Gang

Number 23 Spring 1 Journal of Blue Star Line, Lamport & Booth Line, and Associated Companies

Contents Correspondents News, views, and photographs for NoT1h America Facing facts publication should be sent direct to any B die GCBS assesses prospects for of the correspondents below, to reach Blue Sta Une Ltd 1980 them by: Suo e2260 2 Blue Star Line containers-the Three barcadero Center 1 January for Spring issue first 15 years San Francisco, CA 94111 1 April for Summer issue 6 A little learning ... 1 July for Autumn issue 8 Starman at Sullom Voe 1 October for Winter issue. Republic of South Africa 10 Brisbane Star in the Malta GG H Jefferys Convoy Whilst every effort will be made to 13 The Oryx include all contributions submitted, Blue Star Line (South Africa) Pty Ltd PO Box 4446 14-15 The Group Shipping Services lack of space may make it necessary to Thibault Square 16 Away to Sea-part2: hold over the publication of some HMS-Conway articles until a later issue. Lower St George's Street Cape Town 22 BSSM News 25 News ashore Australia 26-27 News from overseas R Walker Singapore Blue Star Line (Aust) Ptv Ltd W HAskew Box R21 Merlion Shipping Agency Pte Ltd Royal Exchange Post Office 1102A Marina House Sydney 70 Shenton Way NSW2000 Singapore 0207 PO Box 2164

United Kingdom o Green Lampo & d

Front Cover: Starman Anglia at Sullom Voe Terminal

U'J~-=-:-:;r -,,_ •• _·~ion must be obtained before anv of the ographsin Gangway Printed in England by roduced in any way John Gardner (Primers) limited. Facing GCBS assesses prospects Facts for 1980

Returning to the Group after an ab- sence of some four years my overriding impression is one of dif- A sombre international trading outlook trades continued to be very severe, ficulties on all fronts. Wherever for 1980reinforces the need for British with freight rates nowhere near high one looks, there are problems of a shipping to retain its competitive edge, enough to give a proper return on in- type and dimension that we have the General Council of British Shipping vestment, let alone set aside proper not seen for many years: very high announced at the beginning of the sums for replacement. borrowing rates, subsidised com- year. 'We face subsidised competition petition, international disturban- 'This is far and away the most impor- from the Soviet Bloc, including the ces, and declining markets. The tant task for everyone in our industry,' Trans-Siberian Railway; also, in some entire shipping industry is affec- said David Ropner, GCBS President. cases, subsidised competition from ted, as the article quoting the 'No one owes us a living. We have to developing countries; and we have low President of GCBS on this page earn it in a tough international market wage competition. shows. place. This has to be worked at ashore 'Then we face a sombre picture in None of our trading areas are and afloat: '. the world as a whole. The price of oil immune to these problems. The Reviewing prospects for British has, broadly, doubled- over the last world reefer market suffers from shipping this year, Mr Ropner said year. As a result, growth in world trade chronic over-supply of ships, as there were firm signs towards the end has slowed to almost negligible propor- does the heavy lift market. Our of 1979 of improvements in a number tions. So, although things are much new Middle East Container Service better in many sectors of British ship- has to face the present disturban- ping than they were a year ago, it is ces in the Gulf area, and even our sadly disappointing that our hopes of mainlines trade to Australia and continuing improvement are now back New Zealand is facing bulk-carrier in the melting pot.' opposition. Mr Ropnerstressedthat improving ef- We are fortunate in that being a ficiency was partly a matter for in- closely-knit family company we dividual companies themselves, partly can draw upon the strength of the a matter of the economic, fiscal and Group as a whole at a time like legal climate in which the ships this; but we are, nevertheless, operated, and partly dependent upon being hit as hard as anyone, and joint effort between management and that brings me to my second ob- the seafaring unions. servation. I am sometimes The industry was making great ef- staggered at how difficult it is to forts towards improving efficiency. In- get across to often quite senior dividual shipping companies were con- people in the Group the fact that David Ropner stantly trying to improve the tools of we do not have bottomless of sectors. Laid-up tonnage world- their trade and their service. In the first pockets. This is the worst shipping wide went down from 49.6 million dwt nine months of 1979, British depression since the last war and (end January 1976)to 11.7 million dwt shipowners took delivery of 47 new we are having to take a radical look (end November 1979),and UK tonnage ships: the total of orders placed in 1979 at everything we do. laid-up declined in general accord with was just over 1 million dwt, compared We shall survive and, no doubt, the world figures. Britain now had only with some 200,000dwt in 1978. we shall once again prosper, but one per cent of its dry cargo fleet laid- Negotiations were under way e cannot sit back and expect it all up, although the figure for tankers was towards improved working patterns, o happen. six per cent. reducing overtime where possible. A I' vital that everybody in the Freight rates had also come up in a widespread examination of training Gr understands that we number of bulk sectors over the past requirements was also being under- ope ,- a world market with year. The GCBS dry cargo tramp time- taken with the aim of ensuring that the ne s l 9 companies and ship- charter index which stood at 138in the right skills are being acquired, and of ping co 'as springing up all the first quarter of 1979 rose to 237 in the working practices to see that the skills time. e st be prepared to cut final quarter. acquired were used to best advantage. comers at e ery opportunity and However, there had been a serious This was necessarily a slow and seek 0 usiness wherever fall in UK tonnage over the past few' painstaking exercise and was being we can. e c cial thing to realise years, and the fall had been ac- carried out both by companies in- is that e are ot just in the celerating. In 1977 the loss was 45 dividually and by industry central business of . 9 ships but of ships of 543,000dwt; in 1978148ships bodies such as the Merchant Navy marketing s ' pi g services, of 4.5 million dwt; and in the first 11 Training Board, as well as by the This may a e gloomy reading, months of 1979109ships of 5.7 million GCBS. but facts a e to be faced. dwt. This was evidence, Mr Ropner On the other hand, the fleet though concluded, of the industry'S ability to slimmer remained highly efficient, Mr work. together. It was absolutely Ropner said. Many of the ships sold essential that this should continue and were surplus tankers. Others were that the industry should stay cargo liners replaced by modern con- competitive in the face of present tainerships. Competition in the liner threats and uncertainties. Blue Star Line co alners-• the first 15 yea s

By Jim Davis Blue Star Line Container Manager

\

1971: 'California Star', fresh from the builders, with a load of brand new 20-ft and 4O-ft ISO containers, at the inauguration of the ScanStar service to the Pacific coast.

Blue Star Line established a 'first' the shipping industry, and repair These early containers were carried when the Company carried a 9-ft facilities scarce, they proved on our conventional vessels, rather square container from Glasgow to Los somewhat unsatisfactory and later than being safely stowed below deck in -.. Angeles in 1961. At that time we were containers were built of steel. Even cell guides or secured on deck with heavily involved in experiments in though paints were not then what they modern lashing equipment aboard palletisation and unitisation to the are today, those steel containers gave purpose-built ships. They were also Pacific coast, and these were sub- very good service for ten years and handled by existing cranes and sequently extended to Australia. There three are still in use today as depot whatever other equipment was then followed experiments with con- stores. available, for the specialised container- tainers and BSL bought its first 10 in- handling hardware was still on the ternational standard (ISO) containers drawing board. in the mid-1960s. Outstanding durability By 1971, when ou container These containers could accom- By 1969some of the early problems of ships, Columbia Stsr a California modate much greater loads than in- container design had been sorted out Star, entered e Star service, dividual pallets or cribs and enabled the and our next purchase was of steel operated joi e East Asiatic utilisation experiments to proceed on a containers with galvanised panels. Company 0 Deirl."";I::rt.. ost of the larger scale. Another 200 containers (The paint question had still not been proper 9 uced and were subsequently acquired, and a fully resolved.) These containers, like speci iner ter- train of events set in motion which their predecessors, were painted in the mina directly led to the planning and for- Company's then standard livery of grey mation of today's fully-containerised colour and blue emblems. This batch 1972 BSL North Pacific and Australian services. proved to be of outstanding durability new con- The first of these early containers and many are still in use today with re built of were made of plywood-and aluminium. Booth Line, although now painted much im- Probably because the design was Blue Star Line funnel-red with white e insulated 'light', the material relatively new to lettering. e 4O-ft con- 2 tainers were built of aluminium, taking advantage of developments in the use of this material for containers in the in- tervening period. Previously all our containers had been 20-ft long and of the 'box' type; now we had not only a lot more dry cargo or box-type containers but also bOO insulated (reefers), 200 open-top bins, and over 200 40-ft containers, most also of the box type, as well as a small quantity of tanks, flats, and clip- on refrigeration units. All of these were in the new funnel-red and white livery, except for the tanks and insulated con- tainers which were finished in white with blue letterinq.

Increasing demands In 1973 more 40-ft dry cargo con- tainers, once again constructed of galvanised steel, were added to the in- ventory to meet increasing demands for very large containers from American markets served by the John- ston ScanStar Service. This service now offers, with the Johnson Line and 1961: a forerunner of containerisation. One of several types of crib, type 'F' 80' x 48' x 68', used by Blue Star Line for early whisky shipment experiments the East Asiatic Company's container inventories and vessels, a total of some 12,000 containers of various types for weekly sailings on nine ships between Western Europe and the Pacific coast of North America. In 1974, as in other years before and since, the Johnson ScanStar inventory was adjusted to accord with trends in the trade and the Owners contributed more 40-ft containers (in Blue Star Line's case open-box types) while the number of 20-ft boxes was reduced. In 1975 two stainless steel 20-ft box containers were bought for evaluation purposes and proved very satisfactory, if rather costly initially. However, it was not until 1977 that the Company made its next large acquisitions and these, combined with those of 1978, more than doubled the inventory. It is worth noting that practically all the original containers remain in use 1967: one of the first Blue Star Line 2O-ft dry cargo ISO containers, seen here being stowed aboard today. Some of the very early units 'Canadian Star' with a consignment of whisky for the Pacific coast. These containers were made of aluminium, left in its natural colour with a large Blue Star emblem each side were disposed of because they were 1 not entirely satisfactory, while a few have gone the way things must when they encounter 'low-flying bridges' and the like. Others seem to have been unlucky at collecting more than their share of minor damage, leading to premature deterioration and disposal. However, in the short period between our first small purchases and those of 1971, the container manufacturers had responded to customers' suggestions and offered more viable designs which have withstood the test of time. The availability of proper terminals and container-handling equipment, backed up by improved container- repair organisations, are also factors which have, in the main, contributed to longer container life. Steel has emerged as the most popular material for general cargo containers, but aluminium and glass-reinforced plastic 1969: one of the third batch of 2O-ft dry cargo steel containers. This unit was one of the first to be (GRP), both especially troublesome in finished in the new funnel-red colour and is still in service, having been transferred to Booth Line in the early days, now have their place, 1977 3 1970: one of the 500 20-ft insulated containers ordered for the ScanStar service. These units incorporate a plenum (constant pressure) chamber behind the portholes (here seen closed) which evenly distributes cold air to the interior from the ship's central refrigeration system. This system allows continuous temperature monitoring from the bridge during a voyage.

