All Hands AH2018-3

ALL HANDS

Featured British Shipping Company - Elder Dempster Lines

Accra (1947-1957)

Apapa (1947-1968)

Aureol (1951-1974)

Falaba (1962-1978)

Daru (1958-1979)

Dunkwa (1960-1981)

Edition: AH2018-3 (UK Autumn)

AH2018-3 (UK Autumn)

AH2018-3 (UK Autumn)

Table of Contents 1

2

3

Fro m the Execut ive Co mmittee ...............................................................................................................................................1 1.1

Chairman ’s M essage – Roger Ho lt (Ho lt R64) .....................................................................................................1

1.2

Ed itor’s Message – Ch ris Clarke (ClarkeC59).....................................................................................................1

1.3

Web master’s Message – Ch ris Clarke (ClarkeC59) ...........................................................................................2

WA Not ices, News And Ev ents ...............................................................................................................................................2 2.1

WA UK 2018 Social Ev ent 4-5 Oct . – Capt. Brian Hoare (HoareB62 ).......................................................2

2.2

Dinner Sp eech at the 2018 UK Social Event - Professor Captain Sy amantak Bhattacharya ..................7

2.3

UK Rememb rance Ceremon ies (W arsash and To wer Hill) ............................................................................10

2.4

WA UK 2018 Ch rist mas Lunch – (Ho areB62) ..................................................................................................12

2.5

Australian Branch News – Dav id Montgo mery (Montgo mery D63) ............................................................12

2.6

New Zealand Branch News – Tony Peacock (Peaco ckA 60) ...........................................................................14

2.7

No rth A merica Branch News – Captain Stan Bo wles (Bo wlesS69) ............................................................15

Warsash Marit ime Acad emy News - WMA Websit e ......................................................................................................16 3.1

Latest Scale Manned Model Jo ins the Fleet .......................................................................................................16

3.2

New WMA Marit ime Simu lat ion Centre .............................................................................................................17

3.3

WMA 2018 Deck Cadet o f the Year Felix A mo reth ........................................................................................17

3.4

WMA Officer Cadets at RBL Festiv al o f Rememb rance ................................................................................18

4

Cad ets’ Photo – January 1969 Entry ....................................................................................................................................19

5

New Jo in ers Sin ce A H2018-2 – (Ed ito r) ............................................................................................................................19

6

Elder Dempster Lines ...............................................................................................................................................................19 6.1

Sho rt Histo ry o f EDL ................................................................................................................................................19

6.2

My ED App rent iceship - M ike Thu rman (Thurman M 62)...............................................................................21

6.3

Dramas on the West A frican Coast 1951-55 – Capt ain M ichael But cher (But cherM 51) ......................23

6.4

ED Scen es ‘On th e Co ast’ .......................................................................................................................................24

6.5

Not ED But ‘On the Co ast’ – John Marshall (MarshallJ59) ..........................................................................25

7

Po lar Mariner (Ext ract 2) – Capt ain To m Wood field OBE (Wood field T50) ...........................................................27

8

Sho rt Voyag e on a Square Rigger (1974) - Captain Rob in Plu mley (Plu mley R72) ...............................................32

9

We Shall and Shou ld Remember Th em - M ichael Grey (Lloyds List ).......................................................................34

10

Su mmary o f Po rt St ate Cont ro l 2017 Report – Dav id Dearsley (Dears ley D64)......................................................35

11

Exp ect the Unexpect ed – Captain A lex Lang (LangA 58) ..............................................................................................36

12

Marit ime Industry e -A rt icle Lin ks – Bru ce Smith (Smith B65) ....................................................................................38

13

Ob ituaries ....................................................................................................................................................................................38 13.1

Cap tain John Lott (Lott J47) – fro m Dav id Montgo mery (Montgo mery D63) ...........................................38

13.2

Cap tain C R (Bob ) Walton (W alton C47) – fro m Captain Tony De Vere (DeVereA 47) ........................39

13.1

Donald Nelson (Nelson D53) – M rs. Marion Nelson ........................................................................................39

13.2

Cap tain Roger Neil Cu mb ers (Cu mb ers R57) – Ext racts fro m Family Eu logy (Ed .) ..............................39

13.3

Cap tain John Haines (Hain esJ58) – fro m Dav id Montgo mery (Montgo mery D63) .................................40

13.4

Timothy Pickard (PickardT63) - M rs. Pickard ..................................................................................................40

All Hands (AH2018-3) – UK Autumn 2018

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To contact the WA if you do not have an email account, write to the relevant address below.

WA Secretary: Mr C Dancaster, 41 Rowsham Dell, Giffard Park, Milton Keynes, Bucks, MK14 5JS, UK All Hands Editor: Mr C J Clarke, 19 Hitherwood, Cranleigh, Surrey, GU6 8BW, UK Editorial change: The Editor endeavours always to properly exercise the right of revision e.g. spelling, grammar, compliance with in-house standards. The author’s approval may be sought in some instances e.g. questionable text, space restrictions, inaccuracy.

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Click a page number in the above Table of Contents to jump directly to the relevant section.

Click on the email links & website links e.g. www.warsashassociation.net (log in first) which are interactive.

From the Executive Committee Chairman’s Message – Roger Holt (HoltR64)

Dear Members, Welcome to the final edition of All Hands for 2018 and I hope you will find it to be a very enjoyable read – as always, you are in for a treat. Your Editor has asked me to keep this short and as an obedient sort of fellow, I will obey his command for fear of incurring O/T or drill!

Now, talking of Editors you will be both very pleased and relieved to learn that one of our newest members has very kindly offered his services as Editor of All Hands. His name is Michael Frost and he is based in Vancouver. He will take over from Chris Clarke for the production of the next edition of All Hands in 2019. We are delighted to have Michael on board and thank him most s incerely for answering the call.

This is not the right time and nor do I have the space to express my own personal thanks to Chris for the many years of hard graft which has gone into producing three editions of All Hands every year, certainly since I became Chairman.

However, thank you Chris, we owe you a huge debt of gratitude.

The last few months of this year have been very busy for your Association and not only in the UK. Without highlighting all the activities, please refer to the Table of Contents and enjoy.

I hope to see as many of you as possible at the Warsash Association Christmas Lunch on 8th December at The Royal Naval Club & Royal Albert Yacht Club, Portsmouth and wish you all a very happy and peaceful Christmas and a healthy New Year.

With best wishes,

1.2

Roger Holt, Chairman HoltR64 (wachair@warsashassociation.net)

Editor’s Message – Chris Clarke (ClarkeC59)

All Hands Journal: Email waahed@warsashassociation.net articles or suggestions about future editions. Members who opt for a printed copy of All Hands may also like to download a printed copy here >> Journals, to take advant a g e of internet links, email addresses and colour pictures througho ut.

(AH2018-2 errata: Neil Martin (MartinN60) kindly pointed out that the photo of USSCo. ship Maori was in fact a French Messageries Maritimes cargo ship of the same name. Michael Higginbottom (HigginbottomM62) reported t h e years of service by the Rangatira should have been 1972 (not 1872) – 1986. Angela Winteridge (WinteridgeA1 8 ) - o n page 7 the picture of Robert Beaver at the June Passing Out Ceremony should read Douglas Bedford.)

It is my great pleasure to announce that Michael Frost (FrostM61), who recently joined our WA North America Branch, will be taking over from me in January as the next AH Editor. I know all members will welcome Michael (pictured right) who lives in Vancouver BC and give him the same level of enthusiastic support that I have received from members worldwide. Your support and understanding has made my task so very interesting and enjoyable. Handover to Michael will start in the New Year and I shall help him as required as he eases into the role. Michael attended Warsash as a deck cadet in 1960-1961. He joined P&O-Orient Lines in 1961 and served on a good number of ships to Second Officer. He left P&O employ in 1968 while working in its Leadenhall Street head office, emigrating to Canada in 1969. He subsequently obtained his law degree and practiced as a barrister in Vancouver until retiring recently.

All Hands has grown from 28 pages when I first became involved in 2011 to 36 pages, then 40 pages in 2014. This edition is in fact 44 pages, not intentionally but because reports of social events, AGMs and the many illustrated articles have been submitted. Thank you very much for your promptness and for your enthusiastic support. Notwithstanding we

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should not be surprised if journal output reduces next year, even if only temporarily, if that helps Michael whilst he becomes familiar with his new role. However but that will be for Michael to decide.

The featured shipping company in our next edition AH2019-1 will be South America Saint Line. If you would like to send in articles or photos about SASL, whether or not you sailed with SASL, please do so at your earliest convenience.

Finally, after seven years involvement with All Hands, I offer heartfelt thanks for the kind assistance I have received from the many members who kept me (thankfully) snowed under with articles to publish. Especially I must thank Bill Watts, Steve Pink, Bruce Smith, Alan Jordan and numerous committee members in the UK and our Branches who so patiently reviewed each draft, finding errors I often failed to see however many times I re -read the document.

1.3

Webmaster’s Message – Chris Clarke (ClarkeC59)

WA Website: https://www.warsashassociation.net Webmaster’s email: wawebmast@warsashassociation.net WA Membership worldwide is 523 (including 58 Officer Cadets), of which 495 (95%) are online (have email).

Recruitment: Membership of the WA Facebook Group has reached 202, seven at least of which have joined WA. Personal recommendation is of course the best recruiting method. If you know anyone eligible to join WA who does not yet belong, please let us know who they are and encourage them to join.

Annual subscriptions reminder: Next year’s annual subscriptions will fall due on 1st January 2019. If you have not yet set up a recurring payment order download the relevant bank account details for the UK or relevant WA Branch from the website here >>Application form (bank details on bottom half of the form).

Online members: Please be reminded a) you should keep your own personal details up to date e.g. change of address, and b) to keep your login details in a safe place. Doing that minimises the time volunteers spend maintaining the database. If all else fails and you cannot login, as a last resort, email me and I will help you out.

Orphan note (i.e. don’t know where else to put this !): If on Facebook you will enjoy this extract from a Maersk publicity film made in the late 60’s, early 70’s with scenes of docks, ships and ashore in Japan.

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WA Notices, News And Events WA UK 2018 Social Event 4-5 Oct. – Capt. Brian Hoare (HoareB62 )

4 th

October: Members and partners gathered at the Bridgewood Manor Hotel located on the outskirts of Chatham, Kent, for the 2018 AGM and Social Event. This was to be centered on an all day visit to the Historic Dockyard Chatham on Friday the 5th and a short visit to the Royal Engineers Museum Gillingham prior to the AGM on the 4 th .

Members and partners gathered at the Royal Engineers Museum at 1330hrs for a guided tou r lasting 90 minutes. The museum is housed in what I believe was the old Officers Mess and living quarters, all that is left of the old Brompton Barracks that used to house Royal Engineer (RE) regiments. Located close by is its modern replacement, the Roy al School of Military Engineering.

A guided tour was essential to get an overview of the history of the Royal Engineers and the extensive exhibits in the time available. The museum tells the story of how the Corps of Royal Engineers and how they have helpe d the British Army live, move and fight for over 300 years. Some of the highlights of the exhibitions are 25 Victoria Crosses, Wellington’s map of Waterloo, the weapons belonging to Captain Chard of Rorke’s Drift fame in the Zulu Wars, the world’s first useable guided torpedo, a huge piece of the Berlin Wall, a Harrier Jump Jet and a V2 rocket from WWII. In the grounds there was a large collection of bridge laying tanks and other heavy engineering equipment. The many galleries allow visitors to follow the evolution of the Sapper from military architect and specialists in siege craft to being the Army’s innovators on everything from diving to surveying, flying to photography and transport to combat engineering. This is an excellent museum, unfortunately not as prominently advertised as the nearby Historic Dockyard. I am sure our party would have lingered longer if possible but it was time to return to the hotel for the AGM commencing at 1600hrs.

The AGM took place between 1600hrs and 1730hrs, it was a good meeting with several important matters discussed and good participation from the floor, the full minutes of the meeting will be published on the WA Website. On completion of the AGM members and their partners adjourned to the bar to commence some serious pre dinner lamp swinging and catch-up time.

Thirty-five members, partners and guests attended the dinner commencing at 1930 with Grace said by Brian Hoare. It was an enjoyable meal with good service from the staff of the Bridgewood Manor. Overall members felt that this was one of the best hotels we had used for these occasions in terms of food, value for money and efficient, friendly service.

The traditional loyal toast was given by Reg Belcourt and following a short interval, the Chairman welcomed and introduced our guests for the evening, Chris Bostock Secretary of the Old Worcester’s Association and his wife Lesley.

All Hands (AH2018-3) – UK Autumn 2018

Capt. Bhattacharya & Roger Holt

Chris & Lesley Bostock

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John Millican, David Dearsley & Sally Hoare

He gave a brief resume of Chris’s career starting as a cadet with Shaw Savill, 3 years in Eagle Oil, returning to Shaw Savill for a further 6 years, work in the offshore industry prior to serving 16 years on ferries plying the North Sea routes. He came ashore to work for Harwich Haven Authority in the Vessel Traffic Management Service retiring as Deputy Harbor Master last year. The Chairman continued by introducing our speaker Professor Captain Syamantak Bhattacharya Dean of Maritime Science and Engineering at Solent University of which the WMA is a part. His Career began in the Merchant Navy in the late nineteen eighties, served 15 years on tankers carrying crude oil, products and chemicals.

Alison Holt, Chris & Lesley Bostock

Tony Catesby, Rosemary EwartJames and John Reeves

Anthony Ireland, Lynne Reeves & Tony Catesby

Having sailed as Captain in 2004 he came ashore as manager of a fleet of ships based in Singapore. In 2004 he was awarded a Nippon Foundation Scholarship and spent four years carrying out his Doctoral studies at the Seafarers International Research Center at Cardiff University, carrying out research into the management of maritime health and safety. In 2008 he was appointed by Plymouth University as a Lecturer and promoted to Associated Professor in 2012.

He joined Solent University in May 2016 as the Dean of Maritime Science and Engineering , leading the University’s strategic and academic development in line with the University’s strategic priorities.

John Parker and Alan Ewart-James

Reg Belcourt & Anthony Ireland

Richard Leedham, John Clarke & Chris Clarke

NB: John Clarke and Christopher Clarke are not related (fortunately for John! - (Ed.) You will find Professor Syamantak Bhattacharya’s full speech in the following section of this edition so only a few key points will be mentioned in this report. He thanked Roger Holt for his invitation and introduction and stated that , by being here tonight he was even more aware of the weight of responsibility he carried on his shoulders in maintaining the quality and reputation of Warsash. He informed us of the most recent developments in Cadet Education at Solent University and the changes in maritime technology required changes in Cadet Education to meet them. T he substantial

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investment taking place now was to meet those changes and ensure that the WMA rightly retained its world reputation as a premium maritime training facility. He gave a broad outline of how education in general had changed and the requirement for maritime education methods to also change, to meet the new types of challenges the Cadets will face in their careers.

Doug McAllister, Sophia & Alan Jordan

John Clarke, Chris Clarke & Shirley McAllister

Eileen Goldberg, Roger Lister & Celia Javan

He outlined the investment in the new St Mary’s Campus, the move to the new premises, work in progress to deliver the new simulation suites in 2019, closure of the Warsash upper site and the development of facilities at the lower site.

He emphasized that the changes at the WMA are not for the sake of change but as a premier maritime institution they were responding to the changes taking place in the wider world both on ship and in the classroom.

He related two social media posts that show that doubts about the changes are easing and that the public perception of the WMA is good. A leading shipping company executive had expressed severe doubts about the move from Warsash but had recently posted that he was wrong and that they would be returning to the WMA for cadet training, Syamantak confirmed that indeed they had this year. A local resident posted “I live very close to the campus and I would like to say how pleasing it is to see your students out and about in the area, they are smartly dressed, behave in an appropriate manner and are also very polite.”

As part of his conclusion he advised that the winner of the WA Cup this year, Matthew Gigg, has just won the MCA Officer Trainee of the Year Award, this was greeted by applause from us all. The chairman warmly thanked Syamantak Bhattacharya for his superb speech and then presented him with a WA tie in recognition of his becoming a member in the last few days, which was met with applause. The dinner ended and the evening got under way as members headed to the bar for some more serious lamp swinging.

Martin Greenwood, Peter & Eileen Goldberg

John Milican & David Dearsley

Sally & Brian Hoare

5 th October: We gathered at the restored Mast House, opened in 2016, which now forms the entrance, ticketing, restaurant facilities and at ground level, the Command of the Oceans gallery. It was immediately noticeable that the wooden building was constructed like a ship with, frames, beams, and beam knees, very evident.

This year marks the 400th anniversary of the opening of the Royal Dockyard. Prior to its closure in 1984 it covered over 800 acres but now the current preserved Historic Dockyard covers 60 acres. The surplus land has been developed into port facilities, a retail park, apartment buildings with river views and houses, schooling and a marina all built on the old nuclear submarine refit site at St Mary’s Island. In historic terms it is still best remembered for being the place where HMS Victory was built. She was floated out from No.2 covered dock in 1765 but unfortunately this historic dock was destroyed by fire some years ago.

All Hands (AH2018-3) – UK Autumn 2018

HMS Ocelot

HMS Cavalier

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The Ropery

L to R: Roger Lister, Reg Belcourt, Maureen Bowditch, Andrena Catesby, Tony Catesby, Celia Javan, Keith Javan, Alison & Roger Holt, Alan Ewart-James, David Dearsley, Sally & Brian Hoare, Rosemary Ewart-James, Anthony Ireland, Shirley McAllister, James Masson, Chris Clarke, Corinne Greenwood, Doug McAllister, Jane Leedham Peter Goldberg, Richard Leedham, Martin Greenwood

National Destroyer memorial unveiled by HRH The Duke of Edinburgh in 2007 Due to there being so much to see in a limited time we were fortunate enough to have John De Rose, one of our Chairman’s contacts, as our guide. John is a local man who started as an apprentice shipwright in the dockyard, he

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became a shipwright, continued studying and qualified as a Naval Architect. This lead to him being appointed a Lloyds Register Surveyor, later moving to the American Bureau of Shipping and finally the International Association of Classification Societies (IACS). In retirement he has been a volunteer tour guide at the Historic Dockyard.

