amore 10 SICond Engil/ur 1 M Blanch Suond M au's Ctm"/icau G DOgg to Stcolld Engint~r R A Hampshire Suond Mau's Ctrn"/icau R Tarn 10 SIColld Enginur N B Meek Suond Mau's Ctrli/i..cau J S Partridge to Suond Enginter M 0 Hart 10 A I MiddlelOn St~ond M a":'J Ctrfl"/icau SIColld E'Winur PM Moore Suond Matt's Ctrlif!catt P E Catchpole 10 Third Engineer T K Onell StCl)nd Matt's Ctrti/icau M R McNeil la Third Enginur R Smith Second Matt's Certificatt L A Shah to Fourth Engineer J WE Adlard la Fourth Enginur E S Edwards to Fourth Engineer D R Severn to Fourlh Ellginu, Certificate Leave T Whiner to Fourth Enpinttr B Luke for Masur's Certif!cott R M Turnbull la FII'h E'lgltlur for M osur's Ctrti/icate A Cockram la Fl/lh E'lgilleer ~~ ?&~Krd for MOlltr's Ctrtif!cott K R Spencer to FII'h EIlginur W I !.ang for MOIltr', Ctrri/!colt BD Kilgouf to Fif.th Engillur J H Turner for M Olltr's Ctrti/icott L A Matwiewicz /0 Filth EIlginur for MOlltr', CtTti/i..cott 1 G Dohe"y 10 Fif.th Engillur ~ ~ ?~~~fs for MOlrtr', Ctrti/i..cou b McNab to Fif..th EIII;"ter P F. Tann for M alur's CtTti/i..catt ET Gray to FIlth Engilleer J D Peake for MaSltr', Ctrtif!cau B N Murphy to FIlth Enginur ~ M Rendle for MaJ/tr', Ctrtificare to Fiflh Enginetr /or First Mau', Ctrtl"/icare ~S~::;'fi~~d to Chit/ Rtfrig ElIginttr DJHTS!:th for Fint Malt'S Ctrtificau G S Bourne to Fir" Eltctrician C D Senson /0' Fint M ore·s Ctrti/icou M R Buswell to Firl/ EIUlrician A M W Boyes for First A1ole's Ctrti/i..catt DJ Seller! 10 First EI'Clriciall D P Marsh for Firlt Mate', Ctrti/icatt AT Mulha..ll lit First Elu/ricion M I Pengelley for Firlt M ale's Ctru"/icate G rvine for First M alt's Ctrtl"/iCOte S Pe1ecanos for Firlt M all', Ctrtl"/icot ~ R S Downie for First M att's Ctrtl"/iCOtt Study Leave K l Holden for FiTU M att', Ctrt;,"Icatt o J L De Coonghe D M Kelliher for Firlt M att's Ctrtificote D F Darrah D S Lemon for Firlt A1alt's CtTtifi..catt BC Hastie D G Wright-Turner for FirJ l M att's Ctrtif!cott S J Gormley for First M are's CtTtijiCl1.te F Frcch ~~~~on for Suond Afott's Ctrti/!cate T Fl~etwood K Cedarholm for Suond Afore's Ctrtif!.calt G D Ogg Thien Tun for Second Matt's Ctrrifi..cott M F Russell R S J Hosking for SelOnd Matt's Ctrtl"/icatl J L Greenwell N bliamer for Second M ate's Certif!cott A J Jam.it$on A Smith for Stcond M art', Certificate A J Smith E A Barrimond for Second M att's Cern"/icOlt M A Oliver DJ McKay for Second M alt·, Certif!catt A Taylor RV Babooram for Second Matt's Cuti/i..core E T Brinon P BoiSlelle for Second M att', Cerl!fjcau A Black W F Hughe5 for Stcond Mou's Ctrti/i..cate A C Baxter E Jone5 /or Stcond M art's Ctrli/icatt G M Hildred E J Martland for Second Matt's Cern"/icQrt E J Pendlebury T Pattrick for SICond Afatt's Certlficalt RE J Booth D M Rowley for BSc R C Green for BSc

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