1972: these whisky tanks were among the first ISO container tanks built and since then have carried several ~n drams to North Americe 4 1974: to maintain containers in good condition and appearance they are 1975: two stainless steel containers were bought for evaluation purposes periodically refurbished. Here a number of 20-ft containers await collection in the JSS service where they have proved very satisfactory after such treatment and clearly show BSL 's standard livery in its final form

1977: over 2000 20-ft insulated containers were ordered for PCCS (then 1978: some of the nearly 200 additional4()..ft steel box containers introduced Crusader) and MECS (Middle East Container Service). The interior is into the J SSand PCCSservices to meet an increasing demand for this size of refrigerated in the same way as in the 1970picture, but the container is built container. with glass reinforced plastic (GRP) panels instead of aluminium although higher construction costs and the new insulated containers were built type containers are available from a the special parts and expertise of GRP panelling mounted in steel number of selected locations. In the sometimes needed for repair are not framing while the 40-ft containers were meantime, the original containers, always readily available on a worldwide once again built of steel. mostly in JSS, were being refurbished, basis. Because of this these materials At the same time other plans were some for transfer from JSS to the are still viewed with a degree of well advanced for the Middle East Con- newly introduced Blue Star Line South reserve. tainer Service (MECS) between America-Middle East Container Ser- Australia, New Zealand and Middle vice, some to Booth Line, and others Ships converted East ports, later to include ports in for the BHLR joint service with Furness Pakistan, India and Sri Lanka. During Withy interests to South America from Having finalised plans to containerise 1978 over 1200 20-ft insulated con- the UK. the Crusader Service (now the Pacific tainers with GRP panels in steel In addition, other arrangements with Coast Container Service or PCCS), frames, plus 500 clip-on and Tower some of the international leasing BSL placed contracts for the supply of refrigeration units, terminal generators organisations were concluded so that nearly 1000 20-ft insulated, 4O-ft flat, and portable generators were all extra containers of various types and and box containers, together with clip- delivered and positioned so that MECS sizes are available the world over to on and tower-type refrigeration units. could commence operations in the lat- meet fluctuating needs dictated by All the equipment was postitioned on ter part of the year with the newly-built trade or seasonal flow factors in our the USWC and in New Zealand for container ships, Australia Star and various services. inauguration of the service at the New Zealand Star. Today, Blue Star Line and our Group beginning of 1978, when both the For this service, instead of pur- associates have well over 7000 con- Wellington Star and Southland Star chasing general cargo containers, a tainers in use, providing a capacity of were delivered after being converted to major leasing contract was arranged 140,000 tons and representing an in- cellular container ships. For this service through which over 1000 20-ft box- vestment of more than £20 million. 5 By Sam Britland Liner Shipping Agencies

On 22 and 23 January I attended a pany philosophy that individuals be and supply of 35 vessels. This is ship's course for young employees of Liner allowed to expand within their own husbandry on a very large scale and Shipping Agencies and other com- potential: paper qualifications, BSSM has a multi-million pound an- panies in the Frederick Leyland Group, however desirable, are no substitute nual budget. There is a separate annual held at Weddel House, West Smith- for character, and people who have budget for each ship and a cost field, London. It was a very informal af- what it takes will be allowed to accept analysis is made for each vessel against fair, with speakers from Liner Ship- responsibility- indeed, encouraged to the budget. In addition, the various ping, Blue Star Ship Management, doso. Line management companies are sup- . Benair, Blue Star Travel, Albion Captain S Harland, Senior Manage- plied with a quarterly report to keep Insurance Co and the General Council ment Training Adviser of the General them up to date with the condition and of British Shipping. Council of British Shipping, was the runninq cost of each ship. In welcoming us, the Group Training next speaker. In a talk which proved to Mr Hornby gave us some very in- Adviser, Kevin Beale, explained that be all too brief, he gave us an immense teresting information as to how control Gordon Gibson had long felt that amount of information about the is maintained over the fleet, with whilst there were all kinds of training working of the General Council. He communications open 24 hours every courses and schemes operating within outlined developments now taking day of the year. The training of sea the Vestey Group there was nothing place in shipping and likely changes in staff is an increasingly important designed specifically for the shipping the future and ended by emphasising BSSM activity these days, we learnt; staffs. A start needed to be made and the crucial importance of the industry for example, it costs £16,000 to train an this course was very much in the to Britain. engineer. nature of an experiment. The final talk in the morning session Weighty responsibilities Promptly at nine o'clock on the was given by Gordon Gibson, opening day, Rodney Hazlitt, Deputy Managing Director of Liner Shipping Captain Braund, Operations manager Chairman and Managing Director of Agencies. He gave an interesting ac- of Blue Star Ship Management, was Blue Star Line, who has overall count of the formation of Blue Star next at the rostrum. He explained the responsibility for the Line's shipping Line, Lamport & Holt Line, and Booth weighty responsibilities of a ship's interests throughout the world, Line, including their beginnings and Master-the Captain, as he is known opened the proceedings. Mr Hazlitt dates of entry into the worldwide to the layman, or, in the rather pic- described the Group's organisation, trades in which the Group is involved. turesque old terminoloqv; 'Master un- with Frederick Leyland & Co at the top He illustrated his talk by means of a der God'. of the tree as the holding company. He world chart showing all the trade Captain Braund stressed that the noted the various trades in which we routes operated and, taking the date of Master of a ship has a direct respon- are involved and the major com- 10January 1980, he showed by the use sibility for his vessel, its cargo, and modities we carry- meat, bananas and of coloured tags the position of every the lives and welfare of everybody on so on. Farming, transport, shops, in- ship, whether at sea or in port (in- board. A Master needs many years of surance and travel are all covered by cluding vessels managed for ACT(A) training in navigation, stability, cargo our various trading interests. and Starman). loading, securing, and discharging and Fam ily-controlled , After lunch, we resumed with a talk he must also keep up to date with new by Michael Hornby, General Manager technological developments-for Mr Hazlitt went on to say that our of Blue Star Ship Management. He example, in communications. The Group is very much a family-controlled defined the tasks of the management Master is also required to keep himself organisation and that it is still governed company, with its responsibility for and his officers up to date with new on a day-to-day basis by the descen- communications between ships, safety regulations. dants of the two brothers who owners, and management; the oving from the bridge to the established the business towards the recruitment, training, and welfare of e gine room, Mr W E Hunter, Senior end of the last century. It is the Com- 1700 sea staff; and the maintenance E gi eer Superintendent of Blue Star 6 e course in progress. The panel of speakers are (left to right) Captain Tony Braund, Bill Hunter and Michael Hornby

ine, surprised many of us with his freight and other monies. In the last teresting and it was a pity that these catalogue of the responsibilities of a analysis that is what we are all working gentlemen were limited in the time Chief Engineer. Most of us, I suppose, for-a fair profit for good work well available to them. still treasure the time-honoured picture done. We were now nearing the end of the of the 'Chief' in the engine room, course. Alan Smith of Blue Star coaxing an extra few revs from $40,000,000 Leisure maintained our interest with a labouring engines, and neglect to stimulating talk about the travel consider the endless list of other things Jim Davis, Container Divisional business, telling us something about for which he is responsible. These in- Manager, surprised most of us by ABT A and lATA. He also mentioned clude fire-fighting equipment, lighting, revealing that the Group and the predicted expansion of airline ventilation, plumbing, cargo-handling associates operate 50,000 containers. carrying capacity over the next few gear, mooring equipment, fuel supply, The 7000 and allied equipment owned years and the implications of the com- hatch hydraulics, and care of cargo by Blue Star Line represent investment puter booking and ticket issuing (with particular reference to tem- of $40,000,000. He gave some in- systems now under development. perature-controlled cargo, whether in teresting facts about the various types The final paper was presented by the lockers or in containers). of containers and stressed the need to Clive Williams of the Southampton of- Gordon Gibson opened the second report damage to the boxes as soon as fice of Benair. He related the history of day of the course with a further resume it is noticed. Following on from .this, his Company and its development over of associated activities within the Mr J Freeman, Transport Manager ex- the years, making special mention of Group. He mentioned the travel side, plained that an inland transport Benair's somewhat unique in- air freight, and road haulage. Some of operation is something comparatively volvement in the importation of these businesses are very considerable new in shipping-but the advent of tropical fish. Mr Beale then closed the undertakings: for example, George containers has made it essential. The course with a few suitable comments. Davies, the ha\..i1agefirm, operates shipping line can in effect offer a door- This training course was certainly a many hundreds of vehicles in the UK, to-door service, but it must be most worthwhile venture and could and on the Continent. Mr Gibson went monitored very closely if costs are to profitably be repeated for people who on to point out that the container be kept within bounds. have been with the Group for some services are now a good deal more After lunch, Captain J E GLenham, time. I am quite sure that there are than shipping services, and with the Senior Superintendent of Blue Star many who have perhaps remained in haulage involvement they offer a Line's Cargo Handling Division in just one or two departments complete door-to-door transport Liverpool, took as his theme the cycle throughout their careers and have not service. of a vessel loading in South America had the opportunity to learn what goes After this introductory paper, Alec and discharging in Liverpool. Captain on elsewhere. Inglis, a director of Liner Shipping Lenham explained every aspect of this On such a future occasion, perhaps Agencies and manager of the busy complicated cycle in fascinating detail. we could hear something from a Naval Glasgow office, presented a detailed We then moved on to other aspects architect and the Master of a Starman survey of the functions of a port agent. of the Group's business. Derek Lumley or Booth Line vessel, whose travels Later that morning he gave us a further General Manager of the Albion In- take them into the more remote parts talk, this time on documentation. surance Co gave us a potted history of of the world. It would also be in- Linking up with his previous comments marine insurance, from Mr Lloyd's teresting to hear from someone in the he demonstrated how the various Coffee House to the establishment of chartering business. documents, such as Bills of Lading, the Corporation of l.lovds and the These are just a few suggestions. Manifests and Unit Packing Lists, all fit Classification Society. He was Whether they are adopted or not, I into the overall scheme for the collec- followed by Ray Short who told us would like to thank the organisers of tion and disposal of goods, and the something about the P & I Clubs and the course for a fascinating and infor- final result-the collection of the how they operate. All this was most in- mative two days. 7