Rope-making demonstration

The Ropery

Spinning end of the machinery

He first booked the submarine tour for those who wanted to and were able to do it, the criteria being able to go through a series of small openings feet first. This eliminated quite a few of us who have not yet completed a ‘weight watchers’ programme. Those missing the submarine tour embarked on a truncated tour of the Command of The Oceans exhibit , omitting the animated Wooden Walls section which is more suitable for school parties. After viewing several historical videos and historical artifacts , the route lead to the underfloor area of the building where the bottom timbers of the ship Namur (1756) were found during the recent renovations. It would appear that at some stage when the ship was withdrawn from service, the hull was dismantled and the bottom timbers used as a foundation for the original building.

Since then new floors were added during routine maintenance, such that future generations did not know what lay below. It took considerable research and analysis of wood samples to identify the ship.

We then moved through the Dockyard heading for the Ropery, passing three preserved ships on the way. These were HMS Gannet (1878), ex-TS Mercury on the Hamble, which saw service from the Mediterranean to the Pacific, HMS Cavalier (1944) a wartime design destroyer which was once the fastest ship in the RN fleet, and the submarine Ocelot (1962), the last Royal Navy warship built at Chatham. This was not the last ship ever built at Chatham as three sister ships were built for the Canadian Navy, the final one being Okanagan, launched 17th September 1966 and handed over to the Royal Canadian Navy on 22 June 1968. All work after that was refit and repair.

The Ropery is an impressive building a quarter of a mile long, purpose built to make the standard length of rope the Navy required at 120 fathoms. This was the depth that old sailing ships required for anchoring. Completed in 1790 it represents one of Britain’s finest examples of integrated manufacturing. To take us through the history and process of rope making we were placed in the tender care of Rose, a lady from the past, dressed in period costume and totally in character. Rose soon set about putting us through our paces and long memories were tested regarding the different types of rope and their uses e.g. hawser-laid, cable-laid and shroud-laid , names which rang rusty bells in our memories.

Start of Rose’s ‘lecture’

Rose in full flow

Sample ropes, colour denotes purpose

The first process was hatchelling which was drawing raw hemp across boards with long pins in them to produce straightened yarn. This was spun into yarn lengths which were subsequently spun into strands to form the base for ropes intended for various uses. It was graphically described to us that in 1864, with the advent of steam driven machinery and belt drives, this process became mechanized , resulting in large job losses and downgrading of previous skilled workers to base level jobs and pay. The first women workers employed by the Ropery were in 1866. They worked for low pay, mainly in the spinning room in conditions little different to those in the Lancashire cotton mills, performing extremely hard and dangerous work. Interestingly the first female apprentice in the Dockyard started training as an electrical fitter in 1971.

All Hands (AH2018-3) – UK Autumn 2018

Our tour guide John de Rose

HMS Gannet (1978)

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Destroyer names on the Destroyer Memorial

(Ed.) The hull of HMS Gannet (1878) was the hull of the hulk of TS Mercury which used to be moored on the west bank of the River Hamble upstream from Warsash near Bursledon.

After berating us roundly for our lack of knowledge, Rose took us to the upper floor for a demonstration of rope making in miniature. The real-life process is illustrated in the pictures above and this four-minute rope-making video on the WA website. On the quarter of a mile long ropewalk in the Ropery, the yarns are put through a ‘register plate’ to keep the strands separate, from where they pass to the strand tube, coming together in a uniform shape and kept tight to maintain their proper formation. Our fearsome lady from the past (Rose), selected two young lads, probably only in their late fifties to early sixties , and had them cranking each end of the small-scale wooden forming machines which twisted the sample strands into rope. No slacking was allowed. The two had to maintain the same rotation speed in opposite directions until the rope was formed until Rose was satisfied. Rose was in fact the lady’s real name, and she played her part extremely well. Next we moved to the quarter-mile long rope walk to see a full scale demonstration of rope being made in the traditional way with much original machinery. A video of the process has been uploaded to Vimeo; to see it use this link >> Rope-making video (duration 4 minutes).

We made our way back towards the basins containing the three Historic Ships , stopping for a group photograph in front of the Commissioner’s House. This magnificent house with a secluded rear garden was constructed in 1703 when the newly appointed Resident Commissioner, George St Lo, put in a request for a more substantial building to be provided for his residence. In the early days of the Historic Dockyard complex it was used as a restaurant serving lunch and traditional afternoon teas, today it raises income for the Trust as a conference and wedding venue.

At this point our party split, one group visiting the submarine and the two other ships and a party of six taking the ‘Call the Midwife’ tour. This tour is for die-hard fans of this popular TV series only, a guide in midwife’s uniform conducted a 90 minute tour of locations used within the Historic Dockyard. It is interesting to see how various areas can be made to look like the streets of London’s East End, London Docks and a hospital of the 1950s vintage. To my surprise HMS Cavalier has been used in several disguises for scenes involving boarding or disembarking from a merchant vessel as well as interior ship scenes. About half way through the tour there is a stop at an exhibit located in the old victualling stores to view various props and costumes loaned by the series ’ production company. The final walk back took us down a street often used to film the midwives going back and forth on their bicycles, several false door fronts with colonnades have been put in, that you would take for real unless told otherwise. They have made a small space behind the false door so that an actor can be filmed entering and closing and for them to hide in before being filmed leaving the building. All in all an interesting tour for fans but could be improved if a book were available showing before and after pictures of the settings.

So ended a full day, there was still much to see, the Historic Dockyard has vastly expanded its exhibits since the last visit by the WA. Our thanks to John De Rose, a personal friend of Roger Holt, for acting as our guide, without his experience we would not have seen so much in a short time. Our thanks also to Alan Ewart James and Reg Belcourt for being the organizers of this year’s event. Once again we had been blessed with exceptionally warm and sunny weather for our event, we were lucky, living locally I can certify that the following day was heavy rain throughout!

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Dinner Speech at the 2018 UK Social Event - Professor Captain Syamantak Bhattacharya

The following speech was delivered by Professor Captain Syamantak Bhattacharya, Director, Warsash School of Maritime Science and Engineering. Syamantak spent over 15 years in the Merchant Navy. Initially training a s a d eck officer cadet, he qualified in 1989 and moved up the ranks, reaching the rank of Captain after 11 years of sailing.

Syamantak specialised in the oil tankers trade, which included petroleum products, crude oil and vegetable oil. He sailed to all corners of the world and still loves to remini sce about his sailing days. After two years as Captain, Syamantak moved to a shore-based position in Singapore as manager of a fleet of tankers, responsible for its operation and safety. Since May 2016 Syamantak has held the role of Director of the Warsash School of Maritime Science and Engineering, which includes Warsash Maritime Academy.

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Greetings and thanks. Thank you Roger and good evening Ladies and Gentlemen, Firstly, thank you for your kind invitation to the University and giving me the opportunity to address you. It is a pleasure to be here tonight and to meet so many of you who have the common bond of Warsash. None of the other colleges are fortunate enough to be associated with such a dedicated group such as yourselves. I must say th at just by being here tonight, I am now even more aware of the weight of the responsibility that I carry on my shoulders of maintaining the quality and reputation of Warsash.

The change in the University and industry: It is always interesting to hear members of the association talk about their experiences with us.

The range of years covered by the membership is impressive. I am sure that you will have seen a lot of development and change over your combined years. I would like to take the opportunity tonight to add to this and share most recent developments in cadet education and their experience from choosing the career to their first watch as an officer.

Warsash is going through a lot of change. As you are no doubt aware, the School is going through a massive investments and we can already see a number of developments such as the move of the cadet provisions from its old location. We are benefiting from a large sum of investment into our facilities, rightfully ensuring that they are and crucially remain the best in world, safeguarding our position as the premier maritime training and education institution.

Just as Navigation has evolved from a flat earth, to sextants to Decca to GPS to ECDIS, and engineering has evolved from oars and sails to steam to oil and onwards to hybrid propulsion, education has also evolved in methods and techniques to ensure that our learners have the best possible experience to support them, not just in the classroom but in their careers as a whole. Today’s seafarers have different needs t han in our times which is caused by the change in the technology both on ships and in the classrooms. So, the change we are bringing in to Warsash School is in response to the change in the industry and our understanding of contemporary pedagogy.

T.S. Dufferin: My father went to sea in 1955 after getting trained in a Warsash -like premier State-run institution in India, named Training Ship Dufferin. He got trained on board the ship, which was permanently anchored two miles off the coast of Bombay, and was allowed shore-leave on a boat once a term. That was the way things were then. When the time came for the ship to be scrapped, there was great sense of sadness as those who got trained on the ship said that, ‘maritime education and training’ in any other facility can never match those delivered on the Dufferin.

Dufferin eventually was replaced by another ship but this time she was permanently moored in the Bombay harbour and among the changes surely the shore leave arrangement got a lot relaxed. Another 30 years later it was time to scrap this one too and again we heard how different MET would be from that point on. This time the ship was not substituted by another training ship but a dedicated institute that was built of bricks and cement on land but on the coast and still shaped as the hull of a ship.

We always worry about the future due to the uncertainties and when we add change to the mix the worry naturally only gets amplified, and it is but human nature to do so. I can understand the reason for the feeling associated with the move which I am sure was also how it was on the ground when our training centre was moved from Swaythling to Warsash in 1946.

Change in education: In education sector classrooms too have also changed over the years. Research in teaching and learning suggest that we must move with time. There were days when knowledge only resided in the heads of the professors and in books and when that was the case, there was a need for didactic teaching in a highly standardised classroom setting. Rote learning and exams were thus natural accompaniments of such times. But with the advent of internet and social media knowledge is no longer a prerogative to just a few. Denying it would be similar to denying the GPS navigation system.

Education and training are more interactive now where we now have to inve st in modern teaching techniques, such as digital capture of class lectures, facilitate interaction between students and thus promoting shared learning, use of the social media to give a new learning platform. We have to let the cadets build partnership with not only ‘knowledge’ but also the University, fellow students and lecturers. They are now all vehicles to access, retain and utilise knowledge.

So, the change that we are seeing in Warsash School is not a change that we are causing for the sake of it, b ut as the premier maritime education centre we are responding to the change that is taking place in the wider world, both on ships and in the classroom. As Warsash did before, for instance, by bringing in Simulation long before it was made mandatory, these changes will help us stay ahead in the game and prepare our cadets for the complex journey ahead.

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Investment and Move: These are very exciting time in our University and the history of Warsash, and in terms of Government support for the maritime world. The University is consistently moving up the league tables. In the Guardian’s University League Table which was published earlier this summer we moved 22 places up in one year, we have risen a further 15 places in The Times and Sunday Times Good University Guide 2019 and we were awarded Silver in the Government’s Teaching Excellence Framework, the same as Southampton’s other much older university which once hosted the School of Navigation. Also, we are ranked 12th in the country in the Graduate Earning Table , which indicates how much students’ earning capability increases as they graduate from Universities. In the most recent National Student Survey, our Yacht Design degrees had the highest student satisfaction for Naval Architecture degrees in the UK. Our Electronic Engineering degree had the highest student satisfaction of all 71 Electronic Engineering degrees in the UK. Overall the University had our best results ever, exceeding our benchmark targets and coupled with superb employment rates, we are very proud of the achievements of our students.

As part of the development of the University, I am very pleased to tell you that our maritime provision is receiving extensive investment, local funding and a philanthropic contribution with over £40m being invested in our maritime provision between 2017 and 2020. This is one of the largest single investments ever by the University and its preceding institutions. https://www.warsashassociation.net/site/members/view/peacocka60.htm I am sure that you have all read in All Hands the details of our official opening of our new cadet training facility by HRH The Princess Royal earlier this year. By bringing our cadets closer to the University yet maintaining a separate identity, our cadets are receiving the best of both worlds. Warsash has always been part of the University and one of its greatest USP and to give Warsash Maritime Academy its true position and embrace it even more in the University, we have brought in a change to the very name of the School to WSMSE. We have just completed the second phase of our investment, with brand new, state -of-the-art teaching facilities for our Senior Certification and Superyacht Training provision, located on our main campus in Southampton City Centre.

By the start of summer next year, we will have a new Maritime Simulator Centre at the heart of the main campus. This will be the premier simulation centre in the world, with a range of bridges, liquid cargo, radio, engin e room and crane simulators, giving us a virtual fleet on which to not only provide training and education but to undertake research on everything from human factors in shipping to control systems and processes.

Coupled with the hugely successful scale model ship handing centre at Timsbury, the Warsash name will continue to be known as the best, and I hope that you will be even prouder as an association.

I would like to reassure you that we are also retaining a major presence on the original Warsash site. We will provide new, first class facilities for Fire and Survival training, with a dedicated new pool in the site. This indeed is exciting times for us and as the Dean of the Warsash provision, I feel very proud of the difference we have made, and the investments we are putting in the University’s maritime provisions for a thriving future ahead.

Success of the move: We know that change of this scale, even backed by huge investment to make improvements, is a logistical, financial and emotional journey. Unsurprisingly, we heard about a few jitters, and inaccurate rumours due to the move but I hope that they have all been put to rest. I am pleased to tell you that cadet recruitment for this year is excellent, with many sponsors sending deck, engine and METO cadets. The credit goes to the superb effort my colleagues have put in. Our cadets in St Mary’s campus now enjoy the most advanced learning and teaching facilities in the maritime and university sector; where our lecturers now deliver their knowledge and experience with far greater support which is consistent with the rest of the University; the student accommodation is many times better and is representative of modern ships, while the proximity to the main campus h as given the cadets, access to the main library, which is open 24 hours a day at peak times, and access to all other teaching facilities such as specialist engineering, computing, robotics and hydrodynamics laboratories that we could sadly never offer in o ur old campus.

As is a routine in the University life, our cadets, just like any other University students, are able to attend academic debates and discussions with politicians, academics and business entrepreneurs. They also have a little more choice in entertainment than just the one pub, the Rising Sun and two other further down in Warsash village.

I can report to you that the success of the move has been captured in a number of ways. One of the shipping companies publicly acknowledged the following on their social media: I won’t lie, I have been a big critic to the move to the new campus… I am happy to say I was wrong… The staff at Warsash have worked tirelessly to ensure the cadets will receive an amazing educational experience and am delighted as a Shipping Company we will be returning to Warsash.

I also want to show you how the all-important reputation of our cadets, and your future members, has developed. I received the following feedback from a slightly different perspective, a local resident next t o the new cadet training facility at St Mary’s, which read:

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I live very close to the St Mary's Campus and I would like to say how pleasing it is to see your students out and about in the area. They are smartly dressed and behave in appropriate manner, the y are also very polite.

A newly joined deck cadet in Phase 1 said: "I am so happy, there are such great facilities here". He was looking to get involved with the music scene as he composes music!

Challenging to recruitment: I would also like to mention that the industry continues to find it highly challenging to recruit cadets and also when they graduate we still cannot guarantee jobs for them. Our potential cadet first needs to find out about the career. They may have family who have been to sea, or been fortunate enough to go on a cruise, or live on an island where ferry travel is part of their lives. For the clear majority of the population though, they will need to find out about the career from their school’s career advice system. Whilst this provides students with careers guidance, we are all aware of the phenomenon of “sea blindness”, and the ignorance of the general public about seafaring, despite being an island nation with a long history of seafaring. The MNTB make great efforts in publicising careers at sea, but with 5705 secondary schools in the UK, getting the message to our potential cadet is inevitably a struggle, especially as large multinational companies and the armed forces spend huge amounts of money on recru iting students. This has created a perverse culture where modern students often regard themselves as consumers of careers, shopping around the various offerings, and balancing factors such as pay, leave, opportunities, career progression and training costs, with the cheekier ones who have been brought up watching Dragon’s Den or The Apprentice sometimes trying to negotiate individual deals!

Getting jobs and centre of gravity: Once they achieve their first CoC, our successful newly qualified officer must find employment. There is a view that jobs at the end of the cadetship is often not assured and there are reports especially from the Nautilus perspective which indicate that between 25 and 50% of newly qualified officers do not get appointment after their first CoC. But that’s disputed by the MNTB as their figure indicates that roughly about 10% of newly qualified officers find it challenging to find a job. Our own statistics suggest that 95% of our cadets get meaningful jobs or in continuing education within the first six months. The difficulty is in getting the consistent statistics because it also matters when you are measuring ‘unemployment’ and who you are talking to.

Government’s SMarT Plus funding scheme will provide the additional support that will e nable the newly qualified officers to get the first 12 months of sea time. It is a great news as we as a maritime nation can only benefit from it.

It is also appropriate to acknowledge that demand for seafarers at a global scale has moved away from our sh ores to the other parts of the world. But that does not mean we let the centre of gravity shift away from us. In the past the most common means to get to the top of the sector was through serving a full or nearly full time on ships, followed by a stint in the office and moving up to head up a large organisation. Therefore the mechanism to retain all the top jobs in the country and therefore the centre of gravity began as a cadet.

But I am sure you will agree that things have moved on. The route to the top n o longer necessarily has to start as a cadet and certainly the need to serve on ships is no longer that long. What we do in Warsash is prepare our cadets and students in the maritime field for the wider world. We ensure they acquire wider skills, such as interview skills suitable for graduates, polish their CVs, and make the most of social and professional networking events. As I hope you can see from this brief narrative, our modern cadet has to have a range of knowledge, skills, behaviours, talents, aptit udes and abilities, coupled with resilience. We must provide an education system that does this, to the very best quality, within the time and budget! Our teaching methods, techniques and technologies must therefore evolve, in just the same way that the skills of the seafarer must progress to meet the new challenges of shipping, and we have to do all these so that we retain the centre of gravity in the UK. Concluding remarks: Before we end I just wanted to let you know that officer cadet Matthew Gigg, our c adet on Jan 2015 start HND programme, who was awarded the Warsash Association Cup by Roger Holt, Chairman, Warsash Association, earlier during this summer’s passing out has won this year’s Maritime and Coastguard Agency’s Officer Trainee of the Year award. The panel were extremely impressed with Matthew’s academic prowess and personal achievements. The award will be presented on 10 October 2018 at Trinity House. Congratulations to Matthew and also to the Warsash School colleagues who have supported him in h is journey.

