WA%gffi

tt'

I

HarrisonLineNEWSLETTER

ilo.40

6Ea& N$eptembGr l9t8

HARRISON LINE NEWSLETTER No. 40

EDITORIAL

For a change I am not writing this Editorial at my desk in the London office or at home butfrom the I lth floor of the Atlantic Tower Hotel in Liverpool. It is a balmy summers' evening andstretched out before me is a flat calm Mersey River with the lights of Birkenhead beginning to twinklebeyond as dusk falls. The MANX MAID has just berthed at the Pierhead, an ACL vessel is sailing outof Seaforth and the Wallasey ferry plys crab-like to and fro, as the tide ebbs. On the news I have justheard that the F.T. Index closed at an all time high, that there have been record car sales in Britainthis month and that England have won the third test against New Zealand . . . . all a far cryfrom the miseries of Chad and Sri Lanka and the troubles in Central America.

The soggy spring that I referred to last time has long been forgotten by most of us, (farmersexcepted), and the last three months have been among the hottest on record. Plenty of beer and icecream has been consumed at many memorable sporting fixtures including the New Zealand test seriesand an exciting Prudential World Cup,which was surprisingly yet deservedly won by the Indians.Nawatilova and McEnroe proved unbeatable yet again at Wimbledon and there have been someexciting performances on the track and water at Ascot, Goodwood and Henley. The weather was notso kind at Helsinki for the athletes competing in the first world championships though and so far thewind has not been blowing as hard as the British team would like at Rhode Island Sound in their bidto beat the Australians, (with their new-fangled keel), with VICTORY '83, to become the challengersfor the America's Cup.

Following the trauma of the general election in May, Parliament is on holiday, so all is quiet inthe world of British politics - well, almost, for Messrs. Hattersley and Kinnock are battling it out forMr. Foot's place as Labour Party Leader when he steps down in October. (Incidentally, Michael Footonce worked for Alfred Holt's in India Buildings during the 30's, in their Conference department, andwas described then as "a slightly distraught figure in the "pool", wrestling, no doubt, with thelatest brainwave landed on him by Leonard Cripps". Cripps was a Director of the firm and brother ofStafford Cripps who was then a prominent left-wing member of the Opposition. In addition, RichardHolt and Michael Foot's father were both Liberal M.P.'s during the Great War which probably explainswhy the current Opposition Leader should have embarked on a career in shipping).

The opinion polls were right and Mrs. Thatcher's Government was returned with a majority of144 seats. We now have a much younger Parliament and the Ministerial pack has been re-shuffled.Mr. Jenkins has handed over the leadership of the S.D.P. to Doctor Owen amidst cries for proportionalrepresentation (the Liberal/S.D.P. Alliance only gained 3%% of the seats for 25% of the vote).

Responsibility for shipping has been switched from the Department of Trade and Industry tothe Ministry of Transport, (D.Tp for short), whose new Minister is Mr. Tom King. Mr. Iain Sproatfailed to retain his seat at the general election so we also have a new Permanent Secretary for Transport -Mr. David Mitchell - who is directly responsible for shipping matters. However, these changes areunlikely to lead to any major change in Conservative policy on shipping: In a recent Parliamentaryreply, when asked if the Government would take further steps to halt the decline in the Merchant Navy,Mr. Mitchell stated;

"I am concerned at the decline in the merchant fleet, but do not propose to protect or subsidiseit. Both sides of the industry must work together to improve its competitiveness. In internationalshipping negotiations I will continue to work for the widest possible access for British shipping toworld trades. I will continue to minimise the burden of regulation, consistent with safety, and to takeaction against unsafe foreign shipping in British ports".

There has been a slight improvement in the percentage of British dry cargo vessels laid up, fromll% downto 8%, (at the end of June as compared with the March figure), but tankers remain at27%and overall we have increased to 19%. The corresponding world figures are 7% for dry cargo vessels,22%for tankers and 14% overall.

Editorial (continued)

The G.C.B.S. produced its annual report at the end of May, in which it announced the unhappynews that a further 126 ships left the U.K. owned and registered merchant fleet during 1982, (that is275 ships since the disastrous seamen's strike of 1981). We now have a fleet of 868 vessels, totalling24.7 nillion deadweight tons. Owners not only sold tonnage in the abysmal trading conditions but putsome of their ships under Dependency registers or foreign flags to avoid the high costs of U.K. manning.This freedom to "flag out" is most important to G.C.B.S. members as it does improve competitivenessand viability and provides the opportunity, not otherwise available, of retaining jobs for U.K. Officersin most cases.

The composition of the U.K. Liner fleet remains potentially highly efficient and profitable.Courage and foresight in design, investment and organisation has produced the right fleet. Unfortunately,circumstances beyond our control, such as over-capacity in most trades, the world recession, nationalistpolicies and protectionism are conspiring to frustrate these advantages.

The tramp market has remained in the doldrums with no effective improvement in any aspectof dry bulk cargo movement. This situation is still with us and with surplus world tonnage on order,prospects of an early recovery are not encouraging.