A 33O-ton pre-assembled unit from the Netherlands is taken off the construction jetty at SuI/om Voe after delivery by 'Starman Anglia', seen moored at the berth

At latitude 60 degrees and 27.5 that the newfound prosperity from the This decision to prefabricate has led minutes north, further north than oil boom is likely to be relatively short- to the active involvement of Starman Leningrad and Anchorage, Alaska, lies lived, it has been agreed that when the Shipping at Sullom Voe. In the past the new oil and gas terminal at Sullom project ended the terminal area would three years all three Starman heavy lift Voe in the Shetlands. A. relatively be restored to its original state, and vessels have transported a wide range pleasant and quiet spot, this was the there was also an agreement that no of cargoes to the site. In January 1978, site selected by a consortium of major service industries would be 'imported' Starman Anglia, on her maiden oil companies as the focal point for if an existing Shetland firm could per- voyage, carried three 16-metre bringing ashore the harvest from the form the required service. This has diameter oil storage tanks which have enormous Brent and Ninian fields, meant that relatively small businesses, now been installed, together with situated midway between the such as taxi and catering services, others delivered by Starman, on the Shetlands and Norway. have been transformed into Shetland hillside. moneyspinners. After extensive weather and site Since that date about fifty per cent surveys, excavation and construction Accommodation has proved to be a of Starman Anglia's cargoes have been major problem. Even with the two work began in earnest in August 1974. to Sullom Voe, and have included a Bad weather has proved to be the large on-site camps and two passenger wide range of pressure vessels, tanks, ships, living space has been at a greatest hindrance to the programme and general construction ancillaries. of construction and the late 1970s have premium and many small guest-houses However, the main items carried have seen some of the worst weather con- and hotels have sprung up alongside been the pre-assembled units (referred farms and crofts. But despite this ditions in years. The weather has been to by those in the know as PAUs) so appalling, in fact, with the lamb sur- newfound prosperity the canny locals which make up the gas/oil separation vival rate hovering around nil and such never lose sight of the fact that these plant. These are a range of about fifty a low fodder crop in 1979, that many days are numbered and gear their lives large steel frameworks containing the small farmers have been bankrupted accordingly. assortment of equipment that goes to and have had to send their remaining make up the plant required for the first stock to the mainland for slaughter. Starman involvement stage of refinement. Despite all, the first tanker load of oil PAUs have been transported from six ports in the UK and northwest left Sullom Voe in November 1978 and In addition to its function as a ter- minal and storage area it was decided Europe. One particular group are since then 300 such cargoes have to construct a gas/oil separation plant gone, although the terminal is by no carried on Rhine barges chartered by means complete. It is now estimated at Sullom Voe to partly refine the raw Starman, from Krefeld in mid-Germany that the plant will be into full produc- rnateriats for transpqrtation to their to Rotterdam, where they are trans- shipped on board the Starman vessel. tion by late 1981, with an envisaged respective main refineries. Owing to 500 tankers of up to 300,000 tons the difficulties caused by a com- This particular group of cargoes, deadweight being loaded each year. bination of lack of accommodation which will probably last well into 1980, facilities, the labour shortage, and the This total may increase still further and have provided some very useful work site's inaccessibility, plus, of course, for Starman Shipping. It is hoped that a fifth tanker jetty is on the drawing the ever present problem of the the good reputation gained by Star- board. weather, it was decided that as much man will lead to similar contracts at the The positioning of the terminal at site equipment as possible would be various sites that will inevitably spring Sullom Voe was only permitted after prefabricated at more suitable venues up as the insatiable demand for oil extensive negotiations with the and transported to Sullom Voe for final necessitates the .exploitation of ever Shetlands authorities. Bearing in mind assembly. more difficult and inaccessible fields. 9 Brisbane Star' in the Malta Convoy

In the last issue of 'Gangway' we noted I expect that Edna is beginning to Tuesday 11August with sadness the death of Captain get a little tired of waiting for the letter Today was certainly some U-boat Neville Riley, DSO, who retired in 1962 that never comes. I wish I could tell her commander's birthday: he netted him- after a long career with Blue Star Line. everything, but in cases like this the self a lovely present- HMS Eagle and Captain Riley won his DSO in 1942, Navy has its rules. My love for Edna is all her aircraft, plus over half her crew when he commanded the 'Brisbane really true-she really is a wonderful Star' in her gallant attempt to reach the girl. I hope we get a quiet night. The now lying at the bottom of the Med. Tinfished at 1316, by 1322 she was besieged island of Malta with vital sup- sea has begun to rise and the wind is gone. We managed to get off a plies. She was part of a convoy of 14 blowing more than is necessary. report-she was only about one mile vessels,including the 'Melbourne Star' off our starboard quarter. (which also reached Malta safely). A After we'd left the destroyers to deal brief resume of the action was given in Sunday 9August with the sub, the Rodney and the Captain Riley's obituary. However, the Nelson decided to have a go at some following account, based on the diary Formidable joined us today with more aircraft that they considered hostile. of John W Mills, AIYeo Sigs, gives a destroyers and cruisers. This makes Gosh, what a barrage; the sky was ab- graphic picture of what it was like to five carriers- Victorious, Eagle, serve on the 'Brisbane Star' during Furious,Indomitable, and Argus. solutely covered with HA bursts. Was those perilous days. Everyone seems to be expecting a on the bridge from one till six and on gigantic attempt by the enemy to stop the go all the time. Now as sore as hell us getting through. Presume we shall through sunburn.I'm only worried On board the be passing through the Straits tonight during the times of attack and action. Brisbane Star and then a few hundred miles along Then I wonder if I did right in allowing the Tunisian coast. I still think it's a myself to fall in love- it's going to be Saturday 8August 1942 fifty-fifty chance of getting through hard on Ednaif I don't come through. without interference. Have been at sea since the 2nd. Up till Wednesday 12August now have had a very quiet time. Have a devil of an escort: over 15 destroyers, Monday 10August Actio sta ed at 0915. One enemy air- four cruisers, four aircraft carriers, plus cra s 0 down in a minute or Rodney and Nelson. 14 ships in con- Passedthrough Straits during night in less- at a barrage. Think another voy with combined cargo of millions of thick fog. Tangiers can be seen to the o e " dozens of bombs falling. pounds. I have an eleven bob bet with right, all lit up. It's alright for neutrals! o some close shaves. Three sparks that the trip from Gib to Malta Gib to the port is as black as ink. parachutes coming down-can't help will be uneventful, and have been Strangely, I feel better today than I eydrown. called, among other things, damned have all week. Perhaps it's because e ere we go again. Dozens of optimistic. Suppose it is a wild hope, have all got to know each other u no hits-too far out to port. but stranger things have been known or maybe it's because 0 against torpedoes as three to happen. know we may have to go ro 9 drop tinfish. One ship 10 CO'SiCA Q

SARDINIA

~ OS f'~ O\ S \. a \c - ~ f'\'- ~".. \. HEAVY SHIPS RETURN TO GIBRALTAR < _

_ ••• ...,_ •• -- - -c,. ------> ------~'-, : _-- o'U(' o,\e <.••.•'lJ. 'J ~ ~.~ ~~ ~ 'w;>" <0' G 0 \ __ -""-"'r ~-.... 'i'''\ ~v(i\s C.Bon KetJblo ~ e- Pantell3ria \ .. - --_~ 0 ~-~Malta "0 Lampedusa

100 50 0 100 200 , , , , I MILES

Approximate Track of Malta Convoy 1941-42 (From 'Blue Star Line atWar')