This, I am sure, also reassures you that Warsash School of Maritime Science and Engineering is just as good today as it was when you were there. I would like to end by thanking you for your continuing support to Warsash, for listening, and I hope you enjoy the rest of your evening. Thank you.

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UK Remembrance Ceremonies (Warsash and Tower Hill)

WA Remembrance at Warsash - Captain Tony Catesby (CatesbyT58) 100th Anniversary of the Armistice 1918 on 11th November 1918 : The 2017 Remembrance Day ceremony had been expected to be the last one held at the ‘old’ School of Navigation in Warsash, however this year we were again able to remember at the site we knew so well, those lost in wars including 13 known ex-cadets.

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Despite having to circumnavigate the local village ceremony which closed off access from the Fareham direction, we managed to navigate our way successfully to Newtown Road, and to stand before the mas t with Red Ensign proudly flying just before eleven.

The weather had been forecast as ‘passing showers’ (p.) however as we approached the Hamble area over Bursledon bridge the skies slowly cleared to present a beautiful blue sky (b.) which lasted until well after our ceremony. The service commenced shortly before 1100 with prayers, followed by lowering the Red Ensign to half-mast by Sam Samuels, an engineering instructor at WMA, who kindly took care of all our arrangements on the day. Christopher Clarke (1959) sounded the Last Post which was followed by John Millican reading the Ode of Remembrance, Two Minutes Silence and finally the RN Reveille bugle call.

Here we were, standing outside what is now known as ‘Coastguards’ which in our day was the cadet block, listening to a sound that we had once dreaded prior to tumbling out of our bunks for yet another 0630 run up Newtown Road and back.

George Angas then recited the ‘Kohima Epitaph’ before the ensign was again hoisted ‘close up’ and a further prayer followed before we adjourned to the Library foyer. Here we remembered not only the 13 cadets named on the memorial but also all 36,743 who gave their lives whilst serving the country in the Merchant Navy between 1939 and 1945, and those who died in the Korean, Falklands, Gulf Wars and the many other areas of conflict over the past one hundred years. In our thoughts also was the National Act of Remembrance, this year being the 100th anniversary of the Armistice as observed throughout the land and in many other countries.

Captain Alec Miller (1940) laid a wreath on behalf of the Warsash Association and the names of the 13 cadets on the plaque’s Roll of Honour were read out. As but one example Tony Catesby cited the case of Cadet AMC Lloyd who, on his first ship since leaving Warsash, was lost at sea on passage from Australia to Wellington in the NZS ship Turakina which was sunk by gunfire from the German raider Orion on 18th August 1940. Cadet Lloyd had been at South Stoneham with Alec Miller. Alec recounted for us tales of Cadet Elliott, another named on the plaque, and the jolly japes they got up to while at the school, clearly having a good memory from 1940. We concluded with a poem ‘In Waters Deep’ recited by Captain John Reeves.

About 30 persons attended including six cadets who had taken a taxi from St Mary’s to be with us, a local Scouter with a young Beaver and a Wolf Cub. Thanks must go to Suzanne Galloway, Administrative Officer from the Warsash Campus and Sam Samuels for making the necessary arrangements for our day.

MN Tower Hill Remembrance Ceremony – Robin Mallam (MallamR60) Armistice Day – now more often referred to as Remembrance Sunday - is recognised and celebrated very widely across the United Kingdom marking the end of the fighting during the Great War of 1914/18. The most famous celebration is of course at the Cenotaph in Whitehall with HM the Queen. I can remember being taught as a small boy that gentlemen will always salute or doff their hats when passing the Cenotaph Memorial. There were many other Parades and Acts of Remembrance on Sunday 11th November in London this year (and every year) – although most are ignored by the BBC News.

The Memorial Parade I am writing about is the one which takes place every year at the Merchant Navy War Memorial in Trinity Gardens on Tower Hill, close to the River Thames (the London River), Trinity House and the Tower of London. No surprise that the Merchant Navy slips below the radar of the BBC. But it isn’t just the BBC; for many years I have attended the Ceremony at Tower Hill to lay a wreath in honour of the Masters, officers and men of my old company, Shaw Savill & Albion (the Shaw Savill Line), who were lost at sea during both World Wars. On most years I am asked in the days before Remembrance Sunday if I am coming to join in the ceremony at our local village War Memorial. I answer that I cannot because I am laying a wreath in London and this always provokes the response, “Oh, you are joining the parade at the Cenotaph, then”. Then I have to explain about the Merchant Navy Memorial. Admittedly I live in a Hertfordshire village about as far from the sea as one can get in the U.K., but this provokes a slightly puzzled stare and “Oh, really?” No one has heard of it, but that is their loss.as I tell them it’s a far more select gathering than the Cenotaph because we get fewer politicians!

The service is arranged by the Honourable Company of Master Mariners. The MN Memorial itself is a low, unassuming building designed by Lutyens, but somehow effective and affecting. It is well worth a visit. In the o pen building are the names of the Merchant Ships, and their crews, who were lost during the First World War. So many

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names! There is a sunken garden immediately to the North where the names of the ships and crews lost during the Second War are inscribed on a surrounding wall. So many more names!

Those attending the Service meet in Trinity House whilst the Wake Band plays. There was a small Guard of Honour from HMS President, the RNR London HQ and Sea Cadet detachments. The Church service is led by Rev’d Reg Sweet, Padre to the Hon. Company and ex-RN. Then the first wreaths were laid by the Master of the Hon Company Capt Rob Booth, the Deputy Master of Trinity House Capt Ian McNaught and Rear Admiral Tim Hodgson representing the R.N. Following the VIPs a total of 75 wreaths were laid by representatives of many M.N. organisations and charities. It’s difficult to be selective but to name a few of those attending: The RNLI, Nautilus International, the RMT Union, the UK Chamber of Shipping, the Marine Society, the Watch Ashore, Maritime and Coastguard Agency, the Association of Old Worcesters, the Conway Club, the old Pangbournians Society, the Maritime Volunteer Service, the Nautical Institute, London Nautical School, the Company of Watermen and Lightermen, BP Sh ipping, RFA and many other shipping companies.

It is quite a short service but includes a bugler sounding the Last Post and Reveille, the two minute silence, prayers for those lost, three well known hymns including ‘For those in peril on the Sea’ and the National Anthem. Afterwards wreath layers are invited to a reception in Trinity House and a much larger gathering of spectators repaired to the welcoming warmth of a Wetherspoon’s pub, the Liberty Bounds, close by for food, drink and a lot of reminiscing.

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WA UK 2018 Christmas Lunch – (HoareB62)

Our annual UK Christmas Lunch will, as previously notified, be held at the Royal Naval Club and Royal Albert Yacht Club in Southsea on Saturday 8th December 2018 at 1230 for 1300 hours. A report will appear in the next journal edition.

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Australian Branch News – David Montgomery (MontgomeryD63)

All photos can be viewed in the website (login first) at this gallery >> 2018 WAAB AGM & Reunion 14 Nov. WA Australia Branch 2018 AGM – Wednesday 14 th November 2018: The Australia Branch of the Warsash Association held their Annual General Meeting overlooking the Hunter River entrance (Newcastle, NSW) on a cloudy but warm Australian day. Despite having spent a most pleasant evening at the famous Customs House Hotel the previous evening, seventeen members were still able to spend an hour and a half reviewing the actions of the past year and making plans for the year ahead.

M ichael Hall-Thomson, David M ontgomery & M ichael Gray

John M arshall, David Williamson, Neil M artin, Vera Williamson & Erica M artin

Mick & Julie Payze

Following the acceptance of apologies (a record number, 34) and approval of the 2017 AGM Minutes the meeting observed a minute’s silence in memory of our two members who had ‘crossed the bar’ since the last AGM, John Haines and Bob Walton. During the Chairman’s Report, Mike Higginbottom spent some time dealing with the need for all the sea schools’ past pupils associations to join together on a more regular basis. In welcoming four new members, the Membership Secretary also emphasized the need to recruit new members to ensure the Association continues to be relevant into the 2020s.

Paul & Jude Ringe

Tricia & Richard Toone

Barry & M arcia Keeble

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The meeting agreed that the 2019 AGM and Reunion would be held in Brisbane in October with the date to be circulated in December. It was agreed that the New Zealand Branch be invited to join with us and that an invitation be extended to the Conway, Worcester, Pangbourne Group to the Reunion Dinner. The meeting also acknowledged the considerable amount of energy and time expended by many and particularly Chris Clarke in the maintenance of the Web Site and Facebook Page and especially “All Hands”.

Bunny & Carol Hayward

M arie & Des O’Connor

Richard (ex-Worcester) & Diane Pocock

Following the meeting, the group accompanied by their wives , moved to the river for a cruise around the harbour and buffet lunch on board the ‘Bay Connections 1’.

Alan & M aria Knott

Tina & M alcolm Burgess (ex-Conway)

Jean & Peter Hay (ex-Worcester)

In the evening the group was joined by guests from both Worcester and Conway Associations, ex Warsash Cadets wh o it is hoped will be persuaded to join and the Padre from the Mission to Seafarers who warmly welcomed us all to the Port of Newcastle.

Chris Coy with Carol Hayward & Vera Williamson in the background

John Harding & Tony Savill

David & Vera Williamson

The following day ten ex-cadets, along with two ex-cadets (who were staff members) acting as guides, visited Port Ash to see how Pilots and Harbour Masters and trained ‘down Under’. Port Ash is the only such establishment in the Southern Hemisphere and the only one of the five world-wide which is independently owned and operated.

Reminder - Blue Star Line Reunion in Australia – Alan Knott (KnottA59) - In March 2019 ex-employees from Blue Star Line (sea-going, deck and engineering, and shore-side) are gathering in Melbourne, Australia, in order to renew acquaintances, chew the fat and no doubt share a glass or two of beverage. So far, whilst still seven months out from the date, we have 85 firm indications from attendees including six from the UK and eight from NZ. We are also hoping that Robin Vestey of the Vestey Group (past association with Blue Star Line) will be able to be with us as well.

The reunion is to be held at the Crowne Plaza (not the Crown Casino) on 1 – 3 March 2019. If interested in attending please contact Alan Knott at knott@melbpc.org.au for further details. All are welcome.

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New Zealand Branch News –Tony Peacock (PeacockA60)

A full set of photos can be viewed in the website at this gallery >> 2018 NZ AGM 1 Nov NZ Branch AGM and Reunion: The venue for the three day get together was the beautifully maintained Princes Gate Hotel built in 1897. The hotel was adjacent to the Government Gardens in Rotorua, which were looking beautiful in anticipation of the royal visit of Harry and Megan, who happened to be in Rotorua for the first day of our function. A number of our members and partners were lucky enough to get a close up of the happy couple as they strolled through the Government Gardens.

Above left. L to R: Tony and Rosie Noonan, Robyn and Bill Cobb, Tony and Lois Peacock, Barbara Adair Craigie Lucas. Centre: Waiting to board Lakeland Queen. Above right: Dinner, Amazing Thai Restaurant, Rotorua. Left: Adair and Barbara Craigie-Lucas, Margaret Payne, Rosie and Tony Noonan Right. Jane Robbins, Tony and Lois Peacock, Tony Payne, Mike Pigneguy, Warwick and Fay Thomson .

In the evening a total of 20 members and partners met in the bar of the hotel for drinks before a short stroll to the Amazing Thai Restaurant for a tasty dinner. The following day members and partners met for a lunchtime cruise on the Lakeland Queen - New Zealand’s only stern wheel paddle-driven vessel which was built in Rotorua and modelled on the famous paddle river cruis e vessels and designed to specifically operate on Lake Rotorua. Two more of our members joined our group for the cruise and lunch.

Above left. L to R: Jane Robbins, Fay Thomson, Dee Pigneguy, Mike Pigneguy and Jennifer Daish, Centre: Lunch aboard Lakeland Queen, Rotorua. Right: Dave Williams, Tony Peacock, Bill Cobb, Ken Watt and Adair Craigie-Lucas Later in the afternoon we were delighted to welcome Geoff Fowler and Ted Hubbard from Master Mariners Tauranga.

The AGM was held, during which Adair Craigie Lucas was re-elected as Chairman, Bill Cobb as Treasurer, Tony Peacock as Secretary/Membership Secretary and Mike Pigneguy as Events Director. Next year will be the New Zealand Branch’s tenth AGM. It was decided to mark this milestone by holding the 2019 AGM and get together in Wellington where it is hoped our lower North Island and South Island members will also attend.

Above left. L to R: Post-AGM dinner. Dee and Mike Pigneguy, Dave Williams, Ted Hubbard, Tony Payne, Darrell and Jennifer Daish, Barbara Williams. Centre: Lakeland Queen (lunch-time cruise). Right: Fay and Warwick Thomson, Geoff Fowler, Julienne and Ken Watt, Larry and Jane Robbins.

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After drinks in the bar, members and guests met for dinner in a private room in the hotel, followed by a most interesting talk by Mike Pigneguy on cruising around Greenland and the Inner passage. A bonus was the decision by our two Master Mariner guests to join the New Zealand branch.

Chairman’s Report by Capt. Adair Craigie-Lucas to WANZ 2018 AGM: Ladies and Gentlemen, I have great pleasure in presenting my second annual report as Chairman of the New Zealand branch of the Warsash Association.

The New Zealand branch of the Association has navigated the similar safe course as followed in previous years. The year commenced with our AGM which was again held in the NIWA offices in Auckland’s Viaduct area on 15th October 2017. That meeting followed the usual format, reading of minutes, election of officers etc. After the formal part of the meeting I had the pleasure of addressing the meeting and showing photographs of my visit to the old School of Navigation campus just a few weeks earlier. Unsurprisingly the place was almost unrecognizable to many of those present. With the subsequent move of the College to new premises in Southampton one wonders how much longer it will be before that prime piece real estate is sold for housing. When that happens, as surely it must, it would be nice think at least some of the new land-owners may be aware of the recent history of site. The legacy of Capt. Wally Wakeford and the largely unrecognized part the cadets and officers trained there have subsequently played in building the world economy since the end of the Second World War. At our AGMs we are usually able to attract an interesting guest to address the meeting and last year was no exception.

Our guest speaker was Capt. Jon Moore, ex-Reardon Smith master, stevedore at Port Moresby, Whangarei and Napier.

Then Tauranga harbourmaster and deputy harbourmaster at Port of Freemantle. Jon is currently Chief Executive of Northport, Whangarei’s relatively new deep-water port. Jon gave us an interesting talk on some of his experiences in “Smiths of Cardiff” and subsequent career followed by an interesting presentation, accompanied by an impressive video, outlining the “Vision for the Future” for Northport. Following the AGM, Members, partners and guests enjoyed the usual very pleasant lunch and opportunity to catch up, gossip and tell the usual “salty stories” as ex mariners are inclined to do.

WANZ normally hold a mid-year “get-together” and this year our excellent committee arranged a trip to the headwaters of Auckland’s Waitemata Harbour for lunch at the, appropriately named, Riverhead Tavern. Plans for such a trip in 2017 had to be cancelled for various reasons but on this occasion all Mike Pignéguy’s efforts were rewarded and on 23rd March, 12 members, accompanied by partners and guests, boarded a Red Boat ferry and had a thoroughly enjoyable day out. Although the weather was positively autumnal with squally showers it did not put a dampener on the occasion. Despite the driving rain and blustery conditions on the return trip to Auckland, your Executive Committee even managed to hold a meeting on the upper deck of the ferry at which plans for our AGM at Rotorua were progressed.

Membership during the past year has again made a small, but significant increase. As last year we lost one member due to resignation but gained two. A very warm welcome to James Welford (WelfordJ95) and Colin Batty (BattyC78).

On a serious note, I never cease to be amazed at the amount of work that your committee puts in to make these events happen. Particular thanks must, yet again, be given to Mike Pigneguy (PigneguyM63), who has filled the position of Events Director. Mike is largely responsible for arranging this hotel, even to the extent of spending a night here a few months ago to ensure that the venue was suitable for our Members. The support given by our secretary Tony Peacock and our treasurer Bill Cobb has, as previously, been absolutely outstanding. With apologies for the engineering simile, you are the engineers that keep the vessel under way. Thank you gentlemen, sincerely, thank you.

It has been my privilege to be your Chairman for the past year. Again, not a difficult job but one which has been made even easier due to the efforts my fellow committee members. My tenure does expire at this AGM but I have been nominated and will serve a further term if elected to do so. Thank you ladies and gentlemen.

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North America Branch News – Captain Stan Bowles (BowlesS69)

To view all photos login to the website and click here >> 2018 North America Branch Reunion Dinner Vancouver BC The Vancouver Marine Industry 2018 BBQ: This year’s Industry BBQ was held on 11 August at the usual venue – the back garden at Captain Stan/Christine Bowles’ residence. Fifty -six attended from across the marine spectrum including members of Conway, Worcester, and Warsash.

The usual valve-blocking fare was provided and a potluck from those attending, washed down with copious amounts of a beverage of choice, rounded off another successful event.

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Above left: Foreground – Lanna Hogson (International Shipowners Alliance) talking to Captain John Lewis (Athel Line & SeaFire Training); facing the camera, Captain J. Ruether (Master BCFC); background, Captain Guy Thompson (Retired ex TC) talking to Kate Armstrong (Seaspan Compliance Manager); to the right of Captain Ruether, Robert Lewis Manning (President BC Chamber of Shipping) Above right: Left to right – Tom Tranter, Cargo Surveyor; foreground, Joan Whitaker wife of Captain David Whitaker (retired Conway); Ann Tranter; Captain Don Tranter (retired Conway) and Gul Mangat wife of Captain Raman Mangat (ex Stolt - Warsash).