But lest you believe that I preach nothing but doom and gloom perhaps I should point out thatthe British fleet, at about 25 million tons is the same size as it was n 1967. Much of the expansionthereafter was in tankers and bulk carriers and most of the decline since the 1975,50 million ton peakhas been in those categories. Most ships types are bigger and more efficient, hence the drop in numbers,so it can quite satisfactorily be argued that our Industry is merely "cutting its cloth to fit". That waywe stay viable.

There are those who argue that, in order to remain competitive with our European colleagues and

the rest of the world, we must pool our resources as an industry. Economies of scale should be sought("Big is beautiful"), and it has been suggested that a Trafalgar House takeover of P. & O. would start achain of amalgamations, (O.C.L./A.C.T. for instance), to provide our nation with a British version of a

Hapag-Lloyd, Nedlloyd or even C.G.M. But the bigger the Company becomes so the decisiveness of,(and incentive for), individuals wanes and the slower such organisations seem to become in adaptingpromptly to problems and change. Loss-making results recently released by the afore-mentionedCompanies show that size alone cannot overcome a world-wide recession. Certain economies of scalehave been and are necessary, of course, but in the end it was Cinderella who gained the prize where herbig sisters failed!

In the meantime the Trafalgar House bid for P. & O. has been referred to the Monopolies andMergers Commission, whose findings will not be made known for another three or four months.

The senior management of Ellerman City Liners has now received the blessing of the Ellermanmain Board to seek support from investment institutions in order to make an offer for the Group'sshipping interests. If this "buy-out" succeeds it would be the management's intention to continue withthe current strategy aimed at returning the division to profitability as soon as possible. There have beenno further tangible developments in the last quarter, (except that Ellermans have divested themselvesof their travel and leisure subsidiary), but we continue to monitor the situation closely.

Following the sale of the SPECIALIST in March and the reasons given at the time of her disposal,you will not be surprised to hear that continuing depressed charter rates with resultant poor trading resultshave led to the STRATEGIST being sold also. Hand-over of the vessel was effected at Ulsan on July l5thto her new Hong Kong owners. I understand that she has been re-named BARNWORTH although norecords have yet appeared of her trading under that name.

The RELIANT (ASTRONOMER) remains at Cammell Laird's yard in Birkenhead, undergoingher refit to an RFA helicopter carrier stores ship. Work has been delayed at least a month as a result of

Editorial (continued)

strikes by boilermakers and welders in the yard, so she is not likely to sail until the end of September.Meanwhile the ASIA WINDS (ADVISER) and PORTLAND BAY ( CITY OF DURBAN) are operatingsatisfactorily on their respective Seawinds and O.C.L. charters.

This being the 40th edition of your Newsletter, at four issues a year it marks the lOth anniversaryof publication. In fact the editorial for News Bulletin No.l was written exactly ten years ago to the day!The event passes without ceremony but I shall merely use the opportunity to make a plea for morecontributions from any of you who think you have something of interest that is printable in these pages.

Any manuscripts, photographic material, correspondence, stories or poems will be welcome, (althoughI cannot guarantee to publish everything), but my stock is running low and is in need of replenishment.In answerto one comment I received recently from a Chief Engineer, (who shall remain nameless);contributing to this Newsletter certainly does NOT increase your chances of being sacked or maderedundant! So please get busy with pen and paper.

l5th August, 1983.

OBTTUARYNameMr. E.A. NICHOLAS

Capt. C.V. WATTSMiss S.I. POW

RETIREMENTSNameMr. M.W. LAWSON-

SMITH

EXAMINATION RESULTS

*r.*.{<r<

PERSONNEL

Position DiedRetired DirectorThomas Tweddle & Co. 14.06.83Retired Master 07.07.83Retired London OfficeSecretary 08.07.83

PositionCharts Corrector

Retired12.08.83

Joined Company

't

07.06.28

3l .01.16

Joined Company02.12.44

Age

778l

Age65

We congratulate the following on passing their examinations:-

B.M. MARSH Class 2 MotorM.G. PAKES Class 2 Motor

FREDDIE MENDES RETIRES

Another old friend of Harrisons officially departed from the scene recently when H.F. (Freddie)Mendes retired as Managing Director of George F. Huggins & Co. Ltd. in Trinidad. Freddie joined HugginsCustoms Clearance Department in 1938 but soon moved to their Stevedoring Department where heremained until 1964 when, as Manager of the Cargo Handling Division, he moved to Head Office andbecame Manager of Huggins Shipping Department. He was appointed Director in 1968 and ManagingDirector in 197 6.