(Deucelionl hit on bridge. Near miss going on-it would be tough to be left ships have been sunk, set on fire, or astern-one chap injured but not a widow before we've even married. wounded by tinfish. If you've never seriously. 1820: started again. One of Do love her very much and have her seen a ship blow sky-high or burning the carriers hit and set on fire. We're photo in case anything happens. from end to end, you've missed putting up a good barrage-about ten Have just learnt we stopped a tin- nothing. Hitler, Musso and their gang planes tried to attack in line but were fish-it took away our bows! Wonder must be mad. Hell, what uselessness. turned away: Action finished 1853. where the rest of the ships (those still 0600: We are inside Vichy territorial Battleships left us tonight at afloat) are. If Edna could see me now waters. From here it looks quite a nice 1900-now what? 1900: Cruiser she'd have a fit. White shoes, white place to be interned-all white Nigeria torpedoed. 1955: Cruiser Cairo shorts, and a singlet rolled down-and buildings. 0944: have just finished torpedoed. 1956: Tanker Ohio tor- as dirty as the devil. breakfast. To most of us the situation pedoed. This appears to be 'what'! is damned critical. We are in territorial Aircraft attack again at 1905- plenty of Thursday 13 August, off the waters and it's obvious that we can't near misses but no hits-yet. Quite a Tunisian coast stay here forever; but if we poke our barrage. This convoy will get through, nose outside, the nice Italian warplane but what a fight. These blighters seem 0530: what now? Turned in for about which has flown over us twice already determined to stop us, but to hell with four hours (from midnight to 0400) this morning will put a couple of tinfish them. when I was woken with the cheerful into us. I really can't think we have Empire Hope hit and on fire, but not news that a foreign warship was much chance of reaching Malta. sinking yet. Will be OK if she doesn't eyeing us with suspicion. We shall all Perhaps we should abandon the ship blow up. Fire getting worse- poor be interned if captured off this Vichy- and blow her up-at least it would save devils. Two or three ships on fire; can't held coast. Our ship has been ex- lives. tell whether RN or MN. 2054: low-level tremely lucky it seems-the ship astern Another aeroplane flew over us this attack: planes fly right through the was set on fire, the ship ahead (a morning in the hope that we'd open barrage. Good going- must be Ger- tanker) torpedoed, two ships ahead of fire so that he could bomb or torpedo mans. Two ships ahead hit and got that blown sky-high. Ships are still us. So far we've managed to hold our almost drowned in spray. One Yank on reporting being tinfished-just a fire, although it doesn't do our nerves our right beam burning like hell, colossal waste of ships and men. any good to see a darned great bomber another slightly damaged. Am writing Although all this has actually been flying at us and not knowing whether by light of burning ships- it appears happening, and was all written during 'this is it' or not. Last night the big they don't like us. the attacks, it's hard to believe-ex- ships and carriers left us, so we are Can hear calls for help-but what cept when one thinks of the wounded, pretty defenceless. can we do? We have arranged for the the damaged bow, and the fact that 1842: this morning a deputation dumping of the confidential books and we are just trusting in luck. Have never from the engine room went to the old flags has just told me to put on my felt so helpless before. man, and the doc (a soldier) also saw lifebelt (I'm not relishing salt water on We have lost HMS Eagle, Nigeria him about putting our wounded my sunburn). Not much sleep tonight .. and Cairo were tinfished in less than 30 ashore. The Captain seems determined I hope Edna knows nothing of what's seconds, and about half the merchant to head for Malta as soon as possible, 11 (Keystone photo) although subs and aircraft are probably a look but we can see nothing but our 1040: have just been forward with a just waiting for us to poke our nose huge wake stretching out into the cadet to look at our bows-gosh, what out. It's bloody nervewracking-our distance. I cannot understand our a mess. I can understand the wake cargo is petrol, ammunition, and ben- peaceful night, but am thankful for it. now, for they're torn up like so much zine. Incidentally, doc was crying like a The ship seems to be more ·down by paper. 1215: getting nearer big kid this morning because a fellow the bows, which is to be expected I now- Malta as large as life on our port was slowly dying and there was suppose. One of the gunners has just side. This time yesterday I didn't think nothing he could do for him. said that the aircraft were we should see it. 1745: we set sail for Malta and so far Beaufighters, from Malta presumably, 1315: Pilot just come on board. En- we're still on top of the water. We're so thank goodness for that. We can't tered harbour about 1515. Everybody making about ten knots with revs for be far away now-think I'll get some in Malta seems to be here-people in about 18. We are kicking up a hell of a more sleep while I can. boats, soldiers, school kids, all cheering wake from our damaged bow which 0650: tumbled out smartly when I us like mad, and a band playing on will be seen for miles tonight. If we get heard our guns open up. Arrived on the castle side. Message of through it will be the biggest piece of deck to see one hell of a splash - one congratulations received from VA luck in the world. of the three German bombers which Malta and three other ships of our con- 2150: at sea. It appears to be a mad had attacked us. Don't know where voy, including our sister ship, the dash, this run of ours. True, it's dark, the other two are, but our Beaufighters Melbourne Star. The old man had tears but we shall still have about ten hours are still knocking around. Daring in his eyes and the whole voyage has of daylight tomorrow in which blighters, the Germans. been worth it. It must mean everything anything could happen. Our wake is 0710: very welcome sight-two to the people here to see ships arrive now about 50 yards wide as our bows Spitfires. One Italian bomber to star- with stores·and ammunition. are nearer square than anything else. board but a Beaufighter fired a one- It's tough when you think of what This evening I went into the saloon and second burst and it crashed into the we've been through not to cry to know hogwash. Tons of cheering and clap- listened to a chap play the piano. Sat that these long-suffering people can ping-up the RAF! 0815: sighted what with a bottle of beer and sang as he still raise a cheer for the lads who bring we hope is our escort on the horizon. played. them the stuff. They evidently do ap- 0830: established contact. preciate what we go through. We had 0945: HM minesweepers Hythe and 14 been in Malta 10 minutes when the air- Friday August Hebe join us to see us up the harbour. raid siren sounded, but nothing hap- 0630: Turned out half-an-hour ago and Very glad to see them. There are also pened. So ends this little story. What a had a rinse. Was told that a sub had five Spitfires around: funny how dif- trip, and what a reception! spotted us and that there were also ferent everyone feels now that we've planes floating around. I went and had got an escort. 12 The Oryx-the King of the Kalahari

his is the last of a series of articles by rs E V H Edmunds of Cape Town ffice, describing South African wildlife.

The oryx, which can be found in umerous game parks throughout outh Africa, is outstandingly eautiful in deportment and appear- ance and is justifiably known as the King ofthe Kalahari. The animal weighs up to 450 Ibs. Its mp is somewhat like that of a horse, as is its tail which falls to just above the ocks and ends in a tuft of thick black irs. The oryx's coat colour is pearl- ey with fawn ish tints and a black orizontal stripe outlining the flanks. ere is another short black line along e spine and dark markings on the -=acegiveit a mask-like appearance. The most distinctive feature of the ryx is its pair of long, narrow, ominently ringed and sharply pointed oms. These are like strong lances and a e powerful enough to pierce the dy of a lion. The animal is extraor- arily energetic and a tireless run- er-and were it not for its stamina d sturdy defensive weapons the soecies could not have survived long in ch a hostile environment. The herds generally consist of a rnaxlmum of twelve individuals. Like er desert-dwelling animals, the oryx s to take advantage of every possible rce of liquid refreshment, including rt succulents and morning dew. ey are particularly active during the t and early morning, chiefly use the rough grasses, shoots, , and fruit which make up the r part of their diet possessa water ent of up to 42 per cent at night, ereas in the full heat of the day this uced to as little as one per cent. (photo: David Paynter. Cape Town Argus)

. photograph by Peter Dixon, 3rd Officer on the 'Almeria Star', shows the 'New Zealand Star' (left) and the 'Almeria Star' berthed together at Bandar in;' Iran. Peter reports that the two ships often meet, both in Australia and the Gulf 13

ri~t6Sea g'~~A.'3f)'J::.~

This is the second of a series of extracts from Captain A W Kinghorn's autobiographical account of his career with Blue Star Line. The illustrations are by the author.

In those days, just after the war, However, my parents realised that We sent for the prospecti of these schools did not have careers masters. my heart was set on the sea and did establishments. Southampton and If I had known what a careers master their best to get me off to a good start. Pangbourne were shorebased schools, was, and discovered that I did not have There were three ways to go to sea as and although they offered a lot of one to guide me, I would not have a cadet or apprentice. The simplest rowing and sailing in boats, and out- been unduly worried. I was going to way was to leave school, without door activities, coupled with a good sea, on deck, and was going to necessarily obtaining a School Cer- remission of seatime, I felt that they become a sea captain, a master tificate (the equivalent of '0' levels) were not really for me. The Worcester, mariner. and join a shipping company direct, on the other hand, was a ship, moored I used to study epitaphs on the taking your second mate's examination in the Thames at Greenhithe, where gravestones in the local cemetery. after four years. This was a fairly the busy traffic of the lower river must Many of these proclaimed that he who common method of entry and several have been a continual inspiration to lay below was a master mariner; to of my contemporaries went to sea in lads who were counting the days until believe that I would someday have this way. they, too, joined a real ship and sailed, those magic words engraved upon my The next way was to join one of the at last, away to sea. tombstone would, I felt, ensure that I sea schools which offered pre- But although she was afloat, and would die happy. apprenticeship courses, and there she looked like one of the old wooden The school which I attended may were many from which to choose walls of England, she was really only not have boasted a careers master, but around our coastal towns. Boys were an imitation. She had been built of it was a good school, a mixed grammar taught the basics of navigation and steel and iron in 1904 as the Exmouth school. The staff knew how to teach seamanship and could then apply to for the London County Council's ad- and they knew their pupils. My rnaths join a shipping company, obtaining ministration of boys taken into their master had severe misgivings about some remission of seatime in their care under the old poor laws. She was my ability to ever acquire sufficient cadetships. run as a nautical public school, largely mathematical knowledge to pass for Hurly burly financed by P & 0, and offered a two- my master's ticket, so he coached me year course for which one received a in the evenings, laying stress on But the most prestigious way to go to year's remission of seatime. trigonometry, arithmetic and algebra, sea was to take a residential course at by which all things, he assured me, schools at Southampton, Pangbourne, -To me, the Worcester sounded were solved. HMS Worcester or HMS Conway. good, but the Conway sounded even My parents, bless them, were not These institutions offered a thorough better. The Conway was a real ship, keen on the idea of their son going two-year training and it was felt that built as HMS Nile in 1826 as a second away to sea. Even after the war, ships the boarding school aspect also did a rate 92-gun ship of the line, a sailing were still occasionally striking mines or lad good as he had probably lived a battleship. Before her completion she being wrecked, and a ship called the very sheltered life and was unusedto had been converted to steam as well as Hope Star (not a BSL vessel) had the hurly burly of communal living. If sail and saw action in the Baltic during recently left the Tyne in ballast for he later decided that he did not wish to the Crimean War. Her story has Philadelphia and disappeared without go to sea after all no harm would have already been told by the late John trace. It was thought that she had been done and the education received Masefield, Poet Laureate, who was a foundered in the Atlantic in heavy would still stand him in good stead for cadet in her during the 1890s. I read weather and although her loss was a whatever future he chose. It rather (and still read) his books, 'New Chum' most unusual tragedy it showed that ruled out a university career, but this and 'The Conway', which describe the such things could happen. had never appealed to me anyway. ship and his time in her. 16 \I1SConway