WANA Dinner Victoria BC 17 thNovember 2018: The weather was perfect and company charming! The reservation was for 1830 hrs at ‘The Q’ in the Empress Hotel, Inner Harbour. Q represents Queen and country, a nod to Queen Victoria, with a twist on royalty. A singular letter, for a singular place. The Restaurant is located in the most storied room in Victoria and stays true to the building’s unique heritage. Rich cherry wood ceilings and spectacularly detailed mouldings honour the past. The Empress Hotel was opened 25th January 1908.

It is a Château-styled building and one of Canada's grand railway hotels, designated as a National Historic Site of Canada.

Dinner at the Q dining room was exquisite AND we didn’t have to queue! On the menu; rack of lamb, bison short ribs, steak, salmon, sable fish, duck and pork. All delicious and beautifully presented. It was hard to fit in a dessert but a few were enticed with extra spoons!!

Overall, a very enjoyable fun evening catching up with life’s happenings with interesting people.

3 3.1

L to R: Bill & Carol Dancer, John Clarkson, Roger Purdue, Christine Bowles, Raman & Gulsham Mangat, Vivienne Siddall nee Bowles, Christine & Stan Bowles, Judith & Michael Frost

Warsash Maritime Academy News - WMA Website Latest Scale Manned Model Joins the Fleet

Solent’s new Chancellor, Theo Paphitis, joined Deputy Vice-Chancellor Julie Hall to officially name the latest vessel to join the country’s largest fleet of scale manned models at our world -renowned Ship Handling Centre. Eternity is a 10metre model representative of an Aframax-sized ship – a medium sized oil tanker designed to fit through the Panama Canal.

The 1:25 scale ship model joins the existing fleet of 10 vessels that are used for training ship’s officers and pilots in the art and practise of ship handling on the purpose built 10-acre inland freshwater lake at Timsbury, near Romsey.

Eternity was designed and built by Gosport-based QinetiQ, who are also in the process of constructing a second vessel, representing a Suezmax-sized ship – the largest tanker able to transit the Suez Canal when fully laden. Commenting on the new model, Julie Hall said: “This valuable addition to the fleet demonstrates our continued commitment to and investment in our world renowned maritime facilities and training.

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“Ships are getting larger and waterways and ports more crowded, so scale model training is more important than ever.”

These scaled vessels are part of the University's ongoing multi-million pound investment in maritime training provision.

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New WMA Maritime Simulation Centre

WMA has announced that the contract has been signed for the delivery of our new maritime simulation centre. The contract has been agreed with Wärtsilä, a global leader in smart technologies and complete lifecycle solutions for the marine and energy markets. Scheduled for completion in spring 2019, the new facility will be the largest ship and port simulation training centre in the UK and is the next big step forward in Solent’s Warsash School of Maritime, Science and Engineering wider investment plans.

Syamantak Bhattacharya, Dean of the School, said: “The simulatio n centre will be a central pillar of our maritime education, training and research programme and we are pleased to be able to call on the global experience and extensive industry knowledge from Wärtsilä as the project now gets underway. Wärtsilä see this p roject as their UK showcase and I’m delighted at the level of product innovation this will bring to the University,” Syamantak continued.

The new marine simulation centre will provide a state of the art facility with: six full-mission navigational bridges; engine simulator and HV training; GMDSS training; liquid cargo handling simulator; crane operation simulator; four multi-purpose desktop simulation classrooms; four debriefing rooms/classrooms; unrestricted access to Wärtsilä ship models and navigational areas.

The centre will also offer the opportunity for several new specialist training courses, including: Dynamic positioning, Vessel traffic management, Offshore and onshore crane handling, ice navigation and integrated navigation/ engine/liquid cargo training.

3.3

WMA 2018 Deck Cadet of the Year Felix Amoreth

Felix Amoreth was one of the three Officer Cadets who attended our 2017 UK Christmas Lunch (Ed.). Felix, WMA’s 2018 Deck Cadet of the Year, tells how he got involved in maritime, the challenges of life at sea, and where his career is taking him.

‘Before coming to Warsash Maritime Academy I was a maths teacher in Angola, but I got a scholarship from a major oil company to study instrumentation. I travelled to South Africa, where I was s upposed to start this training, but after a year the company advised me that studying nautical sciences would suit me best, as they needed marine expertise. I was a little reluctant in taking the advice as this would change all my plans, but in the end I accepted the challenge!

Do you feel like your studies helped you to prepare for a career in the industry? It was very difficult for me to adapt at first, in a new study environment and in a new country where the language constituted a barrier. The combination of tuition phases and sea phases really helped me – first to figure out if this is what I really want to do, and second to better understand the career at sea. When I qualified as a deck officer, I knew that I was ready to go out and get a job as an officer.

What was the best thing about your tutors and lecturers ? The thing about the lecturers and tutors which differs from the lecturers I used to have at college, apart from their professionalism and experience, is their connection with the students. They were very social people and always keen to help. They would answer any question, help with doubt or worries before exams, or even during my sea phases. They treated us as proper seafarers already, like peers.

What was your first sea phase like? Was it what you expected? My first sea phase was a real challenge. Because of my background I knew almost nothing about the industry – I’d never been at sea nor even in a single cross -channel ferry. I was like a blank piece of paper. After spending a few months in preparation for my first sea phase, I went straight on board a ship, not knowing much. Officers on board expected me know lots, but I wasn’t meeting their expectations. I got shouted at, I got angry, I cried...

I was about to give everything up, but I remembered that I had accepted the challenge and I was there through a scholarship programme which wasn’t easy to get in my country. So I had to motivate myself and find ways to overcome all the storms! I started reading more books, asking more questions and learning from everyone and any activity. I was getting along with officers and the crew. In the end I started enjoying being at sea and I got a nice performance report.

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What was your favourite memory from your time at Warsash?

I made a few very good friends, both lecturers and students, but my favourite memory was participating in the Sail4Cancer liferaft challenge – spending 24 hours stuck in a liferaft out on the river. It was a great experience, and great to raise money for a good cause.

Did the Academy or University give you any help, support or advice when you needed it? Both the Academy and the University helped me in various ways. The biggest help was when I changed my surname and I needed to get a new biometric residence permit – I got help right from the very start of the process until I finally got the permit.

What did it feel like to pass out from the Academy? How was your passing out ceremony? What seemed to be impossible, I’d finally accomplished: being a merchant navy officer. It was never something I planned before coming to Solent, but slowly became part of my life and my goals. At the passing out ceremony, the actual feeling of becoming an officer, with family, friends and relatives to behold the great achievement of ours… it was indeed a great ceremony.

And six months after my passing out ceremony, I was invited back to receive an annual award: Deck Officer Cadet of the Year 2018. For someone who had lots of difficulties and uncertainty at the start of the course, it was a prou d moment.

Where has your career so far taken you? As a cadet I have been almost everywhere: around Europe, America, Asia, the Middle East and Australia. The most memorable place I have been to was Istanbul. There was a very nice view when crossing the Turkish Straits, and I was the one driving a 63,000-tonne oil tanker through, under the command of a pilot, with a current of seven knots against us. I got some good shots while passing through Turkey to the Black Sea – after changing the man on the wheel, of course!

What tips would you give to someone wanting a career in maritime? This is a challenging and demanding industry.

It takes nothing from you; it gives you qualities and abilities which make you capable of facing any trouble or difficulty in any area of your life.

If you want a career in this industry, confidence, courage, humility, respect, teamwork, initiative are a few of the important qualities to have. However, don’t worry! You will develop them anyway, if you’re keen. Knowledge and experience come with time and dedication!”

3.4

WMA Officer Cadets at RBL Festival of Remembrance

Five Warsash cadets represented the Merchant Navy in the services muster at the Royal British Legion Festival of Remembrance on Saturday at the Royal Albert Hall on 10th November.

They were (L to R): • • • • •

Arthur Slack ( FD Deck, Chiltern Maritime sponsored by Maritime Educational Foundation) Lindsay Johnstone – Jan16 FD Deck – sponsored by Princess Cruises Calum Wright – Jan 16 HND Deck – Chiltern Maritime sponsored by Maritime London Claire Allan – Jan 16 HND Deck – V Ships sponsored by X-Press Feeders Clive Austin – Jan 16 FD Deck – SSTG sponsored by Evergreen Marine (UK) Ltd

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Cadets’ Photo – January 1969 Entry

4

The names in the photo below taken in July 1969 have been kindly supplied by John Gurton.

Back row L to R: Dave Balderston (Port Line), Dave Hewitt (Blue Star), Paul Tucker (Ellerman), Adrian Craggs (Ellerman). Keith Moger (Ellerman).

Middle Row: Andreas Christodoulides, Dave Brock (P&O), Kingsley Likukutah (B&C), Gordon Alexander (Koch) (B&C), Stan Bowles (P&O).

Front Row: Chris Dowty (Ellerman), Frank Bowen (Ellerman), Jamal Othman (Ocean), Ed Tan (Ocean), John Gurton (Ellerman), Dave Monk (Ellerman), Sam Hussein (Ocean).

New Joiners Since AH2018-2 – (Editor)

5

We offer a very warm welcome to the following new members who have joined since the last All Hands journal.

WAAB = Aus. Branch; WANZ = NZ Branch; WANA = North America Branch. *Denotes ‘Member (WMA Staff)’.

OC = Officer Cadet Title Name Mr Ms Ms Captain Mr Mr Mr Mr Mr

6 6.1

Michael Frost *Suzanne Galloway *Angela Winteridge Patrick Gates Colin Humphreys Richard Regan Geoffrey Fowler Ted Hubbard Robert Page

Total Since Username

2018 AGM WA Year

9 Country

Enrolled

FrostM60 GallowayS18 WinteridgeA18 GatesP74 HumphreysC82 ReganR70 FowlerG60 HubbardE50 PageR71

1960 2018 2018 1974 1982 1970 1960 1950 1971

WANA UK & Ireland UK & Ireland WANA UK & Ireland WAAB WANZ WANZ UK & Ireland

21/10/2018 21/10/2018 21/10/2018 21/10/2018 28/10/2018 03/11/2018 09/11/2018 15/11/2018 17/11/2018

Elder Dempster Lines Short History of EDL

Alexander Elder was born in Glasgow in 1834. He was the son of David Elder, who for many years was manager of Robert Napier and Sons , the engine and shipbuilders and the brother of John Elder. Alexander Elder served as chief engineer of Columbian, an iron barque of 2189 tons fitted with a 400 horse-power auxiliary engine. This vessel, built

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for the Australian run, was chartered by the French in 1855 and saw service in the Crimean War. In 1856 Alexander Elder joined W. and H. Laird to act as superintendent engineer for the African Steamship Company.

John Dempster was born in 1837 in Penport, Thornhill, Dumfriesshire where his father, William Dempster, was builder to the Duke of Buccleuch. The Dempster family moved to Birkenhead in the 1840s and J ohn joined W. and H. Laird as a clerk in 1851 when he was aged fourteen.

Elder Dempster and Company began its commercial activities on 1st October 1868 when John Dempster made it his business to circularise all potential customers: "I beg to inform you that this Company intend to dispatch, early in January next, the first of their line of Steamers, at present being constructed on the Clyde for trading between Glasgow, Liverpool and the West Coast of Africa.

"The Steamers are to sail monthly, and the ports which it is intended shall be called at are Sierra Leone, Cape Palmas, Cape Coast Castle, Accra, Lagos, Benin Bonny, Old Calabar and Fernando Po, but should sufficient inducement offer, arrangements will be made for their calling at other ports, either on the outward or homeward voyages. The Steamers are being specially built for the African Trade and, besides being comfortably fitted up for passengers they will have extensive cargo space, which will enable them to carry rough goods at moderate rates.�

Elder Dempster Shipping Limited was formed in 1899. Among their ships were the liner SS Monterey and the steamer SS Montezuma, which in early 1900 were both chartered as transport ships for British troops destined for South Africa during the Second Boer War. In 1900 they established a direct steamship service between the United Kingdom and the West Indies. In 1932 Elder Dempster Shipping Ltd, together with the African Steamship Company, and the British & African Steam Navigation Company, came under the Elder Dempster Lines name.

Belgium Congo: In the late 19th century Dempster held a shipping contract with King Leopold II to ship goods and supplies to and from the Congo Free State. E.D. Morel, the main activist in the movement to expose the abuses of Leopold in his private colony, first realized the discrepancy in value trade goods being sent to the Congo while working for Dempster. As much as 80% of the goods being shipped to the Congo on Dempster ships were ammunition and other weapons. From this shipping information Morel deduced the extremely aggressive tactics being used by Leopold.

The company operated from British ports, mainly Liverpool, where it was based, to West African destinations. It ran numerous cargo ships and a small number of passenger liners. Before the Second World War its passengers liners were Accra and Apapa, built in 1926 and 1927, plus its flagship Abosso (11,330 GRT) which was launched in 1935. In the Second World War the company lost a number of ships to enemy action including both Accra and Apapa in 1940 and Abosso in 1942. However during the war its passenger services continued to run between Liverpool and West Africa, escorted by British submarines. Among its passengers were students from British colonies such as the Gold Coast and Nigeria awarded imperial scholarships to study at Oxford and Cambridge universities, such as the Gold Coast student P. K. Owusu on his way to study English literature at Queens College, Cambridge in 1944.

The company expanded, taking over a number of other shipping companies between 1951 and 1965 one of which was British & Burmese Steam Navigation Co Ltd which was purchased in 1952. The chartered ships were retained on the West Africa routes while P. Henderson & Co. continued to manage the Burma traders. In 1967 the six day war closed the Suez Canal causing Henderson's service to Burma to cease and their last three ships transferred to Elder Dempster routes. When the Nigerian National Shipping Line was formed in 1957, Elder Dempster took a 33% stake, selling in 1961 to the Nigerian government.

Ocean Fleets: In 1965 the company came under the ownership of the Ocean Steamship Company (Blue Funnel Line).

By 1970 all stock in the former Shaw, Savill & Albion Line had been transferred to Elder Dempster.

Delmas-Vieljeux: The end for the Elder Dempster Lines name came in 1989 when it was bought by the French firm Delmas-Vieljeu x, although the company continued as a shipping agent until 2000 when it was wound up.

Non-Shipping Interests: At the end of the 19th century the company had been instrumental in forming the Bank of British West Africa (renamed the Bank of West Africa in the 1950s, and subsequently acquired by the Standard Bank).

From 1935 to 1940 the company jointly operated Elders Colonial Airways based in Nigeria, together with Imperial Airways, for passengers within West Africa. The onset of WWII saw the end of this joint venture. At the height of its power it controlled the lands from Ijora-Olopa to Apapa in Nigeria's Lagos port area, the Nigerian Ports Authority grew out of the structure created by Elder Dempster. British Railways Merchant Navy Class steam locomotive 35030 was named Elder-Dempster Line after the company.

A comprehensive history of Elder Dempster Lines obtained from http://www.elderdempster.org can also be downloaded from the WA website here >>EDL History.

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My ED Apprenticeship - Mike Thurman (ThurmanM62)

My sea-going career actually started when I attended the School of Navigation, Warsash from May 1961 to April 1962.

I was not honoured with a rank while I was there so ended up as a Senior Non-Exec. I was not accepted by any Shipping Company (Royal Mail, Furness Withy failed interviews and Blue Star not accepted for interview).

After leaving Warsash, I worked for my father for a while and was able to carry out my (anorak-carrying) hobby of train-spotting! During one of my trips out I found myself in Liverpool and standing outside India Buildings (the home of Blue Funnel and Elder Dempster Lines). On a whim I decided to go up to the ED’s office to see if there were any apprentice’s jobs going. After having advised them that I was ex-Warsash, I was accepted within five minutes. I was advised that I would be joining my first ship within a month and so went home, with my indentures to be signed by a Surety and Witness.

I was duly called back to Liverpool mid-June to complete the remaining formalities (provision of Discharge Book, ID Card etc) and packed off down to Tilbury to join the m/v Dixcove.

After reporting to the Chief Officer (and NOT saluting this person with stripes a la Warsash - thank goodness) I met my fellow apprentices and the other Deck Officers, before being introduced to the ‘Old Man’. We sailed that evening for the West African coast (first port Freetown and thence down as far as Lobito in Angola). Luckily all was fairly quiet and we apprentices carried out our normal duties of chipping, teamaking, lookout, cargo watches etc.

Right: mv Dixcove (1959-1979) We proceeded back up the Coast, loading for Norfolk, Baltimore, Philadelphia, New York, Montreal, New York and Halifax, the usual cargoes - cocoa, bulk latex, bales of rubber, logs and sawn timber. Thereafter we loaded US exports for the West African Coast. Whilst in Baltimore, the Master gave each apprentice $7 each to go to Washington to se e the sights. We went on the Greyhound bus along with the Purser, Writer and Chippy. Whilst looking through the fence at the normal view of the White House we heard a series of wolf-whistles (hate crime these days). We turned round to see six rather presentable young ladies in three rather large American cars. Never one to turn down a challenge, we got talking and they offered to take us to the ‘ball game’ (Baseball - Washington Senators v Los Angeles Angels). After the game they gave us a lift back to the Greyhound bus station - all extremely platonic, but had we been there longer ..?

The remainder of the voyage was pretty tame compared to our American interlude as we went back down the Coast and back up again loading, this time for the UK. We arrived back in Hull after five and a half months, after, what was one of the most enjoyable voyages of my time at sea. Then it was back to earth with a bump - my father had to drive me to Liverpool to join my second ship (Tamele - below) on Christmas Day. As the dockers were actually working (overtime payments for them) I was told to go down No. 3 Hatch to ensure the dockers were not pilfering the cargo - cartons of Guinness. Needless to say they were and quite open about it as well. I am ashamed to say (not) that I jo ined them for a few and came out of the hatch feeling no pain. The Chief Officer told me later on in the voyage that he sent me down the hatch to do just as I had done and that it was my Christmas present from him.

We sailed early morning Boxing Day and arrived back in Bromborough on February 14th , missing the 1962/63 atrocious winter. Lovely to see everyone at home, milk bottle white whilst I had the most wonderful suntan. The voyage outward itself was uneventful. We carried about thirty, mainly West Afric an, passengers on the voyage outwards to Freetown, Lagos, Victoria and Port Harcourt together with the normal UK exports of salt, sugar, cement, vehicles, machinery and the odd toilet pan. Homeward we carried around twenty West African passengers plus carg oes such as palm oil and palm kernels which were destined for the Unilever plants at Port Sunlight, hence our destination, Bromborough. I left the ship at Bromborough to be told that I would, after a short leave be attending the Mid Apprenticeship Release course at Riversdale Tech, staying at River House, the Elder Dempster accommodation at Aigburth.

To say that this period was where I learnt how to enjoy life properly would not be far from the truth. We (both ED’s and Blue Funnel cadets) learnt how to both work hard and play hard. We worked at the college during the days and visited the clubs of Liverpool (of which there were many) in the evenings (and sometimes nights). Weekends was taken up by sporting activities - either going to a match or playing in one. To be in Liverpool at the beginning of 1963 was, in my opinion, an honour.

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This MAR course was also an introduction to the Blue Funnel ‘middies’, many of whom I am still in contact with. It was three months well spent. After MAR I was appointed to one o f ED’s mail boats, the Accra (see below), which did thirty-one day voyages to Las Palmas, Freetown, Tema, Lagos (Apapa), Takoradi, Freetown, Las Palmas and back to Liverpool, where she spent eleven days.

Right: mv Tamele (1944-1967) On my second voyage the vessel experienced some of the worst sea conditions possible, southbound off the Portuguese coast. The vessel rolled so badly that quite a few of the passengers were injured and the grand piano, which was normally in the forward pas senger smoke room, ended up in the midships cocktail bar in matchwood.

Right: mv Fourah Bay (1961-1978) I also fell out of my top bunk at about three o’clock one morning! I did three and a half voyages on Accra and left her in Lagos to be transferred to the ED cadetship Fourah Bay (see above). I joined the FB on 25th October 1963 and left her on 24th August 1964 having done three and a half voyages North Continent - West Africa - North Continent.

There were 18 deck apprentices on board at any one time, 16 hands, a Head Man (Bosun) and a 2nd Headman (Lamptrimmer). Half the hands were on watches and the other half on day work doing all the work normally carried out

by ABs and the like. Each voyage was approximately 11 weeks in duration and during this time apprentices learned all manner of seamanship as well as all the bridge requirements, ably taught by the Training Officer (normally a Chief Officer of vast experience). On my third trip I was fortunate to become 2nd Headman and on my fourth trip, Head Man, which gave me vast experience which I could carry forward into my life as a Deck Officer. As mentioned previously, our voyages on the FB were from the North Continent to West Africa. Our favourite port was of course Hamburg, which was booming with the Mersey Sound at the time. All the popular clubs were visited nightly whilst we were there, especially the Star Club and the Kaiserkeller to see all the musical legends of the time. Beers were often taken at the Zillertal.

Upon leaving the Fourah Bay I was advised that I would be attending the second of the Mid -Apprenticeship release courses in Liverpool, staying at River House as previously. Whilst the first MAR was a lot of fun (as well as quite hard working), this MAR had a much more serious outlook, as I was approaching the time of completion of my apprenticeship and the first of my professional exams - 2nd Mates.

Even so, we still managed to enjoy ourselves in our off periods, playing rugby against the likes of the Police Cadets, Bangor Normal College and Wallasey. Below – 3rd Officer Mike Thurston.

Winchman on the Accra (promotion at last!)

Out for a stroll at Tema

3/O on mv Mamfe at Takoradi

I finished the MAR course by taking the Radar Observer course at Gladstone Dock in Liverpool and was then posted to the Eboe to sail from Tilbury to the Coast. On this vessel we carried twelve passengers out to Nigeria. As it so happened, the Eboe was the flagship of Elder Dempsters at the time and had the Commodore as Master (a little too much bull for me, I‘m afraid - caps on at all times, even on the 12 - 4 watch at night). Still, I knew I would be leaving

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the vessel somewhere on the Coast. So, it came to pass that, upon sailing from Lagos northbound , the Master received a message from Head Office in India Buildings that I was to be dropped off at Takoradi to await the arrival of the Freetown, which was loading northbound for the USA. I stayed ashore at Takoradi for a couple of days and then joined the Freetown (see below) at the buoys while she was loading logs. What a difference in attitudes on the Freetown compared to the Eboe – i.e. dress for comfort and not for looks. From Takoradi we went to Monrovia to load four deep tanks full of latex (one of the usual cargoes from West Africa to the USA). As far as I can remember, we then went to Freetown to load piassava (fibrous product of palm trees used for brooms and other purposes) and to drop off the Kruboys (ethnic group from eastern Liberia and Sierra Leone signed-on as labour on the Coast who lived aboard, sleeping under hatch tents and in the fore-peak).

The one thing I remember about this Atlantic crossing was one day we were sunbathing in 80F heat and the following morning we awoke with snow on deck, emphasising a big difference between being in the Gulf Stream and out of it.

Upon arriving at Norfolk we found the eastern seaboard ports in the grip of a longshoreman’s (dockers) strike. Luckily we managed to get a berth opposite the Donga (another ED vessel). As the vessel was only one year old there was very little pressure when her first surveys were carried out during the first week alongside.

Then it was parties all the way - well not quite, but it was all very relaxing and we did have the odd party. At one stage we ‘chartered’ a Greyhound bus for a tour round the historical places in the area i.e. Jamestown, W illiamsburg and Yorktown. A good day out was had by both ourselves and chaps from the Donga. After three weeks of idleness the longshoremen decided to return to work and it was back to normal working. Our itinerary in the USA was Norfolk, Baltimore, Dundalk, Philadelphia, Paulsboro (where we loaded two deep tanks of detergent for the OMO factory in Lagos - great stuff for cleaning boiler suits), New York, Boston and Halifax. It was then back to the normal hard graft of the West African coast where we found we would be loading for the North Continent.

My apprenticeship was completed one day before we arrived at Tenerife (loaded drums of bitumen for Antwerp and took on bunkers) so I was allowed the day off when we got to Tenerife. Needless to say I was not fee ling too brilliant when I was called for stand-by at 0400hrs the next morning. It was quite an uneventful run to Antwerp from Tenerife, arriving on the morning of 17th May 1965, whereupon I was relieved by another Cadet Officer and I was repatriated to UK that day. My apprenticeship was over at last!

6.3

Dramas on the West African Coast 1951-55 – Captain Michael Butcher (ButcherM51)

With Paddy Hendersons on charter to Elder Dempster: Certainly the most dramatic scenario of my time with Paddy Hendersons (known as Paddys) occurred on my first voyage as a cadet. This was featured in All Hands 2015 -3, pages 13-15 so is not repeated in this article. It referred to a number of minor incidents culminating in my being paid off wit h appendicitis in Monrovia, Liberia. Then, after the operation and 10 days rehab in the hospital, being repatria t ed a s a DBS during which time other minor dramas occurred.

The following three examples are more akin to circumstances which are quite likely to have been experienced by o t h er fellow seafarers of my time. Finally, the above heading should include the fact that Elder Dempsters actually bought out Paddys but whilst I was with them Hendersons continued to manage their own vessels.

The Cat O’Nine Tales: I joined the mv Kadeik, a new build, in January 1952 for my second voyage and served on her for two and a half years. She was a happy ship and was the first 'white' crewed ship in the fleet. The first master, Captain Ramsay, was close to retirement and after that second voyage, he was replaced by Captain ‘Snowball’ Thompson. We were all warned about this strict disciplinarian but, in retrospect, I don’t believe he was that bad and the only unfortunate incident I had with him was when he told me to throw the ship’s cat overboard!

We had been berthed in Hull during one voyage, discharging cargo, when this little kitten appeared on deck and we cadets took care of him. He was a lovely little pure bred tabby and we fed and pampered him, ensuring he had a proper ‘kitty litter box’ etc. Unfortunately the maritime rules demand that any such animals had to be declared to customs and registered as being aboard.

We were ignorant of this at the time and the Old Man knew nothing of the cat’s presence until we reached Lagos in West Africa. He did a regular inspection of the ship once a week, wearing white gloves etc. and was horrified to notice the cat on this occasion! How he’d not seen it earlier remained a mystery. Anyhow he held me responsible and gave me the order.

Following a 'council of war' with my fellow cadets, I offered a compromise to him which he accepted and which we promptly executed. We had met the cadets on an Elder Dempster ship at the adjacent buoys and they agreed to take him as they had a number of cats and reckoned they were never counted! We hastily packaged up the cat and his belongings, hired a manned canoe and relocated him to his new quarters. Problem solved, with honour. The Old Man was advised that the cat had been disposed of and all was well.

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Fatal Accident: After obtaining my Second Mates Certificate I returned to Paddys in order to get some first -hand experience on the bridge before moving to another company. I was appointed Third Officer of the Koyan, a sister ship of the Kadek. Theoretically she was a better and later model being built in a superior shipyard – Dennys of Dumbarton.

I was delighted at first, as she had been on a long term charter to Shaw Savill Line sailing to Australia and New Zealand. Disappointment again when I boarded her to find she was off charter with SSL and was going to West Africa for Elder Dempsters. The second ‘shock’ was to find the Master was none other than Ginger Aitken, my old C/O from the Kalewa. That however, turned out not to be a problem as we actually got on quite well. He had greater responsibility, more to think about and had mended some of his gruff and wayward behaviour patterns!

We sailed from London on 8th March for a three month voyage. The Chief Officer was a man from the Outer Hebrides and a first class seaman. The 2nd Officer was a quiet and experienced Scottish officer, and very helpful and patient waiting for me, when we took noon sights. I was as slow as a snail calculating these in the beginning but improved as time went by, as he gave me a helping hand. Generally, the three of us worked well together as a team both at sea and when supervising the Kru Boys, discharging and loading.

We were discharging cement alongside the Port Harcourt Wharf in Nigeria when a sling collapsed on the way out of the hatch. The bags fell, crushed and killed one of our elderly Kru Boys in the hold. It was a most traumatic experience for us all having to retrieve his body, lash it to stretcher and haul it out using the same ships gear that had killed him.

We were aware that similar incidents were quite frequent on the Coast but had never previously experienced it. It was apparently deemed to be an unfortunate accident and we were never called upon to provide evidence or the like.

Anchors Aweigh: This second incident could easily have been equally fatal. All the companies trading to the West Coast would be familiar with the ports in the Niger Delta. They would also be aware of the need to wait for the suitable tidal heights to cross the notorious bar at Escravos. On this voyage we were departing from calls at Sapele and Burutu and some distance from Escravos we had to anchor in a small river 'lake' to await the tide. The tidal effect at this spot was particularly strong.

We were all at Stations with the C/O on the bow with ship's carpenter awaiting the order from the bridge to drop the anchor. I was on the bridge with the Captain when he gave the order. The starboard anchor went out with a rush and, lo and behold, the chain had gathered so much speed, he was unable to stop it with the windlass brake. Eventually the cable end was ripped from the internal housing and flew out o ver the bow where the C/O was standing. How it missed him was a miracle. Although both clearly shaken, they acted quickly and the port anchor was slowly lowered using the ships power to stem the tidal effect until the anchor bottomed and held on. The starb oard anchor and chain was left to rot at the bottom of the lake!

Needless to say, we all breathed a sigh of relief as we crossed the bar and entered the open sea without further incident, homeward bound. As I left the ship and the company at the end of the voyage, I heard of no enquiries or repercussions.

On a lighter note: Arriving off Las Palmas, I was on the bridge with Captain ‘Ginger’ Aitken when the pilot came aboard. As per usual, the pilot greeted him amiably and said in his Spanish accented English "gouddamunnink, Capitan, amminyprapalers"? (or words to that effect). "Ginger" was totally bemused, turning to me and asked "what's he saying?” Fortunately I had heard the gist and said "He wants to know how many propellers we have, sir.” "Ah, thank you" said Ginger - and relayed the position to the Pilot.

6.4

ED Scenes ‘On the Coast’

These scenes ‘on the Coast’ with EDL have been sent in by Captain Peter Lambie ( LambieP69) and Pauline Brown who is the sister-in-law of WA Member Jeremy Wheatley (WheatleyJ61). Pauline Brown’s husband Peter who sadly has crossed the bar, sailed with ED and studied for his tickets at Warsash.

Captain Peter Lambie

Freetown

R. Congo, approaching Chaudron d’Enfer & Matadi

View westward at Takoradi

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Pauline Brown

6.5

Lagos ‘side’

mv Kaduna with logs on deck

Airing lifeboat sails

mv Kaduna alongside

Circular fishing net in Lagos

Loading logs

2/O Peter Brown, Nana Creek approaching Sapele

Deck passengers disembarking via Mammy chair at Sassandra

mv Kaduna berthed at Bathurst (renamed Banjul 1973)

Not ED But ‘On the Coast’ – John Marshall (MarshallJ59)

Requests for ED–related stories triggered the following recollection by John Marshall of his days on the West African Coast in the 1960s with Palm Line.

The year was 1968 (50 years ago) and we were homeward bound on mv Badagry Palm with nearly a full load of West African Produce weighing approximately 7,200 tons deadweight, which consisted of such cargo as logs, sawn timber, plywood, bags of cocoa beans, bags of ground nuts, bags of bones, and other items as well as two deep tanks containing about 600 tons of palm oil. We had successfully completed our voyage south to various ports in West Africa discharging general cargo which had been loaded in UK, and were now homeward bound, for England.

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At this time I was Second Officer, keeping the 12 - 4 watch, and the ship was sailing in a northerly direction towards Dakar in Senegal, which was (and probably still is) a major bunkering port. The day before we were due to arrive at Dakar to take on bunkers which would give us sufficient fuel to reach England, Captain George Holyman the ships Master came onto the bridge shortly after lunch, while I was on watch. He was carrying a radio message in his hand which he gave me to read, saying "do you think this is genuine, or some kind of a joke?”.

Right: mv Badagry Palm The radio message, which had been received by the Radio Officer, was from the Palm Line’s agent in Dakar and addressed to the Master mv Badagry Palm. It asked “do you have sufficient space on board for the following cargo 100 anchors ranging from half to one ton each, one cage of monkeys, one cage of lions, one caged leopard, two vintage cars and a stuffed alligator?” I couldn’t help smiling as it was a most unusual message. In this day and age all communications between ship and shore was via a radio room which was located next to the bridge and manned by a Radio Officer who used Morse code to send and receive messages. VHF was in its infancy an d only had a range of about sixty miles and Telex, GDMSS and mobile phones were still a long way in the future. It was decided that the message could be genuine so a provisional stowage plan for ‘this cargo’ was drawn up accordingly.

At about ten am the following morning we reached the port of Dakar, picked up the pilot and approached our allotted berth. From some distance away a large truck and trailer could be seen, parked on the wharf and written in large colourful letters on the side of the truck was ‘Jimmy Chipperfield’s Film Services’. Seeing this answered some our questions as most of the crew knew that Chipperfield’s was the largest and most well-known circus family in England.

After berthing and clearing customs etc. a young lady came on board to s ee the Captain and discuss the loading and stowage of her precious animals, this lady’s name was Mary Chipperfield, she was dressed in smart khaki suit with matching hat and carried a whip, she looked the part and was very business -like. We already had logs loaded on deck at several hatches, however there was sufficient deck space adjacent to #2 on both sides to load all of the anchors there, they had apparently been used to secure buoys etc in the port area and were so old that they had been sold for scra p. It was decided to load the cage of lions and the cage with the leopard on number four hatch which was immediately aft of the accommodation, this would afford the animals with the best protection from the weather, the vintage cars were put on number five hatch and covered with tarpaulins, and the stuffed alligator was put in the tonnage hatch. Stuffed ‘alligator’ should of course have been crocodile as the alligator is an American animal. Perhaps the ships agent didn’t know that, or perhaps it was an alligator and the film director thought the movie audiences would not know the difference! The lion’s cage was about the size of a 20 foot container and was divided in two as it contained two adult male lions. The cage of monkeys never eventuated.

The lions were not happy being swung through the air hanging from a derrick, so Mary Chipperfield decided that she would take the leopard out of its cage, put it on a leash and walk it up the gangway while it’s empty cage was being loaded onto number four hatch. This was done and the animal behaved like a well-trained dog, meanwhile most of the native shore labour wisely took cover behind the cargo shed and all of the crew kept out of harm’s way, myself included.

Mary Chipperfield explained how these animals came to b e here and why they were being shipped to England. The story was that the animals were all trained circus animals born and bred in England and had been shipped out to Dakar about nine months before to be used as props in the making of a movie called The No rthern Star, which was a movie set in about 1920 or so and featured Ursula Andress the Swedish actress who also starred as the first Bond Girl. An animal keeper/trainer joined the ship to look after and feed the animals for the journey to Avonmouth, Englan d, and sufficient suitable meat was also loaded to feed the animals.

The voyage proceeded uneventfully and the weather was relatively calm. I have memories of feeling slightly uneasy when standing in the dark on the wing of the bridge on a calm night in th e tropics at two am or so in the morning and hearing a low growl, so I instructed the AB on watch with me to check the lions cage on a regular basis.

The only regret expressed by some of the crew regarding this unusual cargo and story, was that we didn’t g et to meet Ursula Andress.

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Polar Mariner (Extract 2) – Captain Tom Woodfield OBE (WoodfieldT50)

Captain Thomas Woodford was a Warsash cadet in 1949-50. He served his time with Port Line before taking up an appointment on the RRS Shackleton which supported Antarctic expeditions.

Having been promoted and after several years serving as Master on other survey ships, he came ashore in 1974. Captain Woodford then joined Trinity House until his final retirement, upon which he became an Elder Brother. The following extract is the second one I have taken from his book ‘Polar Mariner’ published in 2016 by Whittles Publishing who kindly gave their permission.