A proper ship pool Sailors' Home to all Conway almost eight feet and the ship's sides cadets. We had not yet decided which were pierced with square port holes. hough no longer anchored among shipping company we would apply for, These were unglazed but were fitted e busy shipping of the Mersey, but we felt that we were now well on with wooden deadlights, shipped only aving been towed to safety from the the way to going away to sea. The in the coldest or wettest weather. . erman bombing to the Menai Straits, world was our oyster. she was still a proper ship, swinging By the time Mike and I joined her, Huge capstans round her anchor cable to the tides, Conway was 123 years old. She and with no communication with the Above the orlop was the lower deck, represented the peak of large wooden shore save for her boats which were the ship's main working deck with a naval construction and her frames, in- run and manned entirely by her cadets. headroom of almost seven feet. There stead of being vertical, were diagonal. I felt that I would like to go to the were two huge capstans, no longer She was massively built, of oak and Conway. used, one forward and one aft, and a pine, copper fastened, and remarkably _ room called the gun room which was My parents were aghast at the high roomy within. . fees payable but luckily scholarships the den of the senior cadet captains. were available. Three a year were of- Her lowermost deck, called the hold, The ship's lower deck gun ports, fered by the Mercantile Marine Service was in the bottom of the ship, well each one still fitted with ringbolts to Association which was, and still is, The below the waterline. (This had once take the tackles of her long-gone muz- British Shipmasters' Trade Union, and been her engine room.) The forward zle-loading cannons, had been made I managed to win one. MMSA had end was a large open space, used as a into opening windows, and there were founded the Conway school in 1859, to gym and cinema cum concert hall. At still numerous racks at deck level further the education and training of the after end, the narrow alley down which had been used for the stowage future British shipmasters. Their first the centreline which had been the of cannon balls, each one sporting a lit- ship was the frigate Conway of 1825 ship's propeller shaft tunnel ran bet- tle concave recess. Up forward, on the and she, like her two successors, was ween two recreation rooms and led to starboard side, were the washbasins, loaned by the Admiralty. Hence they a narrow wooden staircase leading up and to port was the bathroom. retained their title of HMS. to the orlop deck. There was a classroom on the star- Their second ship, obtained when This was just above the water line board side, abaft the washbasins, and the Conway became too small for her and, with the exception of the warrant another on the port side aft, whilst purpose, was HMS Winchester of 1813 officers' cabins aft, ran the clear length across the after end of this deck was and the Nile became the third and last of the ship, ports and starboard. This the sick bay, presided over by Sister Conway in 1876. Much of her finance was the main living deck and most of Parry. This was a large, airy room, with came from the Liverpool shipping the cadets kept their sea chests there. square stern windows. Immediately company, Alfred Holt, (the Blue Fun- These were painted black with the forward was the quarterdeck, flanked nel Line) and they took a keen interest owner's name stencilled on in white by several officers' cabins. in her right to the end of her career. letters and held all his clothes and Above the lower deck was the main My friend Mike Hatton, one of our personal effects. deck, with a headroom of just over six little band of nautically-minded en- Down the centreline there were coat feet to the lower edges of the beams. thusiasts from home, won another racks and hammock racks, various Although these heights seem con- MMSA scholarship. On 28 April 1949 hatches and lockers, a long, scrubbed fined, they were much greater than we joined the Conway, resplendent in wooden table under a skylight called they had been in previous ships of the our brand new doeskin cadet RNR the nursery, and the long-handled bilge sailing navy, when officers drank the uniforms, supplied free by the Liver- pump. Headroom in the orlop was loyal toast seated, to avoid cracking 17 their heads when standing up. Like the lower deck, the sides were pierced with gun ports, now fitted with win- dows. Church services were held in this deck, and during the day tables were unhooked from the deckhead and lowered in place for use as mess tables. For school, portable bulkheads were lowered into place to provide classrooms, and the mess tables became desks. Seating forms were stowed out of the way when not in use. At the forward end was the galley, and aft, with large square stern win- dows looking out under the stern galley, was the wardroom. Nearly all the paintwork of these three decks was white. The decks themselves were scrubbed planks and never had I seen such planks-some of them as much as two feet wide. On our first tour round the ship we were told that the plank nearest to the ship's side was called the devil. It was a wide The Conway's three square-rigged Constant work seam, and because of the working of a masts were shorter than the originals, wooden ship at sea, frequently needed but, painted yellow over her black and The Conway was a public school in paying (filling with pitch). We were white hull, they added greatly to her which classical subjects were replaced told that the expression 'the devil to appearance and provided plenty of in the curriculum by seamanship, pay' orginated here, and that the full scope for youthful exercise, helping navigation, signalling, ship construc- expression had been 'there'll be the most of us to overcome our fear of tion, ship stability and engineering. devil to pay, and no pitch hot.' high, open places. English, Spanish, history and Polished brass was everywhere, and I have given this long description of geography were also taught, all with gleaming copper too, and there Wi;!S a the Conway, at the risk of becoming an interesting emphasis on matters lot of varnished woodwork. tedious, only because the old ship is, maritime. As well as schoolwork, there The upper deck, above the main, alas, long gone now. People who have was the constant work of running the was open to the elements, and was heard of her may wonder what she was ship and her little fleet of boats. covered with black bitumastic to keep like and my description is, I think, ac- Leading the fleet was the waterboat, out the rain. The ship's side bulwarks curate. Above all, she had at- or 'juicebarge' as she was irreverently were of wood, high and hollow, cap- mosphere, which is very hard to known, a motorboat fitted with tanks, ped with vellow-palnted canvas. They describe, like trying to explain colour to steered by a wheel aft, and in constant were called the nettings, and had been a blind person. use, bringing water every day from the used during the navy days to stow the Her decks below were adorned with slip at the little town of Port Dinorwic, hammocks of the 800 men and boys fine paintings, elaborately painted rolls three miles away on the Welsh side. who manned her. Thus stowed, the of honour, beautifully carved There was a fine pinnace and two hammocks acted as protection against memorials, ancient red hand-pumps other motorboats, hardworking flying shot and splinters. We still slept (still working), and many ropes, coiled veterans which gave sterling service in hammocks, most of us on the lower down neatly in their trays, each one for years, together with several ex- and orlop decks. One end of the ham- with a purpose. There were faint smells navy cutters, pulled by eight or ten mock was secured to a hook in the of tarred hemp and canvas, of wooden oars, maids of all work. Coal for the ship's side, the other to an iron crank decks which had been scrubbed for a boiler and galley, stores, and all cadets let down from the deck head. We hundred years or more. There were the and others passing between the ship stowed them, properly lashed, in fen- frequent call of bugles, which and shore went in these boats, in all ced-off nettings below. preceded the stamp of many feet as weathers. Figurehead cadets raced to hoist a boat, the brisk Although the Menai Strait is orders of officers and cadet captains, sheltered from the rolling swell of the Forward was the beakhead, called the the swish and chug of a motorboat open sea, the tides of the anchorage forepeak (unlike a modern ship where coming alongside, the laughter and run up to five knots and there are the forepeak is a tank at the very bot- chatter of cadets off duty, and the cry treacherous currents, many rocks, tom of the forepart of a ship). The of seagulls overall, wheeling and diving plenty of wind and rain, and a long, bowsprit and jib boom projected for- for scraps from the galley. hard winter to contend with. Although ward from the beakhead, over the This atmosphere contrived to imbue the Welsh winter is less severe than larger than life figurehead of Nelson, the most hitherto insensitive lad with a many it can still be quite formidable who stared solemnly ahead, without sense of maritime purpose, and fierce when viewed from a small open boat. his hat, but otherwise in full uniform. loyalty to his ship and his shipmates. During the Easter holidays, 1949,the The face was said to be a good For here was no floating museum ship was towed from the anchorage off likeness, having been taken from the piece, no old ship preserved solely for Bangor, at the eastern end of the little admirals's deathmask. posterity to show what life had been Menai Strait, to a new anchorage off The forecastle head was called the like in a bygone age. Here was a Plas Newydd, the stately home of the foredeck and covered the heads, petty working ship, taking in young boys Marquis of Anglesey. Parts of the officers' cabins, and the boilerhouse, fresh from schools all over the country building and estate were being turned and the raised poopdeck aft covered and beyond, teaching them and into a shore establishment to enable the captain's cabin. This was spacious training them to work and work hard, the Conway's facilities to be extended, and beautiful, with large stern win- to laugh at adversity, and finally go to improved, and to allow more cadets to dows and stern gallery, and various sea as young men who knew at least a be taken on. other rooms and offices. A couple of little of what life is all about. My two At the beginning of the summer wooden deckhouses were used as a years there were amongst the best of term, 1949, there were 275 cadets chartroom and a laboratory classroom. my life. living on the ship. Later the junior lads 18 r------.--. ---- ..--.---- .-.------~

Hammock Lashing

lived ashore, and eventually the total First term (summer 1949) complement of cadets rose to 300. The two year course was divided into six 28 April After the train journey from terms. First termers were known as home, and a ride out to the ship in a 'new chums' by time-honoured cutter, we arrived onboard at 7.30 pm. tradition. Mike and I were older than After handing in our documents we the average, being 15 and 16, with our were given the keys to our chests, School Certificates behind us, and I issued with hammocks, and had our betieve that our slightly advanced years first meal onboard. That night we had helped us to adapt to the life more a fairly uncomfortable time in our easily than some of the younger lads. hammocks. We were rather surprised to find that 29 April This morning we were in- not all the cadets shared our keen in- troduced to the complexities of ham- terest in ships, but found, gradually, mock lashing. We received some drill that very often those who seemed to in marching smartly and some be least interested were the best and schoolbooks. That night we had a bet- most reliable hands when the going ter time in our hammocks. (A healthly got hard. tiredness brought on by fresh air and Whilst on the Conway I kept an exercise no doubt helped.) illustrated personal log book and the \ "" 12 May We had free haircuts, short following excerpts from it may help to back and sides. show, to any who may be interested, 21 May Regular Saturday morning what the life was like .... deck scrubbing. As usual all hands 19 dedicated themselves to the tasks of cleaning ship, ready for the captain's inspection on Sunday. Each boy had his allotted task and the decks were scrubbed by lines of cadets armed with long-handled scrubbing brushes. Only salt water was used, and elbow grease, but there were so many of us that the decks soon came clean. We used to scrub 20 scrubs to each plank, all done with a swing, and often to a song or shanty. 26 May Received food parcel. The food on the Conway was never ex- cessive and food parcels from home made all the difference between spartan sufficiency and luxury. 24 July End of term. Reveille by the band at 0500. Washed, lashed up and stowed hammocks. Cornflakes and eggs for breakfast, everyone too ex- cited to eat much. Many fond farewells said, and all those who were leaving Deck Scrubbing came round and shook hands with those of us who will be back next term. At home we talked airily of 'decks' and 'bulkheads', and we carefully said 'up top' when we meant upstairs. We were, of course, glad to see our families and our close friends, but were also glad to get back aboard the Con- way in September, to begin our second term. 21 September Arrived back onboard in number one motorboat in the dark and turned in at 2200 hours. 4 November After tea, slack party (which consisted of cadets who were in disgrace for minor offences) had to shift coal from the gangway up to the boiler house on the upper deck. We shifted 123 sacks and stowed it in the bunker. January 1950 (Third term) I had, last term, got into the habit of slinging my hammock high, up near the deckhead. Slack party This term, authority decreed that henceforth Kinghorn would comply with the rules, like everybody else, and sling his hammock in the proper place. 16January Went out in the gigs for practice. It was very cold with much frost, but very pleasant withall-there are few things like a long, hard row to work up a glow. After the gig was hoisted we attended divisions-a form of assembly at which prayers were said, notices read out, mail given out, daily orders issued, and all cadet cap- tains reported in turn that their par- ticular part of the ship was clear. After divisions we marched round the lower deck past the captain to the music of the bugle and drum band and disper- sed._ .. After turn-out every morning a cadet aired his bedding over the hammock's lifeline, which was also used to lash the hammock up. After breakfast, the hammocks were stowed for the day. Every so often new hammocks were issued and this was generally un- popular as one gets used to a ham- mock, whilst new ones are difficult to rig properly and take a while to settle Marching Divisions in. 20 oing ashore in heavy weather

12 February The 4th and 5th classes electricity as applied to radar was pany (which became Shell), Blue Fun- nded at Port Dinorwic to refloat the mystifying to a degree. It was a time nel took six, Royal Mail three, and the - icebarge which had gone well and for serious application and hard study. others went in their ones and twos to Iy aground on the top of a spring We were told, and it was true, that British Tankers (now BPI, ide. After much use of blocks, tackles, never again would we have such op- Brocklebank, Donaldson, Elder Demp- ullev-haulev, jigger pumps (to pump portunities for learning our trade. Life ster, Esso Tankers, Hall Line, er out) and soft soap (to slide her off) was not all work, however, and we had Houlder's, the New Zealand Shipping . ey eventually succeeded in refloating some good home-made concerts and a Company, P & 0, Port Line, Shaw er. (If she ever went out of com- dance or two with the girls of Bangor Savill Line, Silver Line, and Watts ission we did without water, it was as Normal College. Watts. Three of us came to Blue Star imple as that.) I remember the Conway staff as an Line, to which I had been accepted, af- During my fifth term I was ashore in excellent bunch, real characters every ter an interview, in my fifth term. s Newydd, helping to look after the one. The executive staff had all been at That the ship which had been HMS est new chums. Life ashore was sea, either in the Royal or Merchant Nile was wrecked in the Menai Straits, easant and comfortable. We enjoyed Navies. A lot of the schoolmasters had through a most unfortunate com- tter food (the old galley aboard the been at sea too, during the war, and bination of circumstances, whilst being nway must have been daunting to one or two were old Conways them- towed towards Birkenhead for her first - y ship's cook having to cope with selves. They certainly did their best to refit since 1939, is now just a sad little inqent postwar rationing.) We also teach us the rudiments of our future piece of history. The date of this ept in bunks, instead of hammocks, job, and although discipline was disaster was 13 April 1953, four years had wardrobes and drawers to strict- it would be considered Dicken- exactly since she had passed through, our effects in instead of sea sian today-they were on the whole, safely, in the other direction. That the . To us hardened seadogs, it kindhearted and tolerant. school itself closed down, only a few ed that cleaning up a shorebase In their way they were all 'careers years ago, is even sadder. Times have morning was more like parlour- masters', for they would discuss with changed, and the Merchant Navy of 'd's work than seamen's. We us the various shipping companies, today does not require cadets in such ed and polished and cleaned win- their ships, runs and people. The numbers; there are far fewer ships and and lampshades. Floors were choice of company in those days was far fewer companies. - ed decks and everything possible vast, though we found that the doors However, the Conway served her done to try to impart a nautical to all the shipping lines in Leadenhall purpose. She was instrumental, like phere- but we still found our- Street were not necessarily open to us the Worcester and other long es stealing aboard the ship at every just because we were from the Con- established sea schools, in raising the ible opportunity. Life ashore was way. general standard of Merchant Navy of- - able but I was not sorry when, at 'When I left her at last and went to ficers, and in making ships better and beginning of my sixth term, I retur- sea ... ' to quote the Conway school more safely run than they had ever o the ship. song. Some 56 other cadets left at the been before. She set the standards same time. Apart from the one who which are still applied today, so that went into the RAF and the six who the Merchant Navy is manned by well study went on to further education, I think it educated, competent men who are is interesting to list the names of the every bit as dedicated to their job as :r..)()~work was, by this time, quite shipping companies which the other 50 the seamen of yesteryear. Indeed, I. _ _ ced and difficult. I felt I would joined. Ten went into Clan Line, nine think that in some ways today's young aster the art of navigation, and to the Anglo-Saxon Petroleum Com- men are better. 21 m_ ~ 8SSM news

the port doctor, David did not regain Staff changes Appointments consciousness and, we regret to report, died two hours after the ac- cident. D A Hume has been appointed to The body was flow back to the UK I am happy to report that the Depart- Deputy Fleet Personnel Manager. and David Crowley's funeral took place ment has survived the elevation of Mr Before his promotion Alan was for in Speke, Liverpool, on 24 December, Hornby to the sixth floor. More impor- many years responsible for Deck Of- attended by his family, friends, and tant, I am also happy to note that the ficers. representatives of Blue Star Ship Department has revealed its strong D A Burke has been promoted from Management. sense of resilience by surviving my Cadet Training Officer to Assistant We extend our deepest sympathies own move. As to the 'hole I've left Fleet Personnel Manager (Deck Of- to the relatives of the deceased. behind me', no doubt David Burke is ficers), the position formerly held by rapidly finding a" the usual problems Mr Hume. (finding the solutions takes a lot G G Edie has been promoted to Per- longer) and, like me before him, has Marriage sonnel Officer (Cadet Training). Gor- quickly learnt never to speak to anyone don joined Blue Star Line as a cadet in if you can get 'George' to telephone for We offer our congratulations and best 1971 and came ashore with Blue Star you! wishes to Miss Muriel Wikeley Ship Management in 1976. (Engineers Department) on her recent marriage to Colin Baxter at Sefton Parish Church on Friday 9 November Certificates Obituaries 1979. It is with much regret that we have to 1979 Amver awards The last quarter has seen a very great announce the deaths of three ratings during the past few months. improvement in this sphere with three The 9th Annual Amver awards officers gaining their Master's (Com- Alec Anderson, Donkey Greaser, ceremony was held on 7 November pared with just one success in the was landed sick from the Avelona Star 1979 at Winfield House, London, the preceding nine months) and five their in Albany, New York, on 26 October, official residence of the United States 1st Mate's (as many as for the previous suffering from. a heart condition. He ambassador. Captain Braund, three quarters). Those to come this died on 9 November after a severe representing BSSM, received awards year will, of course, have to settle for heart attack. The funeral took place in from Admiral John B Hays, Comman- just a Grade 1 or Grade 2 Cer- Albany and was attended by members dant, US Coastguard, on behalf of tificate-such is progress. of Mr Anderson's family who are living Afric Star, Almeria Star, Wellington in Boston, Massachussetts. Mr Ander- Star, Southland Star, California Star, son had served as a Donkey Greaser and Columbia Star. with the Company for five years. The ships were represented by Cap- tain Bilton (Southland Star) and Cap- Uniform John Griffiths, Chief Cook, who tain McGuckin (ACT 7) who, with had been with the Company for 22 our colleagues from E"ermans and years, suffered a severe attack of Cunard, received awards for ACT 2, bronchitis with asthmatic com- ACT 3, ACT 4, ACT 5, ACT 6, ACT 7, Vouchers for 1980 have now been and Dilkara. . issued. There is therefore no reason for plications on 4 December whilst ser- ving on the on her The Automated Merchant Vessel not maintaining 1979's improvement in Buenos Aires Star delivery voyage to Taiwan. Captain Reporting Service is a voluntary the general standard of dress and turn- scheme and only Canada and Norway, out. Officers ordering a new reefer Ganderton was preparing to land Mr Griffiths at Manila but, tragically, he following the loss of the Birge Istra in whilst 'Company' braid is still ob- died the following day. At the request the Pacific. without trace, have made tainable should note that this no longer of his next-of-kin, a sister living in participation a national requirement. holds good for buttons, now available Sydney, he was buried at sea, with the Amver, very simply, automatically in standard issue only. This restriction ceremony taking place on 8 December. dead-reckons the advance of a ship by also applies to cap badges; no Com- computer and can therefore give a pany cap badges are being manufac- David Crowley, Junior Ordinary good first estimate of position in the tured at present and a" cadets have Seaman, who joined us as a new en- even of a casualty. It is to be hoped worn the standard 'MN' badge for trant Deck Boy in 1978, was involved in that more of our Masters will par- some time now. an accident on the New Zealand Star ticipate in this excellent scheme during whilst the vessel was anchored at the coming year, thereby increasing DAHume Umm Quasr on 10 December. the number of awards to ships Although assistance was obtained managed by BSSM and promoting Deputy Fleet Personnel Manager from two Russian ships' doctors and greater safety at sea. 22 iple tirement party - -" ement party, attended by sea - _ shore staff, was held on the f':,,"",,"-1T1'''''illeStar in Liverpool in January :...aptainW J Neill, Mr J Burns, and Bedson. Before making presen- on behalf of the Company, Mr • ornby congratulated the three --=""-=x: upon their combined Group of 113 years.

ore recent years Captain Wiil&rm Neill had become, as g coastal Master, perhaps the idely known senior officer gst sea and shore staff. He joined Captain Neill (left) is congratulated by Michael Hornby ....;:.-;J() & Holt Line as a cadet in 1937 ed in various Lamport vessels - e rank of Chief Officer. In 1954 -=::;-a ferred to Blue Star Line when _ elius was renamed the Portland