Polar Mariner which is illustrated with many photographs, is a very interesting and well written book (ISBN 978-184995-166-1). Further extracts will follow in later editions of All Hands. Starts Part 2 AH2018-3 Book page 40 Second Voyage – Relief of Bases and Royal Visit: The first part of my second voyage south aboard Shackleton commencing in October 1956 took us initially, as was always to be the case to Montevideo and Port Stanley. Then, on this occasion onward for my first visit to South Georgia followed by a tour of the northern bases. Montevideo for us was always to be a pleasant stopover synonymous with a warm sun and welcome from friendly people, good food, particularly charcoal grilled beef or chicken, assado, fresh salad, fruit, cheap wine and the purchase of leather goods. On just this third visit to the port, however, our view of the apparently laid back innocent nature of this capital city began to alter recognizing the underlying skullduggery, corruption and political intrigue that was rampant here.

Royal Research Ship RSS John Biscoe withEmperor penguin.

The burnt out shell of the dockside Post Office where we had deposited our letters twice on the previous voyage bore witness to the story that no mail entering it for a year or more had ever left it again. The employees similar to those in many other of the Uruguayan Government departments, doing nothing other than to collect their wages. Ultimately they had set fire to the entire building including its contents to clear the backlog.

During our short stay much activity was observed upon the quay on which we were berthed and across which a small Uruguayan naval vessel was also alongside. Men in boiler suits adorned with badges and emblems and wearing caps swarmed the dockside and seemed to be supporting divers around the little vessel during an afternoon and well into the evening. The following day, that of our departure, we were interrogated as if being complicit to the removal of their bronze propellers. Thieves had actually stolen them from underwater with all the obvious implications of a blind eye being turned on the part of their crew. More tales of Montevideo come later but for the moment finally on this visit our departure was delayed because several Fids (Falkland Islands Dependencies Survey personnel) had been jailed overnight for rowdiness in a dockside bar, turned out at dawn to sweep the streets, and not returned to the ship until their task had been completed. The young crew, led by their more experienced members, knew which bars to steer clear of around midnight to avoid this well-known entrapment by police patrols. We shuddered to think what thoughts our owner might have hearing that her Royal Research Ship was nearly impounded for being involved in stealing the propellers from the warship of a foreign navy, and half her scientists put in jail for drunkenness.

Years later I learnt a trick from Captain Johnston that could be used, though not too often, when faced with false accusations or hypotheses leading to implausible and impossible demands in ord er to extract larger bribes, usually in the form of whisky. It was to mumble comments such as ‘the young lady would not approve of this’, and introducing and underlining in purposely broken Spanish that the owner was female and of the very highest standing .

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As an awareness that something unusual was dawning to the handful of banditos, alias police, customs and immigration officials, the second stage of the farce would commence. I would produce the ship’s register which displayed our ownership in the name of Her Britannic Majesty, keeping a thumb firmly over the subsequent phrase ‘represented by the Government of the Falkland Islands’, and understandably on the part of both parties never letting go of the document, for never did one let the ship’s register pass into the hands of anyone else.

The ruse had a magical effect, for Uruguayans are not only very pro British but also hold Her Majesty in great esteem. Finally, on this occasion, escaping the avaricious clutches of the Montevideo officials and the amorous, though still pecuniary ones of the striking girls, we left Montevideo, and the muddy waters of the Rio de la Plata and their officialdom, heading for the Falklands.

Capt. Woodfield’s wife Ella with friend

Stanley, South Georgia and the South Orkney Islands: On this, our first visit to Stanley this season, we stayed for fourteen days, unusually long compared to later calls. We not only had cargo to land for our sister ship and items both to discharge and load from our stores depot but had bu ilding materials for the erection of a base and a prefabricated hut which had been partly assembled ashore to take aboard. A further delaying factor was that a quantity of stores for the bases had been shipped directly from London to Stanley on the Falklan d Islands Company (FIC) charter vessel and we had to await her arrival and their discharge to receive them. The Falkland Islands Company, the major land owner and commercial operator in the islands at this time, with just over 50% of the farm land owned by them and the main supplier of goods and materials to the whole community, owned their own small passenger c argo vessel, R.M.S. Darwin. This plied on a regular almost monthly basis between Montevideo and the islands. She made an initial visit to Stanley on each round voyage bringing a small number of passengers, many of whom would have joined her from vessels of the Blue Star or P.S.N.C shipping lines, out of the U.K., and likewise trans-shipped cargo. She would then make a passage around the camp, as the outlying countryside was known, from El Campo, the Spanish/South American term for it, calling at most sheep stations discharging stores and, during the appropriate months, load wool before a final visit to and sailing again from Stanley for Montevideo with northbound passengers and cargo.

However, the FIC required further shipment of goods to and from the isla nds and chartered for a quarterly visit to Stanley a small Scandinavian freighter and it was upon her arrival that we waited. On this occasion, once ready to sail south with all but our deck cargo, we initially made the fifty mile passage to Rincon Grande, the settlement at the head of Salvador Water, a major inlet on the north of the East Falkland island to load mutton carcasses. They were destined for the government station on South Georgia which we were to visit prior to heading south to the bases. Retur ning to Stanley we then loaded drums of kerosene, aviation spirit, acetylene and hydrogen bottles and other dangerous goods on deck, topped off with timber, sledges and other lighter equipment that could withstand the weather, and then sailed, once again looking more like Steptoe’s cart than a Royal Research Ship.

A quiet passage was made to Grytviken on South Georgia where Argentina de Pesca operated a busy whaling station on the inner shores of the bay beneath Mount Hodges. On the starboard hand entering the bay there was firstly a small hillock upon which stood the very prominent white commemorative cross to Sir Ernest Shackleton. His grave was in the cemetery amongst those of whalers and seamen across the bay close to the whaling station, fo r it was here at Grytviken whilst at anchor aboard the Quest in 1922 that he suffered a heart attack and died. Then to starboard was a spit of land, King Edward Point, upon which there were several bungalows housing the government officers, and a small wooden jetty at which we berthed.

Emperor penguin reception party

The Magistrate/Administrator headed a small team which included a Customs/Shipping Officer, for during the season there were some 3,000 personnel based on the island operating at or from this and the other three whaling stations there. There was a meteorologist who received weather reports from the whaling fleets and issued forecasts of a general nature over their very extensive grounds.

There was a policeman and indeed a jail. Although the conditions of employment of whalers was such that the stations were alcohol free, there was a great deal of illicit distilling of spirit, from the likes of boot polish, and liquor was acquired from visiting ships, often in exchange for engraved whales teeth, scrimshaw work, causing drunken

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disturbances at times. Our ships Captains were magistrates of South Georgia and the Dependencies and could, amongst other penalties, lock people up for disorderly behaviour or worse, but the only incumbent of the jail I had eve r to incarcerate was Duncan Carse, the actor, explorer, who played Dick Barton on the radio, and who once made a one man expedition to the island. He liked to tipple a bit and used to make himself a nuisance aboard a visiting ship, and consequently had to be shut away for a few hours to cool off. There was no FIDS base here at this time so our stay was only for a few hours to make our deliveries. For that reason and for fear of an avalanche we did not walk the beach path beneath the precipitous scree and snow slopes around the bay to see the whaling station on this occasion. Our awareness of avalanches was very much heightened by the recent death of the whaling station manager from such an incident when returning from a visit to the administrator one evening . He, Ken Butler, had been a Fid with Fuchs at Stonington Island in 1948.

Having done all that we had to there we were soon underway again towards the bases. The first call being that of Signy Island within the South Orkney group. Rounding the eastern end of South Georgia, in sight of Clerke Rocks, actually substantial islands, which had among their group some islets humorously named Nobby and the Office Boys, here, as was often the case, we met a multitude of bergs some still afloat and underway but mostly grounded. Their origin was the ice cliff eastern shoreline of the Weddell Sea between some eight to twelve hundred miles to the southward from which they had calved, possibly as enormous tabular bergs, then drifting south, west th en north on that sea’s circulatory current they may well have travelled twice that distance before grounding in the shallows of this island’s extremities, then to break into a myriad of more minor but still very large icebergs.

As Cape Disappointment faded astern, named by Captain Cook in 1775 when he recognized that he had only discovered an island and not the fabled Terra Australis which he sought, we came upon my largest berg to date. Having weaved a tortuous path amongst the earlier fragmented bergs an d their associated bits and growlers, the latter often very difficult to see in the seaway, this monster was visible almost from horizon to horizon. Even then by nature of its irregular shape and observing only the face presented directly to us and the rad ar, we could only guess at its size, certainly more than twenty five miles across one axis. Some two hundred feet in height above the water and about five times that below, and extraordinarily uniformly flat topped we conjectured upon its total weight an d how long it would take to disintegrate completely. With the onset of dark, as Mount Paget just short of ten thousand feet, caught the last rays of light on its rose tinted summit, distant some one hundred miles on the quarter, the wind dropped.The sea and sky merged into a single opaque entity enveloping and merging with our Goliath, which as if by magic disappeared from our sight in the twilight, to bring an end to a spectacular day.

Neither South Georgia nor the South Orkney Islands had been on our previous season’s itinerary so I was sailing in the Scotia Sea for the first time. It seemed a grey, stormy place with much loose ice, and rarely any sun to lighten it, lying as it did across the latitudes of the circumpolar trough and thus directly in the path of the majority of depressions. Yet, because of the islands at its northern and southern boundaries, of South Georgia and the South Orkneys, which were the breeding grounds to so many birds their proliferation across this gloomy stretch of water was a welcome relief when making a passage here, as were the whales frequently sited from their blowing whom we would dearly have liked to warn away from these killing fields.

RSS Bransfield ‘snug alongside’

Many aboard read, or re-read, the accounts of Shackleton’s boat journey during this passage marveling at their achievement in the twenty-four foot James Caird across exactly these waters.

We made our landfall on Powell Island in the South Orkney group, one of the two islands of about 1,000 feet in height lying adjacent to the Washington and Lewthwaite Straits which in turn separated the two major islands of the group, Laurie and Coronation. The Straits were another berg alley, full of those grounded and much loose ice once again emanating from the Weddell Sea and made for some incredibly tortuous navigation. The main islands have an east/west axis of about 70 miles and rise to about 3000 and 4000 feet respectively. Heavily glaciated they make a fine sight approached in good weather. Discovered by the sealer George Powell in 1821, accompanied by the American Nathanial Palmer, they were named by James Weddell, who struck so adventurously far south of them, when ice conditions were incredibly favourable in 1823, to allow him to penetrate that sea which n ow bears his name.

The next important visitor who deserves mention was Dr. W.S. Bruce who established a scientific and survey sta tion on Laurie Island in 1903. I believe him to be a rather neglected man in the history of Antarctic exploration, although it is said, whilst a good leader, dedicated to his purpose and single-minded, he was a difficult person with whom to deal, and not the best self-publicist, which may account for the little complementary written about him. He cut his teeth whaling, visiting the Falkland Islands in 1902/1903, then developed as a naturalist and was offered such a position by

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Scott in 1900. This he declined, frowning upon Scott’s main objective of reaching the Pole rather than it being science; but also wishing to lead his own expedition. This he did but being rejected for financial assistance by the Westminster Government he determined to finance his expedition in Scotland and made it the Scottish National Antarctic Expedition. His aims were to penetrate and survey the Weddell Sea, chart some of its coastline and survey and study the wildlife of the South Orkneys. He purchased and renamed as the Scotia a very strongly built Norwegian whaler, a three masted auxiliary barque, which was found to be in very poor shape. It cost him dearly to refit and modify her but the resultant vessel was one of, if not the best, polar research ships of her time. He created a base on a bay on the southern shores of Laurie Island where he carried out meteorology, magnetics and biology.

During the winter of 1903 the Scotia overwintered at Laurie Island, and then in the following summer penetrated to 74 degrees south in the Weddell Sea, determining the seabed contours. He also established the existence of the shoreline, linking it correctly with Enderby Land which lay to the eastward, calling his discovery Coats Land after the Coats Brothers, thread makers of Paisley, his original and one of his major sponsors. To achieve this he overcame considerable difficulties with ice and weather, and became entrapped for a winter by the pack ice at his Laurie Island base, which itself was nearly washed away by an onshore storm during his voyage to the southward. He had three men in his party from the Argentine which indicates a liaison with that country and because of lack of sufficient support from the U.K government, on leaving his base in 1904 he handed it over to Argentina. Their continuing occupation from that date until the present, keeping meteorological records throughout and other intermittent scientific observations makes this the longest continually manned station in Antarctica, and led Argentina to claim sovereignty of the island group by way of that continuous occupation.

Scientifically, the keeping of those records and the baseline it sets is of tremendous value in the context of climatology.

Dr. Bruce went on to establish the Scottish Oceanographical Laboratory. He has nothing major named after him other than two small islands, but the mournful sea we had just crossed to the northward of this island group bears the name of his ship the Scotia, as does the island arc which envelopes it and the bay at Laurie Island in which she wintered.

Outrageously, and I believe, because he worked outside the Royal Geographical Society and beyond the sponsors and supporters of Scott, particularly Sir Clements Markham, despite his expedition being an outstanding success, particularly scientifically, he was never awarded the Polar Medal.

We, ourselves, landed a small summer party on Fredriksen Island to study seal and marine biology, and actually came across a handful of fur seal there, a rare find then for they were almost entirely extinct. We then made our way to Signy Island, which lay immediately to the south of Coronation Island, barely a mile across the Normanna Strait. Within Borge Bay on Signy’s east coast was a tight but comfortable inner anchorage with close and protected access to a small wooden jetty originally built by whalers around a sunken barge which had been maintained by the base personnel since their occupation of the site.This inner anchorage, Factory Cove, had been named and used extensively by whalers between 1910 and 1930 and remnants from their activities could be found abundantly along the shoreline. Our present station to which we now brought stores was the successor to a depot hut p laced on the islands in 1946. The move to its present position took place in1947 when it became a permanently occupied site. Dr. Richard Laws, a young scientist, amongst those initial incumbents, the following year, initiated an important and con tinuing biological programme. He, similar to Sir Vivian Fuchs, albeit a geologist, and our Director, between 1950 and 1973 spent time on research in Africa before becoming a committed Antarctician, and followed Fuchs, as our Director in 1973 holding the post for my last year with the Survey and then until 1987.

Signy Island is an altogether more visitor friendly island than its larger neighbours. Hardly glaciated except for a small permanent plateau ice cap, its highest point just short of 1000 feet, it has only minor peaks of little significance. Apart from steep cliff faces it can therefore be traversed relatively easily and we were well rewarded walking and scrambling over it, perhaps with too much enthusiasm as we gradually learnt over the ensuing years. The island is an outstanding example of the Antarctic maritime region. In summer a great deal of bare rock emerges from beneath the snow. The snow as it melts away off the rock and on the snow slopes turns beautiful shades of pink from the snow algae within it.

The bare rock then reveals to a very large extent lichens and mosses. My knowledge of the flora has been gle aned primarily from listening to Dick Laws, therefore I believe I can do no better here than to quote the following from his splendid book – ‘Antarctica – The Last Frontier’, where he writes “Half of the ice free surface of Signy Island is covered with lichens, and mosses are quite common, but Antarctica’s two flowering plants are less abundant.

The low growing lichens on the sea coasts, some of which can live 4000 years or more here often grow in colourful stripes, from black and brown around the bases of the cliffs to bright yellow and orange at their tops. Among the mosses here, the tall moss turf is one of the most striking forms of Antarctic vegetation. This forms peat banks up to three metres deep, whose bases regularly date back more than 5000 years. Even apparently dead black moss peat which has been buried by ice for a century will regenerate when it becomes exposed. Because all these plants forms grow very slowly in Antarctica’s cold conditions, they are very vulnerable to disturbance, particularly trampling; on Signy Island there are human footprints clearly visible decades after they were made.”

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In hindsight, fortunately, a great deal of our exploring the island on this and subsequent occasions was done by initially taking a ship’s boat to find a quiet cove, land and thence trample ashore. Nevertheless, I dread to think how many footprints we left for posterity. Fresh water lakes enriched by the detritus from seals and birds added to the interest of the flora and fauna.

There were rookeries of penguins, and Chinstraps, Macaroni, Adelie and Gentoo all seen whilst Petrels large and small, Cape Pigeons, Sheathbills, Skuas, Shags and Terns were all found nesting, and across the Normanna Strait, the mile wide separation between Signy and Coronation Is lands, we took a trip at dusk, to witness the incredible mass exodus of Prions from their nesting holes on Cape Hansen, to feed at sea. Of the many seals, always intriguing and entertaining were the gargantuan Elephant Seals wallowing and belching, the bulls inflating their probiscii and fighting, usually a young male invading an older bull’s harem of cows. Within the base the marine biologists had set up holding tanks full of a variety of creatures and insects collected from beneath the underside of pack ice and from the seabed.

Right: Captain Woodfield manoeuvring in ice It was an eye opener to learn what lay beneath the surface of our often apparently barren sea. The weather held up well during this my first visit and allowed our work to be done without interruption leaving us time to enjoy the magic of a very special part of the planet. There was no hint of the difficulties in appalling conditions with which I was to be faced some years later. This time we wished we could have lingered longer b ut an impending visit by Prince Philip aboard The Royal Yacht Britannia to Port Stanley on 5th January imposed for us an unusually strict timetable at this the start of the season. This was to be a whistle stop tour of the northern bases before we played our part there, which did not please many aboard. By this time we were dedicated to, and enthusiastic about our work and environs south and believed the coming involvement an annoying distraction to our limited season. Ultimately we thoroughly enjoyed our participation in what was a grand occasion for the Falklands.

Our passage towards our next base, Admiralty Bay, which had been our first call of the previous season was interrupted by the ship’s cook falling ill. We turned to retrace our course back to Signy Island where they had a resident doctor on base to care for him; at this time we had no doctor on board. The cook’s condition though, deteriorated severely and the base doctor was unsure of his ability to cope with the equipment he had on base, so we again altered course, this time for South Georgia, where Salvesons had a medical facility and team who could operate on him. My diary gives no hint as to his problem. We crossed the Scotia Sea once again for some 800 miles to visit Leith where we berthed for little more than an hour, landed our sick cook and then departed for the South Shetland Islands this time west-about the island.

Not the conventional run ashore!