- ~ a short spell in the London =_ r Offlce in 1959, he was promoted mand in the Colorado Star in => a that year and remained with esseI until 1965. Following a illness, Captain Neill was unfor- unable to undertake further sea voyages and until his ent last year carried out the of coastal relief Master. A keen - _ - , he will now be able to devote -"me to this pleasant sport.

oseph Burns joined Blue Star Line At the party: (left to right) Jack Bedson, Joe Burns, and Captain William Neill llbov on the passenger vessel -. _Star in 1930. During the war he All three retirees have indicated that serving on the Empire Trader they will be maintaining contact with Meteorological Office e was sunk in 1941. He served their many friends in the Company and ainder of the war years in the look forward to keeping in touch with distinctions Star and was promoted to current events through Gangway. We The Meteorological Office has eward in 1946. wish them all a long and happy ugh he served in many Blue published a list of the Masters, Prin- retirement. " e vessels during his long cipal Observing Officers, and Radio Of- . h the Company, many sea ficers concerned with the one hundred e staff will perhaps remember most outstanding 1978 meteorological or his long association with log books forwarded to the American passenger ships Meteorological Office. . Regarded by most of us a We congratulate the following sea haracter, Joe Burns retired staff whose names appear in this list: , aving become the Group's Masters: Captain D M McPhail = serving Senior Purser. (ACT), Captain R K Bilton (L & H). Principal Observing Officers: M R Atkinson (ACT), PM Moore (L & H), R Bedson joined Lamport & Tucker (BSL). " <> in 1956 as Chief Steward on Radio Officers: B Bradley (ACT), the de, following 13 years' late R Prole (L & H). service with Denholms. _ - e appointments he was on -_ = :'3SS€1 Boswell for a short time I Avila Star' on the Sheridan in the --- - ace. His last ship was the donation we know that it came as ppointment to him when, A donation of £25 was made from the s: ealth problems, he had to officers' bar of the Avila Star to the service a few months RNLI Mountbatten of Burma Appeal al retirement date last Fund. The ship's officers will, no ca e ashore and was tem- doubt, be interested to learn that as a :::tmched to the Catering A young and smartly uniformed Joe Burns, result of their gift the name of the Avila ...... ,~-=.....-. iverpool for the period photographed 50 years ago when he joined the Star will be entered into a Book of ent. 'Avila Star' as a bellboy Honour at the lifeboat station. 23 George McKinnon receives BEM Postbag

The good old days

I was very interested to read the letter from Mr A Holland ('A passenger's memories') in Gangway 22. I, and I am sure many others with whom he sailed, . remember him well and I am delighted to hear that he has such happy memories of his voyages with us. Those were indeed happy days, and I too miss the era of the regular liner trades in our grand old ships with a few passengers and lots of cargo. Sadly all three ships that he mentions have now gone. I sailed in all of them at various times and quite understand why he has a preference for that form of travel. I hope that Mr Holland succeeds in finding something suitable for another voyage, although I doubt if it will be by After the presentation: George McKinnon BEM, and his daughters, pictured with the Lord Lieutenant Blue Star Line. But if he finds himself of Merseyside in this part of the world I hope he will let me know and we can at least talk As reported in the last edition of After the'S presentation, Michael about 'the good old days', even if we Gangway, George McKinnon, Blue Hornby introduced the Lord can't repeat them. Star Line's longest-serving Bosun, was Lieutenant to Mr McKinnon's awarded the British Empire Medal in daughters and the assembled guests Bill Askew, the 1979 Birthday Honours. over tea and sandwiches. _ Merlion Shipping, The presentation ceremony took George McKinnon joined Blue Star Singapore. place on 8 November at a small recep- Line in 1938 and served throughout the tion at Albion House in Liverpool, at war years. In 1954 he was promoted to which the Lord Lieutenant of Mer- Bosun and has served in that capacity seyside, Wing Commander K M ever since. He has mainly sailed on the Stoddart, AE, presided. George was UK/ Australia/ New Zealand Trade over Ve hev vays of accompanied by his two daughters, the past years, but has recently been Manie and Marita, and also present at serving on the Afric Star. taking you over the ceremony were staff of Blue Star Readers may be interested in a postal Ship Management, both ashore and We heartily congratulate George communication received by Blue Star afloat, together with Mr J McPher- upon his well deserved award made in Travel from Intourist, the official son, the senior branch secretary of the recognition of long and faithful service, Soviet travel organisation. It was National Union of Seamen in liver- not just to Blue Star Line but to the in- pool. dustry as a whole. addressed as follows: Red Star Travel 2 Southwick Square Southwick Brighton 'We have of necessity to look at If it had come from anybody else we Translode buys quotations that come to hand from might not have noticed the change in foreign container manufacturers: the colour. Maybe they are already trying spokesman-added. 'But we are proud to undermine our new relationship with of having supported British container American Express? British manufacturers over the vears, We believe that in some measure this Bob Waller policy not only helps but encourages Blue Star Travel British industry.' As part of a planned expansion of their container. fleet, Translode Ltd have placed orders with British container manufacturers for nearly £500,000 London Dinner worth of new boxes. 'Gangway' 22 Following a traditional policy of Dance 'buying British' whenever possible, We apologise to readers for an error in Translode have built up a formidable The London offices Dinner Dance was our last issue which caused the reputation in the container-leasing held at the Colonial House, Mincing photographs on pages 7 and 28 to be field. A Translode spokesman said that Lane, on Friday 14 December. Around transposed. the Company was continually adding 300 staff and guests attended and We would also like to thank Mr H J to its container fleet and had not yet many considered the event to be even Rodd of Upminster, Essex, for kindly reached the end of its current more enjoyable and successful than in providing the calendar from which our programme of planned expansion. previous years. centre-page illustrations were taken. 24 ews LAMPORT & HOLT LINE. shore 13 DAYS SOUTHERN HOLIDAY CRUISES SEASON" 1932. Commencing and Terminating at LIVERPOOL. Blue Star Line

Appointment

r R C Glover has been appointed a irector of Blue Star Line, as from 1 anuary 1980 .

.etirements

'onty Brown retired from part-time T .S.S. " VOLTAIRE" , ~ ties with the "Insurance & Claims (13,248 Tons Gross. - Oil Driven). epartment in October 1979. Monty FIRST CLASS MODERN LUXURY LINER. vas born in 1908 and for a number of ears worked for John Baker Sons & Every Passenger Room has either windows or portholes. 3ell, the Port Line auditors. During this Tennis Court, Gymnasium and Children's Playroom, situated on oeriod he was very much involved in Sun Deck. otection and indemnity work related Expansive Promenade and Sun Decks. Verandah Cafe. the recovery of cargo claims, Spacious Public Rooms. Open Air Bathing Pool. stevedore claims, and crew medical Embarking at RetDrDiD, to irns from insurers. liverpool LaadiDg Ports of Landing. Liverpool Stage- p.m. 10 •. m. In March 1968 he joined the Insur- Cruise 1 July 2-VIGO, MADEIRA, CASABLANCA, LISBON. July 15 ~ ce & Claims Department of Blue 2 " 16~MADEIRA, CASABLANCA. GIBRALTAR, VIGO. •• 29 tar Port Lines (Management). and 3 " 30-LISBON, MADEIRA, CASABLANCA, GIBRALTAR. Aug. 12 ntinued the important work of 4 Aug. 13-MADEIRA, CASABLANCA, GIBRALTAR, VIGO. :ecovering claims from the P & I Club. " 26. " 27-LISBON, MADEIRA, CASABLANCA, VIGO. Sept. 9 31 December 1975 Monty officially 5 :1rtired, but returned to the Insurance 6 Sept. lO-LISBON, MADEIRA, CASABLANCA, VIGO. •• 23 & Claims Department on a part-time FARES Saloon Deck from 15 Guineas per Adult. is to assist in finalising many out- 18 standinq claims. He has now finally Upper " " "" " 'red and is enjoying the well earned Bridge " 20 ======" "" " - its of leisure. Although he now = oids too strenuous activities, Monty LAMPORT & HOLT LINE, ras, in his younger days, a very keen Royal Liver Building, 14, Leadenhall Street, icketer and first class batsman. LIVERPOOL. LONDON, E.C. 3. Telephones-LIVERPOOL BANK 8850. LONDON ROYAL 8341. Telegrams-" LAMPORT," LIVERPOOL. "LAMPORT STOCK," LONDON. Reg Hadley retired from part-time OR PRINCIPAL PASSENGER AGENTS. ployment with the Blue Star Line The 1932 sailing card reproduced above was kindlylent by Philip Wesson of West Wi(:kham, Kent ecounts Department in October last . He must have been one of a very .all group of people born in the last tury still working within the Group .will, in fact, be celebrating his 81st day in February this year. eg first joined Blueport in 1968 af- etiring from Furness Withy and Co ere he had worked as an accountant many years. He retired from full- work with Blue Star Line in mber 1975, but after only a few s was called back to the Ac- ts Department to help them clear backlog of work. He stayed on part-time until last October. ring his early days Reg worked in da and also spent some time in oyal Navy. He has for many years a keen climber and even in recent has taken climbing holidays in erland. Monty Brown Reg Hadley 25 Bewstrom Australia

Champion team ACTA basketball team, Melbourne, are able to boast of five premierships in succession between 1975 and 1979. During this time they have received strong opposition from AFA forwar- ding agents and OCAL-very worthy opponents. As custom demands that the cham- pion team opens the bar we under- stand that our finance department are only too anxious that this run of suc- cess be terminated. As the Melbourne team's reputation grew they were constantly challenged from Interstate, but it was left to Adelaide to provide the opposition. Melbourne travelled over there by mini- bus and a great time was had by all, mainly because Melbourne won. This trip proved that although Melbourne were undefeatable, friendships could be made and broken- mainly due to the massive turnover of money on the game ($2.00). It is clear to all involved that social activities and work can combine with great success.

Award winner

Peter Payze of Port Lincoln, South Australia, is the winner of the Blue Star Line Award for 1978, for his results in ACTA's champion team: (Back, left to right) D Taylor, C Hayes, PC Kelly (manager), P Craigie, stage IV of the maritime engineering G Green. (Middle, left to right) C Ryan, V Oeser, T Hess. (Front, left to right) R Francis, G Brooks, full-time certificate course at G Tanner Newcastle Technical College, New South Wales. The award was announced at a presentation function at the Newcastle City Hall on 11 July. David Payze, Chief Engineer on the America Star will among the visitors to see the ship was be proud to hear of his younger Death of a young school teacher who later brother's fine achievement. became Mrs Outram. They made their home at Brisbane and had a son, Bill Outram Michael. . Mr Outram subsequently served as Chief Engineer in the Saxon Star and, Christmas party Mr W C (Bill) Outram died suddenly at from 1953 until his retirement in 1965, his home in Brisbane on 10 November was Chief Engineer aboard Austasia Noon on Christmas Eve, saw the arrival at the age of 85. Bill Outram was born Line's the Mandowi. In addition to of the first guests to our Christmas in Liverpool and his seagoing career being a first class engineer, Bill Outram 'do'. Guy Middleton, Alan Craig, Jack began almost concurrently with the was a fine model maker. Gregory, Joyce Wright, Zilla Blair, Vestey family's venture into seatrade Mr Outram's twin brother served as Doreen Dargen, and Dave Willsen (all and before the ships gained their now an Electrical Engineer in the City Line retired office staff) together with Cap- familiar Blue Star identity. He was for fleet and his elder stepbrother was tain Harry Tompsett, 'Cannon' Brady, many years Hefriqeration Engineer in Blue Star Line's first Superintendent. and Lindsay Macintosh (ex-seagoing the Sydney Star; it was that vessel's His many associates during his long personnel) were welcomed by General honour to open Queensland's newly career will wish to convey their sym- Manager Graham Lightfoot. constructed Mackay Harbour and pathies to his surviving family. 26 Zealand, on each occasion attended by our General Manager, Mr R C Whyte, s from Springbok and Mrs Whyte. These evenings are much enjoyed by all and do much to cement good relations amongst the ....eGulf Column staff.

ter in Dubai Visitors Merlion

ubai has proved to be very Messrs Jim Payne and Ron Glover ,--.~vt:.hle, although the old hands (accompanied by wives Margaret and News complaining of the cold and Peggy) visited Cape Town in Novem- sed, it seems that we have had ber/December 1979 for talks relating to .·.'StreS1 winter for ten years, but our forthcoming deciduous fruit ship- Once again the wind of change has =.~=r-'ln<>.lessJanuary in Dubai com- ments to the UK and the north-west blown and I find myself reporting from . e favourably with January in Continent. yet another part of the world. This time ~.,=-",onl. We were indeed delighted to have I am based in Singapore, representing the opportunity of seeing Jim and one of those 'associated companies' Margaret at this time, shortly before referred to on the front cover of this Jim's retirement at the end of 1979. All magazine. sitars Cape Town staff would like to take this Life here offers a complete contrast opportunity to express their best to Dubai from where I previously sent recently had the pleasure of wishes to the Paynes for a long and reports to Gangway. Here we enjoy the .c::.~iUJlg Mr and Mrs Edmund happy retirement. delights of rain, together with trees o Dubai. They made a special GG H Jefferys and grass, all in the setting of a very from Bahrain where they at- beautiful city. Singapore is developing e opening of the BANZ cold rapidly as expanding trade and com- e have also enjoyed visits from merce bring more and more business Payne, L G Lightfoot and R C to south-east Asia. Our ship agency "Mr1rR who came for meetings company looks after Group shipping o the Middle East Container Kiwi requirements in the area as well as ac- ting for several outside concerns. It's always good to see the familiar faces of the BSSM personnel who Column regularly pass through Singapore. d friends Sadly, two of the three Blue Star Line ships that have been in port since I reefer trading having fixed arrived have been on their way to ith cargoes to this area, and Taiwan for breaking up. The Catarina, men cement of the Iranian Mr Hazlitt's tour better known to most of us as the ntract, we seem to be seeing a In his capacity of chairman of the New Fremsntle. Star, spent several days stream of Company ships and Zealand Tonnage Committee, Mr here whilst we stripped her of stores. I ds in the Gulf. It is disappoint- Rodney Hazlitt made a very suc- became very nostalgic upon seeing - see the South America-Middle cessful tour of New Zealand recently. her, having spent several months as ervice coming to an end, but The purpose of his visit was to her Chief Officer in 1964-5. The Brasilia -.:r-,,::rl<::: our vessels may still get a publicise the services offered by the Star (ex-Queensland Star) was the this trade on a charter basis. Conference Lines, with an especial other ship to pass through on her way Iie Star and New Zealand Star emphasis on farmers and their to the breakers. ere with such remarkable organisations at grass-roots level. Mr On happier note, the third BSL ship f-=.-_"<>ncy that I sometimes forget Hazlitt was accompanied by either R C to pass this way was the Australia one is due in port. Now at last, Whyte or 0 C Binnie throughout his Star, on her way from New Zealand to - II reefer cargoes, they are using tour and it was generally agreed that the Gulf. It was good to see her loading -:;: T ies to their full capacity. this was a very worthwhile exercise in here. Perhaps we shall see her and her gst other old friends seen public relations. sister on the loading berth more often __-,=-~·Ivin Dubai have been the former in the future, in addition to dry dock • Star, now the Greek Aegean calls. l?:;;sperii·tY., which has completed a In December we enjoyed a visit by r-:-;~>.ron which she traded to the Gulf Mr Rodney Hazlitt who called in on South America. Another in- Christmas his way hornefrom Australia and New _. g visitor was the Lebanese Zealand. We would like to take this Star, which, I note, is the former celebrations opportunity to wish him well in his new ine Veloz. appointment as Deputy Chairman and these vessels looked to be in The Con 2 Club organised a very suc- Managing Director of Blue Star Line. ndition and seem to be a credit cessful children's Christmas party on Just for the record, I must correct of us who had a hand in their Saturday 15 December when some 60 the caption to the photograph of the ance over the years. The children were entertained by a Australia Star in the last issue. In the ••.••••·~•Ir<: of the Aegean Prosperity storyteller and cartoon films. There picture the ship is berthed at the Con- favour our colours, as they was a slap-up feed and, as a climax to tainer Terminal at Keppel Harbour, not Iy to have changed the funnel the whole occasion, a visit from Father King George VI Dock, which is the dry markably, even the lifeboats Christmas. dock she occupied in Sembawang on o be the original ones. Staff Christmas celebrations were the other side of the island. TCrookall also held at branches throughout New Bill Askew 27 Assistant Manager of the Insurance & Ray Short Claims Department, retaining respon- sibility for the remainder of Blue Star Line. Following the introduction of containers, Blue Star Port Lines were appointed as the Insurance and Claims Ray Short was born in London in Department for ACT(A), and sub- November 1918. He joined the Blue sequently for ACTS. Star Line Insurance & Claims Depart- Early in 1971 Ray was appointed ment in 1935 and after six months' Manager of the Blue Star Port Lines probation became assistant to the Insurance & Claims Department and Departmental Manager. now, with the cessation of that com- In October 1939 Ray Short joined the pany, holds the position for Blue Star Royal Engineers, serving overseas in Line, who handle insurance and claims Nigeria and the Gold Coast. He was in- for ACT(A) and ACTS. In addition, valided out of the army in 1944 and Ray has held responsibilities in the rejoined the BSL Insurance and Claims sphere of insurance and claims for Department. When the manager of Austasia Line, Blue Star Ship that Department, Mr C B Hurford, Management, Blue Star .Travel, retired in 1964, Ray was appointed to Calmedia, Johnson ScanStar, Star- this post. man and Star Offshore Services. When Blue Star Line and Port Line Ray is married with a son and merged for the Australia/New Zealand daughter and three grandchildren. His trades in 1968 he was seconded to Blue interests include dancing, sports and Star Port Lines (Management) as social work.

container groundwork whilst working BobMcCaw in Sydney, he was seconded to the NZ Container Study and later led the team which - produced the study and Bob McCaw's family have been in- plans for the introduction of the A & volved in shipping for three NZ/East Coast USA Container Ser- generations. Bob was born in Glasgow vice. and joined the family stevedoring On completion of these container business in 1941. In 1944 he enlisted in studies, Bob returned to Blue Star Line the Black Watch, returning to Glasgow Ltd as Manager in the South American and stevedoring in 1948 after demob. trades, with particular responsibility for In 1950 Bob McCaw moved to Lon- the Mediterranean area. Since then he don with his wife and two children and has concentrated on the Company's joined Blue Star Line's Inward Freight interests in the South American ser- Department as a freight clerk. Over the vices. He was also a founder director following 14 years he worked all the of Starman and was a board member Liner Trades served by BSL. In 1964 he of the Shipowners Refrigeration left Inward Freight for South Africa as Research Organisation. Relieving Manager and later spent ex- Bob is presently completing his 30th tended periods working in Australia year with Blue Star Line as General and New Zealand. Manager for South American ser- Returning to London in 1966 as vices- running the Blue Star Line Assistant Manager of the Company, reefer vessels or ships within the joint Bob was appointed a manager of service of the four British lines trading Blueport when that company was between the UK and Argentina, formed. Having been involved in Uruguay, and Brasil. 28 s of the World

(photos courtesy of The Australian Information Service, London) I•

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HEAD OFFICE Blue St:ar EXCHANGE STREET COLNE, LANCS. BB8 OSJ TEL: (0282) 864604 ~avel A BLUE STAR LEISURE COMPANY NEW LONDON OFFICE: The sign of successful holidays 14/16 Bishops'Court,ofl' Old Bailey, London EC4M 7BL. Tel: 01-2481195 Branches at: Ashton-under-Lyne, Aylesbury, Birmingham, Blackbum, Bristol, Burgess Hill, Burton-on-Trent, Bury, Cheam, Cheltenham, Cborley. Colne, Cramlington, Crewe, Gloucester, Huddersfield, Hull, Kingston-on-Thames, Knutsford, Leeds, Liverpool, London, Manchester, New Maiden, Reigate, Rugby, Rustington, Solihull, Sourhwick. Sunon. Wakefield, Warrington. Worcester, Worthing, York. SOLE BOOKING AGENTS FORUNION INTERNATIONAL, FREDERlCKLEYLAND & BLUE STAR LINE GROUP COMPANIES