Cutting south through the Stewart Strait with the high, dark, ominous, landscapes of its surrounding islands, devoid of any snow at this time of year, but shrouded in mist and rain as they caught the brunt of the westerly weather, and a fiercely heaped sea as a strong tide with us ran against a southwesterly gale, it was a fe arsome place; yet the whole seascape, nature in its rawest, was full of weaving, diving Albatross, Giant Petrel, Skuas and smaller birds from their nesting grounds on the nearby shores, particularly Bird Island, named appropriately by Captain Cook. Into the open sea the wind lost some of its force from being funneled through the Strait between the high islands but remained a strong westerly from a couple of points on the bow making for an uncomfortable passage towards King George Island in the South Shetlands.

Had we been able to maintain our originally planned voyage and left Signy Island for Admiralty Bay without deviation, we would almost certainly got south of the circumpolar trough and the westerlies and possibly had a favourable easterly wind to make an easier passage across the top of the Weddell Sea, albeit with more ice than here further north. Passing majestic Clarence and Elephant Islands the weather cleared and we obtained both good sun and star sights and found them some miles out of position. We also found in the vicinity, a previously uncharted seamount of interest and of some consequence to navigation for we utilized such obvious variations in the seabed to help position ourselves when other means were not available. The most common, and useful example of such a practice was that of crossing the Burdwood Bank, when making the Falkland Islands from the south, it lying ninety miles distant and detached from the shoaling towards the islands themselves.

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On this voyage I am purposely giving the itinerary in some detail, as was the case for the preceding voyage for I believe it portrays our hectic progress around the bases well. Such a diarised approach will cease as the third voyage begins.

Little time was spent at Admiralty Bay and we began a pattern of sailing in late evening after we had finished cargo work and we had given the base Fids an evening meal and film show. With the sun above the horizon for almost twenty-four hours, working all day, keeping a four hour watch during the night and catch ing some sleep either side of it was busy but no hardship. With the beauty of the mainland looming ahead on which to make a landfall and the variety of ice to be negotiated, such passage making was a pleasure and the hundred miles steaming across the Brans field Strait passed it seemed quickly to bring us to Hope Bay.

8

Short Voyage on a Square Rigger (1974) - Captain Robin Plumley (PlumleyR72)

In August 1974 British & Commonwealth cadets joined the crew of the ketch Halcyon for the Tall Ships Race, St. Malo - Portsmouth. Halcyon is the sail training vessel of the Southampton School of Navigation, Warsash. She came fourth in her class. The cadets were invited to recall their experiences in short feature stories for Clansman, the British & Commonwealth house magazine. Cadets Mike Brook, Robin Plumley, Chris Edwards and Christopher Turner were four B&C cadets from the lucky few chosen to sail in the big Soviet barque, Kruzenstern . The two winning entries from Cadet Plumley and Cadet Turner both earned a book token for their contributions. Both articles are replicated here.

Although the company is long gone I acknowledge the article in Clansman which I have used. The photo showing us on the yard was supplied to Clansman with the assistance of Novosti Press Agency with the picture provided by Soviet Weekly. All other colour images are the authors ’ own. Cadet Plumley, one of the lucky few, proudly describes the voyage and the vessel, but makes familiar noises about the unfamiliar food.

Kruzenstern: During the recent Tall Ships Race (while crewing for the School of Navigation, Warsash, ketch Halcyon, I was chosen, along with 19 other young people, to sail on the Russian four-masted barque Kruzenstern across to St. Malo. She had sailed to Portsmouth from Gdynia in Poland after taking part in the Copenhagen-Gdynia Race as part of Operation Sail 1974.

She is owned by the Ministry of Fishing in Moscow and is used as a training vessel for apprentice seamen and navigators who intend making a career in Russia’s vast fishing fleet.

Built in Germany in 1926 she was donated to the USSR after the Second World War. We joined her on Sunday August 4 in the morning after permission had been obtained from Moscow. At 11.30 we had our first taste of Russian food. This consis ted of a very watery tasteless vegetable soup which we were to have at nearly every meal.

The main course was set out in a pot with potato in the bottom with a few chunks of meat laid on top. Not very filling, really. There was also a drink with the meal. It looked like tea but tasted like water from a drainpipe with some soot stirred in. We were later told that the drink was a form of fruit juice. After the meal we returned on deck to watch the departure of the vessels from Portsmouth.

Aided by tugs we left the berth and followed the Polish Dar Pomorza along with the rest of the fleet westwards towards Cowes in the Parade of Sail to salute the Duke of Edinburgh on the Royal Yacht Britannia, with HMS Ajax in attendance. After the sail-past we headed towards the Nab Tower and then set course and sail for St. Malo. On board, tea was at 15.30 and dinner at 19.30. All the meals were basically the same and very simple. At about 20.15 that evening we passed Halcyon. While aboard we were looked after by the t raining officer in theoretical seamanship Capt.

Chesnikov, who was a master in the Russian fishing fleet and a lecturer in seamanship at the University Sea School of Murmansk. He talked to us about the ship and its use with three other training vessels; th is is the only sailing vessel, though.

The Kruzenstern has a permanent crew of 200 and carries about 150 trainees on voyages usually of between two - and three-months duration. She is based in the Baltic Sea whereas the other three vessels are based in the Pacific, Far East and Black Sea.

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Breakfast on the Monday morning was at 07.30 after which we assembled on deck at the foot of the mizzen mast to have practice and instruction in going aloft. The first task was to climb the rigging to the mainsail yard and down the other side.

When that was completed, volunteers went aloft again to furl the mainsail. When finished we climbed further up to the lower topsail yard to furl the lower topsail. Safety belts were worn at all times when aloft. Eventually we had furled all the sails on the mizzen mast, these were: mainsail, lower topsail, upper topsail, lower topgallant, upper topgallant and the skysail at the top. On the mainmast this is called the royal.

The vessel is square rigged on the fore, main and mizzen masts and fore and aft rigged on the jigger mast, aft, which carries a double gaff sail and a gaff topsail.

Forward she carries three jibs, flying, outer and inner; also, a staysail. Between the masts she carries two main staysails, two mizzen staysails and a jigger staysail. All this amounts to 3,700 square metres of sail.

At 11.00 on the Monday morning we anchored off St. Malo. After lunch we were presented with an Operation Sail 74 badge and a stamped postcard signed by the Master showing the vessel under full sail. These were presented to us by twenty of the Russian trainees. The rest of the day was spent furling the other sails and getting to know a bit more about the ship. In the evening we were shown a couple of films: one a documentary about the underground railway system in some of the cities in Russia, the other a Russian war film.

Tuesday morning at 08.00 we weighed anchor and entered through the lock into the harbour in St. Malo where a very large crowd waited to see the vessel in. Some of us were allowed aloft to line the skysail yard on the mizzen mast 180 feet above the deck. Quite a sight!

Right: High up on a yard of the Russian barque Kruzenstern, a sailing instructor shows British cadets how the giant sails are handled. In this picture are some of the British cadets who crossed the Channel on the vessel during the week of the Tall Ships race.

Once alongside and cleared by Customs and Immigration we made our way to our own vessels feeling very proud of sailing on such a fine vessel - the envy of the fleet in fact. Below, Cadet Turner reviews the whole Tall Ships Race experience, giving a quick-moving impression of crowded days.

Halcyon days: When Capt. C. Phelan succeeded Capt. M. Stuart as the director of the Southampton School of Navigation, he planned to enter the school's sail training vessel Halcyon for the 1974 Tall Ships Race. Due t o the organisation required and dates of courses, it was only possible to enter her for the last race from St. Malo to Portsmouth.

Volunteers were called for and from the 42 applicants a crew of 14 was chosen. The shipping companies involved were subsequently asked to second the cadets for the duration of the race. The companies’ response was one of whole hearted support for the venture and all agreed to sponsor their own cadets. Four B&C cadets took part in the race: Mike Brook, Rob Plumley, Chris Edwards and me. D. Sinclair, a B&C chief officer, at present a divisional officer at the school, was one of the watch officers.

The venture started at 08.30 on August 3, when we loaded our gear aboard and stored ship. We left our moorings in the Hamble after lunch and arrived in Portsmouth at about 16.30, when everyone turned to, to clean ship and prepare for the cocktail party we were holding at 19.30. Members of the STA (Sail Training Association) race committee and masters of the other vessels - including the 3,543-ton Amerigo Vespucci - were invited and the party was a great success. That evening we all went ashore to dances that were being held at the Mecca and Guildhall, and a great time was had by all.

The next day, Saturday, all the crews marched to Southsea where prizes for the previous races were being presented by the Duke of Edinburgh. After the prize-giving we were treated to a flying display by the Red Arrows. During the

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afternoon, crew exchanges took place for the sail in company over to France. In the evening we all piled into the open top buses to get to Southsea where "Beat the Retreat" was being played under the castle walls. This was followed by a magnificent firework display of which we, as competitors) had a grandstand view.

On Sunday Rob Plumley and I, together with a P&O cadet, made our way over to the Kruzenstern, a Russian fourmasted barque which was to be our ship for the next two days. The Kruzenstern is one of the training vessels for the Russian fishing fleet, and we were the first people to sail on a Russian vessel in the Tall Ships Race. We left Portsmouth at 13.00, with the help of two tugs and a pilot who had great difficulty in conversing with the Russian master.

After leaving Portsmouth we took part in the Parade of Sail past Britann ia and HMS Ajax. As we continued on our way round the island we passed Halcyon under full sail and were given three cheers by her crew.

We anchored off St. Malo the next morning just before lunch, and spent the afternoon furling sails, climbing the rigging and sunbathing. We were also shown films on underground railways in Russia and a liberation film about the Second World War. Early on Tuesday we manned the mizzen royal yard and entered St. Malo some l80 feet up in the air. We tied up in the lock after much manoeuvring among a great fleet of small boats which came out to welcome us. We arrived back on-board Halcyon after lunch only to find that we were playing football that afternoon, as it turned out, against the Kruzenstern. Needless to say, from the 50 cadets on board they managed to field a team which beat us 8-2, both our goals being scored by Mike Brook. That evening we held a wine and cheese party on board Halcyon but unfortunately were unable to obtain any cheese. Its absence was not really missed.

During our stay in France we also competed in the rowing regatta in which we came third and the swimming which fell through due to lack of organisation. Apart from this the crews of Halcyon, Sir Winston Churchill, Malcolm Miller, Rhona and Dodo entertained a crowd of about 150 with an impromptu sing-song finishing with a conga through the streels.

A dance was also held for the crews on the last night in the local casino. This would have been more enjoyable if drinks were slightly cheaper; beer at £1.65 a glass was somewhat expensive.

The day of the race dawned fine but slowly degenerated as it progressed. We moved off the berth only to find that the organisation of boats through the lock had collapsed.

Consequently, we were 38 minutes late reaching the start line.

Though we arrived with all sails set and the engine on full revs, it was switched off the second we crossed the line. Still by hard sailing we managed to achieve a fourth in our class out of eleven. Malcolm Miller was first, Dodo second (after smashing her main boom and breaking a shroud). Eendracht was third followed by us. It was certainly a fabulous experience taking part and one that I'm sure I'll never forget.

9

We Shall and Should Remember Them - Michael Grey (Lloyds List)

Viewpoint: The pity of war is surely very close to our consciousness this week, as the centenary of the Armistice which ended the First World War is remembered. The survivors of those frightful four years are long gone, but some lived long enough to record their memories of slaughter on an industrial scale. It is difficult to see these old people speaking to the cameras and remain unmoved, despite the passage of years.

We are familiar with the awfulness of trench warfare, although none of us living today can possibly co mprehend the reality of what that war did, brought home so poignantly in the vast war cemeteries in Flanders. We have learned about the initial enthusiasm and the generation that flocked to the colours upon the opening of hostilities, and the rather less enthusiastic legions who were conscripted, when the well of volunteer blood had run dry.

But there was a third group who were neither volunteers nor conscripts, but people just doing their normal job, and who found themselves at a different sort of front line. In 1914 Great Britain operated the world’s biggest merchant fleet, which swiftly became a target for the U-boats, surface raiders and mines. As long as they were at sea, there was no respite for those who manned that fleet and such was the success of the German submarine offensive that nearly 8m tonnes of shipping - nearly 2,500 ships or about one ship in four - had been lost to enemy action. Some 14,600 British merchant seafarers and fishermen died during those dreadful years.

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Unlike the accounts that have come down to us of life in the trenches, there is no great wealth of information about what life was like in merchant ships at sea during this period. We know about some of the more heroic actions merchantmen were engaged in, some of the tragic loss es and boat journeys after ships had been sunk. But as to the question “what was it like?”, we fall back upon just a few accounts.

People who served, like those who found themselves in action in the second great conflagration, were not given to speaking of what many would have found a traumatic experience. Those generations did not rush to counsellors and kept their feelings to themselves.

Extraordinary book: My very dear uncle, at sea from 1916 to 1956, would cheerfully yarn about the parties on the Indian coast and how a steamroller was over carried due to an error in the cargo plan, but would never talk about eight years of his service in wartime. I never even knew he had been torpedoed on his very first voyage, until we found in his photo album a picture taken from the lifeboat of his ship sinking. It spoke of a certain sang-froid and ability with a Brownie box camera! So it was fascinating to read an extraordinary book, recently published, that offers a more intimate picture of the merchant seafarer’s war*.

Leonard Noake had been a HMS Conway cadet and went to sea in 1905. He was a junior officer when war broke out.

He died at the age of 42 in 1929 and his recollections, accompanied by some wonderful drawings, lay undiscovered with his family’s papers and did not see the light of day until the present century, when they were taken in hand by Captain David Creamer, who has edited them for publication. “Recollections of an Unsuccessful Seaman” might seem an inappropriate title, but in a sea career that took in the war and the grim realities of the peacetime slump, maybe this is how the author summed up his life as he finished his book during his final, fatal illness.

He paints fine pictures of life at the rough end of the merchant service, as an officer on horse-transports bringing remounts across the Atlantic to the front in France. The crew is multi-national, “not a British seaman amongst our crew with the exception of the baker and the officer’s steward” , with 100 “horse tenders” to look after the cargo —a terrifying gang of desperadoes. “Should this vessel be sunk by a torpedo or mine,” he observes, “some of those on board will have their first bath for years.”

But they managed to transport 1,400 horses from the US and lost only four, which, he says, wa s a record. As they reach the danger area of the Western Approaches, the boats are swung out and the bridge protected from gunfire by bales of hay stacked around it. A submarine’s twin periscopes cause alarm, but closer inspection reveals that they are the back legs of a dead horse.

He has little praise for the ship-owning profession, accusing them of profiting from the war and quoting the Chancellor of the Exchequer boasting in Parliament of the size of his shipping dividends. He is scathing about the pre ss and its complaints about the high wages paid to British seamen —£8.50 per month — and bitterly mourns the lack of a union for officers, as ratings are able to negotiate better wages than their officers.

His ship is hit by two torpedoes in the Channel, and the survivors, “some in uniform and some in rags, look like members of a raided night club after a fancy-dress ball”. He spends 18 months on a tramp steamer, “the worst accommodation of any ship for her size” making 112 trips across the Channel with wa r stores. As a young man not wearing uniform, he becomes accustomed to women asking him why he was not in the army.

His wit, laconic attitude and a cheerful demeanour shine through this book, which really does shine a light on merchant seafaring at this traumatic time. And for that generation, there was no “peace dividend”; their lot, as explained by the author, being one of wretched wages and conditions, in a post-war world where unemployment was rife and any seafarer struggled to find a decent berth.

Along with the heroism of the combatants we should remember the merchant mariners this Armistice Day. *Recollections of an Unsuccessful Seaman by Leonard Noake, edited by David Creamer ISBN 978 184995 -393-1, £18 ($23.58). Published by Whittles (www.whittlespublishing.com)

10 Summary of Port State Control 2017 Report – David Dearsley (DearsleyD64) Paris Memorandum of Understanding (Paris MOU): Regional Port State Control was first initiated in 1982 when fourteen European Countries agreed to co-ordinate their port state inspection efforts into a voluntary agreement known as the Paris MOU. Today 27 countries are members of the Paris MOU, including Canada and the Russian Federation as well as all of the maritime nations of the European Union, and several more regional port state control regimes have been established through MOUs including Tokyo, the Black Sea and South A merica.

Procedures involve the inspection of foreign ships visiting ports in the region to ensure they meet rules governing safety, pollution prevention and seafarers ’ living and working conditions specified in international standards set by the IMO and ILO. Each port State inspectorate can require defects on ships to be rectified and to detain ships for this purpose if necessary. Over the years the Paris MOU States have developed increasingly sophisticated methods to

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identify those ships where inspections are most likely to reveal deficiencies so that they can be targeted for more frequent investigations than the better performing ships. This obviously provides an incentive to owners to ensure their ships operate to the highest standards and to avoid the in convenience, potential delays and extra expense to their ship operations.

The Paris MOU system is based on a “ship risk profile” where each individual ship is assessed either as high, standard or low risk, based on generic or historic parameters. These parameters include the type of ship, its record of previous inspections and detentions, the operating company’s previous performance, the ships classification society, the age of the ship and the flag of the ship. Each of these parameters is given a particula r weighting and, in the case of the flag of the ship, this weighting depends on whether the flag State is listed by the MOU secretariat as being on the White, Grey or Black List (which equates to low, standard or high risk). The individual ship risk profiles are re-calculated daily taking into account inspection results and other changeable factors such as the operating company’s overall performance and changes to a flag State’s designation. Each port State inspector can access this individual ship risk profile when reviewing daily ship arrivals to determine which ships should be prioritised for inspection.

The flag State White, Grey or Black list status is established annually based on a running average of ships inspected over the previous three years and only includes flags with at least 30 inspections in the period. The revised Lists have recently been published and are for inspections effective from 1 July 2018. They are based on ships inspected in the years 2015 -2017 and include a total of 73 flags, with 40 on the White List (42 in the 2017 listing), 20 on the Grey List (19 in 2017) and 13 on the Black List (12 in 2017). The Republic of Korea and Poland moved up from the Grey to the White List while Iran, Kazakhstan, the Russian Federation and America moved from White to Grey. Ukraine moved from the Grey to the Black List.

The number of inspections carried out in 2017 was 17,916, slightly higher than in 2016. 52% of inspections reveal one or more deficiencies and the average number of deficiencies per inspection was 2.3. Some deficiencies are clearly hazardous to safety, health or the environment and the ship can be detained in port until they are rectified. In 2017 the overall number of detained ships was 685 or 3.82% as a percentage of inspections. Ships flying White List flags had a detention rate of 2.5%, those on the Grey List had a rate of 7.4% and those on the Black List had a rate of 16.8%.

The two most common categories of deficiencies were safety of navigation and fire safety at 13.66% and 13.06% respectively, followed then by labour conditions at 8.35%, lifesaving appliances at 8.06% and certificates and documents at 6.75%. Within the labour conditions section, health, safety and accident prevention problems comprised 39.9% of the total, food and catering 16.3%, work hours 9.5%, accommodation areas 8.9% and crew employment agreements 7.8%. Once again, statistics like these make for very depressing reading for those who like to think that standards of safe ship operation have never been higher.

Copies of the 2018 White, Grey and Black List tables are attached. You might challenge yourself to list 73 flag states and then to try to assign them in which you think might be assigned to White, Grey of Black lists – I certainly failed!

There are few surprises on the Black List. But India, Iran, Switzerland, Russia and America appearing on the Grey List and, by contrast, Panama, Cayman Islands, Gibraltar and the Philippines on the White List must raise a few eyebrows.

The full report is available here >> Paris MoUAnnual Report 2017

11 Expect the Unexpected – Captain Alex Lang (LangA58) When I served on British ships many of the cargo liners that ran between the UK and Australia and New Zealand had accommodation for 12 passengers. Quite often a doctor travelling between countries could obtain free passage in return for professional services if needed on the voyage, to attend to the requirements of other passengers or crew. This gave peace of mind to some passengers as the voyage could be anywhere between four and five weeks long depending if it was from London via Suez to Australia, or London via Panama to New Zealand.

Regulations state that for International voyages a vessel may sail without a doctor if there are less than 100 people on board. The ‘Home Boats ‘ as the refrigerated cargo liners were often referred to, generally carried a crew o f around 5456. This is a lot by today’s automated standards but consisted of a Master plus 4 Deck Officers, Chief Engineer plus 16 engineers including electricians and refrigeration engineers, 2 Radio Officers and the remaining being Stewards, galley staff and deck and engine room ratings. Thus to have a doctor on board was convenient for the Shipping Company as well as ship’s crew.

On New Zealand ships the practice was for the 2nd Officer to be the designated “medical expert” but in fact the only training was the First Aid course required as part of the 2nd Mate, Chief Officer and Masters Certificates. This training was obviously very limited and did not prepare you for the unexpected when far from land .

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In 1966 I was 2nd Mate on the NZ Government Ship ‘Moana Roa’, which was run by the Department of Island Territories and had been built with accommodation for 40 passengers to service the Cook Islands with occasional calls at Raoul Island where the NZ Meteorological Dept had 12 people stationed. At this t ime the Cook Islands and Niue were administered by the NZ Govt, so we had infrequent calls to Niue on the way to Rarotonga. We always had Public Servants travelling, as well as local people going back and forth to NZ and between Islands.

On 20th December 1966, only one day out from Auckland, I was on the midnight to 0400 watch when the stewardess appeared on the bridge at about 0200 in a mild state of panic and said one of the passengers was having a baby! I said to her well, I don’t know what to do, you’re a woman can’t you handle it. She was a woman in her forties and anyone over 40 was ‘old’ to a 27year old, but she insisted that I was the medical officer and it was my responsibility. So somewhat in a mild panic myself I went to the Captain’s cabin which was adjacent to the bridge and ‘put him on the shake’. I knew I’d have trouble as he was a mild alcoholic and regularly consumed between 12 and 16 large bottles of beer each day. We knew this as his steward used to line up the bottles each morn ing when he cleaned the cabin. The Radio Officer would count them on his way to the radio room on the bridge then ‘report’ to whoever was on watch and say something like “The old man had a good day yesterday – it was 16”!

Anyway I finally got him awake and said what was happening, his first words were- she’s not allowed to have a baby on my ship. She shouldn’t be here. I said look Captain I’m going down so you had better get out and relieve me from the bridge. Fortunately he relieved me a few minutes later and I went down to the passenger’s cabin to see what to do.

It was only a small two berth bunk bed cabin and the lady who was a Rarotongan going home to give birth, was in the bottom bunk. She was obviously in labour and her hus band who had been in the top bunk was doing what he could to comfort her.

I had two young children and my daughter was less than a year old, but in that period of time, husbands were not included in any antenatal classes. In fact husbands were not encoura ged at all, it was women involved, not men. I remember being told to leave when my wife was about to give birth. I was not needed.

Having assessed the situation I went up to the medical locker to consult the book which all Foreign -Going ships are fortunately required to carry. It’s called the Ship Captains Medical Guide, and gives advice on just about everything from broken bones to sexual diseases to Delirium Tremens and everything possible likely to occur. I quickly went to the section on childbirth and s tarted learning! String to tie the cord? I seized upon some leather finger stalls and cut the tapes off. Armed with scissors and other things I thought might be handy I went back below to assist the lady. Having just read up the ‘to do list’ I gently pres sed the abdomen and suddenly out popped a baby. Tying the cord then cutting between the tapes still lives in my memory. Surgery is not my forte. Next the placenta, another couple of gentle presses and that came away too. I’ve never been so relieved that ev erything went by the book, good job that I had one.

We had a one bed hospital on the ship, so having then managed to get the lady with her baby settled in a clean bed and appearing to be comfortable I went back to her cabin to clean up, only to find her h usband had wrapped everything in the bed linen and chucked the whole lot overboard. Problem solved.

We arrived in Niue three days later and after drifting off the Island for six hours for cargo work and taking on Deck passengers we left for the two- day run to Rarotonga. The lady who had given birth wasn’t that well and we were able to radio to Rarotonga for advice, after which I had to give antibiotic injections. Arriving at the Rarotonga anchorage on Christmas Day, I for one was very happy to see her safely disembarked to the care of the local hospital.

I certainly learnt from the experience: if something needs doing , get on and do it. My first new medical experience on a previous voyage had been to give an injection. I first consulted the Medical Guide, and there was a nice picture of buttocks with a cross indicating upper outer quadrant where the needle had to go. The sterilizing process in those days was to boil everything, which I duly did. The crew member in question had bought streptomycin with him which I was to administer. During the injection he was complaining how it was hurting, and I just continued to push a bit harder, and said that the drug was pretty thick and hard to go in. When he had gone I checked the good book again, and it read “before giving injection first remove the stylet from the needle” a process I had omitted to do ! No wonder it hurt, but he survived. Another trip I had to sew up the 2nd Cook’s hand, another first for me but it didn’t seem to worry him. A few trips after the birth on board we had a death, but fortunately that trip we had a nurse on board going back home from Rarotonga. An elderly lady passenger collapsed and although we got her into the hospital bed she died later that night. Again fortunately we arrived back in Auckland the next day and the appropriate authorities took over, but I had

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to give what seemed a lengthy Police report as to what had happened and the course of action taken. Thereafter the crew reckoned my score was one up, one down! So much for life at sea.

My only other medical emergency of note was on another ship when we transferred a passenger from our cargo ship mid-Tasman Sea onto a Chandris Liner crossing from Sydney to Auckland. This happened to be the Chief Steward ’s wife who was travelling with her husband for a shopping trip to Australia. We had radio advice but couldn’t diagnose her condition. We rendezvoused at night, mid-Tasman and the passenger ship sent their lifeboat over to us, we lowered the woman over the side into their boat and off she went, back to Auckland.

Next time you go to sea you’ll probably be on some flash cruise ship with guaranteed top medics on board, somewhat different than a few years back.

12 Maritime Industry e-Article Links – Bruce Smith (SmithB65) There are many maritime articles on the internet these days. Those listed below are a random selection which discuss new developments, marine engineering and navigation. (Ed.) Future Directions in the Maritime World Accreditation Ship With Rigid Solar Sails Futurism Electric “Tesla of the Canals” Set to Make Maiden Voyage Futurism Rolls-Royce Might Build the World’s First Autonomous Naval Vessel Futurism Rolls-Royce To Launch Robot Cargo Ships By “End of the Decade” Futurism Construction of world’s largest plug-in hybrid ship underway Baird Maritime US Navy commissions littoral combat ship Sioux City Baird Maritime Philippine maritime school christens training vessel Baird Maritime Laetitia V - West Africa gets an impressive multi-cargo landing craft Baird Maritime Record‐low global hijackings, yet danger persists in Gulf of Guinea Baird Maritime The Future of Shipping is Green and Autonomous Visual Capitalist Rolls-Royce to deliver technology for innovative ocean fish farm PortNews (Russian) IMO fuel specification change IMO Marine Engineering 10 Situations When Ship’s Generator Must be Stopped Immediately Ways of starting and testing emergency generator Important Points to Consider During Alternator Maintenance of Ship’s Generator 10 Important Tests for Major Overhauling of Ship’s Generator Navigation & Related Items Mediterranean Mooring of Ships How Baltic Mooring of Ship is Done A Day In the Life Of A Chief Officer On board Ship When Should Officer on Watch (OOW) Call the Ship’s Master?

Important Points Officer on Watch (OOW) Must Consider While Handling Ship’s Radar Duties of Officer on Watch (OOW) After Taking Over Watch Parallel Indexing Techniques For Ship Navigation Ship tracking, highlights world’s oil choke points – utilises Marine Traffic website Missing Argentine submarine found after one-year search Wrecked Norwegian frigate NovaSAR: UK radar satellite Captain fined €100,000 for using dirty fuel

Marine Marine Marine Marine

Insight Insight Insight Insight

Marine Insight Marine Insight Marine Insight Marine Insight Marine Insight Marine Insight Marine Insight Marine Insight Baird Maritime Maritime Executive BBC News The Guardian

13 Obituaries 13.1 Captain John Lott (LottJ47) – from David Montgomery (MontgomeryD63) John Lott sadly ‘Crossed the Bar’ on 16th November 2018. John grew up in Wiltshire, England where he and his brother were exposed to his father’s interest in maritime affairs and the family farm where he developed a great and lasting interest in various breeds of sheep.

Completing his pre sea training at the School of Navigation in 1947 he joined the British India Steam Navigation Company. John has written of his experiences at sea in an excellent article which can be found on the Warsash Association website.

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On acquiring his Second Mates Certificate he joined Alfred Holt and Company of Liverpool (perhaps better known today as Blue Funnel and Glen Line) with whom he served until obtaining his Masters Certificate in 1956. During this time he “discovered” Australia and in 1957 he emigrated to follow his ambition to be closely involved in the sheep industry.

Unfortunately at that time Australia was enjoying a sev ere drought which made it difficult for an ex seafarer age 27 with only nautical industry experience to break into the Australian Industry. However he persevered becoming a certified Wool Classer in record time. He worked as a jackaroo on various sheep sta tions in Victoria and New South Wales ending up in Narrandera at Caringal Station in 1960 working with his father-in-law Mr. C.W.Lampe.

During this time he also joined the Royal Australian Navy Reserve in 1958 and in 1967 during anti-submarine warfare training served with the US Battle Carrier Group which was in Australian waters for the 25th Anniversary of the Battle of the Coral Sea. Back at Caringal John and his wife Ann purchased the property which they further developed the property, improving irrigation, developing the Wonga blood line in sheep and raising a family, Christopher, David and Katrina. John retired to the Victorian Coast in the 2000’s.

13.2 Captain C R (Bob) Walton (WaltonC47) – from Captain Tony De Vere (DeVereA47) After a long illness Bob Walton sadly ‘Crossed the Bar’ on 31 st October 2018 aged 89. I first met Bob when we both joined the School of Navigation in 1946. The School was at South Stoneham House, in the grounds of Southampton University, where we both did our junior term . After a short leave we returned for our intermediate term. This was at a new location, an old army camp at Lee on Solent. It was quite a come down from South Stoneham. This term we were both promoted to be in charge of a duty watch.

Late in that term four of us would break camp, run a couple of miles to the local pub have a pint and a game of darts and run back before lights out. Claude Brooks, Eddie Boone, Bob Walton and I came unstuck one night when we returned to camp to find the whole School on the Parade Ground for a head count.

The next day we were up before a Court Marshall and were marched on by guards with fixed bayonets. Our judges were Skype (Capt. Wakeford), Stewart (Captain Stewart), Billy Bligh (Master at Arms) and Bosun Khulman who were sitting behind a table with crossed swords on it. Naturally we were found guilty and had the pointed end of the swords facing us. Our sentence was the loss of leave for the Christmas break and to spend our time every day scraping and painting the Moyana which was on the slip.

Billy Bligh drove us to the slip each day, Monday to Friday work. Billy’s wife was cooking for us at that time. On our return on Friday afternoons Billy would say that he didn’t want to see us again until Monday morning. We would then catch a train to London or Brighton and stay for the weekend! At the start of our senior term promotions were read out:Claude Brooks – Senior Cadet Captain, Eddie Boone – Cadet Captain Boats, Bob Walton and I were Junior Cadet Captains. Who said crime doesn’t pay!

After leaving the School of Navigation we all joined different companies. Bob Walton joined Blue Star Line and his first ship was the Nelson Star. I joined Common Brothers on the Baluchistan. Both ships were bound for Melbourne, Nelson Star via the Suez Canal and the Baluchistan via the Panama Canal. Bob and I met up in Melbourne at Station and Princess Piers and so had our first taste of Aussie beer together. Later both Bob and I started our married lives in Sydney and forged a lifelong friendship. We will miss you Bob.

13.1 Donald Nelson (NelsonD53) – Mrs. Marion Nelson Mrs. Nelson has informed us that sadly that Donald Nelson crossed the bar in October 2018.

13.2 Captain Roger Neil Cumbers (CumbersR57) – Extracts from Family Eulogy (Ed.) Captain Cumbers eulogy was kindly sent to us by his daughter Sarah Fenyvesi.

Roger Neil Cumbers was born in Sutton on 29th December 1939. First born to George and Thora Cumbers, and brother to Brigit. He attended regional schools, before joining the Southampton School of Navigation in Warsash in Hampshire - as a teenager. From there he started Deck Officer Apprenticeship with Elders & Fyffes, launching his career on "Banana Boats".

Roger returned to Warsash to complete his 2nd Mate certificates. I am told he was very popular, as the only one with a car. Not sure "designated driver" was a term then, but the old Austin with running boards was loaded with students. They'd go claim "dole" money, then straight to the pub!

Roger joined the RRS John Biscoe from 1961-62 as 3rd Officer, switching from bananas to icebergs as part of the Antarctic Survey; charting the area and resupplying research bases in and around the around the Antarctic Circle.

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There's a reef with Dad's name on it around Adelaide Island. Cumbers Reef is mainly rocks, but if you want to visit the coordinates are 67°35'S 69°40'W. Up to you! After, Antarctica he went back to bananas and back to Warsash to complete 1st, or Chief Officer certification.

Dad joined the SS Camito in 1969 as Chief Officer. On a fateful voyage in 1970 he met a young woman travelling back to Jamaica from the UK. She wanted a change from modern air travel, so decided to go by sea. That was Flora. Family legend has it that the crossing was 10 days. He proposed to Flora in 9! They were married in November of the same year - in Black River, Jamaica. Later, one of Mum's siblings remembers Roger's ship needing an unplanned stop in Kingston, and her making a night-time special delivery — Appleton Special Rum! Then moved back to the UK, first staying with the in-laws and then into the first family home in the UK — in Warminster.

Roger retired in 1999 and came home to Bruton. It was time to get back his land legs and focus on new journeys. Down the A30 - as Mum and Dad built a new home and life together in Cornwall. Mum and Dad threw themselves into community life, joining the horticultural society and helping to organize local events. Dad was also a dab hand o n pub quiz night!

Dad was an understated kind of fellow, but he was passionate in his own way. He would get excited about old cars and trains. He would spend time reading books on canals and waterways, and take ages studying a road map; he took pride in his driving navigation from memory. I mentioned the "alternate routes" right? He was organized and liked to do things meticulously — from paperwork, to patios, to wall to wall shelving units. He enjoyed a beer and Jamaican rum.

He loved rugby (with me at Twickenham, or on the phone to me in Budapest after the game). He loved cricket and telling stories.... long stories!

Dad was also Mum's primary carer for 3 years before his operation to remove a brain tumour in January 2017. That was not all plain sailing as complications during the operation took away the ability to move his left side. Roger worked hard with dogged determination to get back some semblance of normality. He got to the point when he was fit enough to ride a mobility scooter — disappearing down to the shops once a week, for the Sunday paper!

In Dad's words, the last months were a "bit of a bugger". He had a worldly intellect and quiet determination throughout.

So, it was good to know that in his last week - family and friends who visited saw he was more relaxed and the glint in his eye had returned. If he could - he would have had a story to tell or joke to share. We can all reflect on what those would have been.

13.3 Captain John Haines (HainesJ58) – from David Montgomery (MontgomeryD63) On completion of his Pre-sea Training at the School of Navigation in 1960, John joined South American Saint Line.

On completion of his apprenticeship, like so many ex Warsash Cadets, John joined China Navigation Company as Third Mate rising over the years to Master. In 1992 he joined the Torres Strait Pilot Service where he remained until he retired. John Haines crossed the bar on 15th October 2018.

13.4 Timothy Pickard (PickardT63) - Mrs. Pickard Mrs. Pickard has informed us that sadly Timothy Pickard crossed the bar in 2017.

Elder Dempster Lines Ltd.

Ebani (1952-1977)

Eboe (1952-1977)

Forcados (1963-1975)

Fulani (1964-1975)

Obuasi (1959-1978)

Mano / Oti (1957-1978)

Deido (1961-1979)

Dumarra (1960-1981)

Edition: AH2018-3 (UK Autumn)