Throughout all those years Freddie and his family have befriended many Harrison visitors toTrinidad, (shore staff as well as seafarers), and have always made them very welcome with traditionalTrinidad hospitality. He has been closely involved with Harrison shipping matters and all the attendantproblems in Port-of-Spain, (with which we are only too familiar), for forty years. We wish him and Gloriaa long and happy retirement'

{< {< I {< *

3

*:F

DITTY BAG

Sailing Ships

Dear Sir,I was interested to read in the last Newsletter about the sailing ship SENATOR, her record

breaking voyage from Cardiff to San Francisco and the remarks about Cape Stiff. At the presentmoment I am endeavouring to collect information about the men and ships of Cape Horn so as togSve a talk to our literary Club in Criccieth. The longest time a vessel took to try and sail aroundCape Horn was in the barque DENBIGH CASTLE and the account can be seen in the book "KickingCanvas" written by Captain Bisset of Cunard. She eventually had to run the Easting down and was253 days at sea from Cardiff to Fremantle. My uncle was with the same Captain on the barqueEDNYFED which was a 100 days overdue on a voyage from Trapani to Gloucester, Massachusetts.He was evidently a man who was afraid to carry sails.

Basil Lubbock, in his book "Blackwall Frigates" mentions the SENATOR;when on a voyagefrom British Columbia to Liverpool.he came accross the three masted full rigged ship SUPERB,abandoned in 36 North 32 West and put the Chief Officer, Mr. John H. Wilson and five menaboard to attempt to salvage her. They succeeded in getting her safely to within 70 miles of CapeTrafalgar and the Spanish steamer JULIO took her in tow and brought her safely to Gibraltar inJune 1900.

Basil Lubbock also mentions the sailing ship ASTRONOMER in a cyclone in Calcutta in1864 and the STATESMAN built by Marshalls at Sunderland.

Yours truly,

Captain W.E. "Wassie" Williams

{<*

The British Maritime League

About twelve months ago a new maritime organisation was launched, spearheaded byAdmiral of the Fleet Lord Hill-Norton and the recently retired Chairman of O.C.L., Sir RonaldSwayne. The B.M.L. is an independent body with no political affiliation and its present Council ofthirty members comprises not only distinguished Royal and Merchant Naval leaders but also TradesUnion Officials, businessmen in the public and private sectors and University academics.

The intention of the league is to promote Britain's maritime interests by:

(a) Fostering national awareness of the prosperity which stems from seapower in its widestsense. This requires the maintenance of adequate maritime forces, mercantile shipping,shipbuilding and repair, marine equipment, offshore operations, fishing, ship business andmaritime commercial concerns.

(b) By coordinating and disseminating information on maritime matters for the benefit of thepublic.

(c) Et,couraging co.operation for the public good between the many elements of the economyconnected with maritime affairs.

(d) Drawing attention to any threats to the Country's maritime interests, thus helping to ensurethat the Nation is never deprived of food, fuel, medical supplies and other necessaries and,further, that our exports may be made without unlawful hindrance.

(e) Enlisting national support through membership of the league.

Like all such organisations the B.M.L. needs funding and increased membership in order toinform the public about the erosion of our maritime strengths and how the public are being affected;

Ditty Bag (continued)The British Maritime League (continued)

to actively promote and encourage coordination of a maritime policy in Government, Parliament,industry and commerce, and to identify, and help to counter threats to our maritime interests.

If you would like to know more or, indeed, join the B.M.L. you can write to: The Secretary,British Maritime League, Beaufort House, St. Botolph Street, London EC3A 7DX.

,<*Yesteryear Liverpool

me's*y{,siLrserd} T$B }.L$a?uq& r*Inc$.

[r-e*,'@

These two photographs were recently "dismvered" by &ptain R.H. Jones in the tenth reyised edition of Word Lock &b.'s illustrated guide book "LIYERPOOL". lle think they were taken at about the turn of the century. Mersey Chambercis clearly visible behind the floating bridge (above) at the Herhead and there is a Harrison "brandy boat" sailing out ofthe Prince's Dock (below).

l{-effrs*hi

t*& psts*Bl$ $rlc&"#er**k8*a;&l i,t'$6*.S8.e

Ditty Bag (continued)

"Port-Pourri"The two U.K ports tlwt are called at by vessels in the CAROL and BEACON services recently relused their

firwncial results for 1982. Felixstowe recorded a new high in pretax profits and announced that Wrt tonnage had risen

to 7.6 million tonnes with container tmffic increasing by 18.5% compared with 1981. By compaison the port ofLiverpool announced a fiading loss of f,9.5 million and a continuing reduction in both conventional cargo and containerthrougltput. The latter was attibuted to the impact of the world recession by the M,D. & H. Co's Chairman butundoubtedly the shift in emplwsis to E.E.C. Counties for British exryrts and general trode has phyed a significantpart.

Against this background and in his own prticalar fashion, the Editor of "Fairplay", (which magazine has now

been published weekly for 100 years), wrote the following onecdote after a visit to Liverpool in early July. His article

is reproduced here with the kind permission of Fairphy Publications Ltd:

Liverpool Farewell

"One of my all-too rare visits to the Mersey last week. This once great city is seemingly turningits back on the sea that bore it, and there is not a great deal to justify a visit very often, these days. Iused to love the place when I was a good deal younger, for all its dirt and ugliness, and it was a city thatnever seemed to be ashamed of its origins as a port, like London. It's greatest buildings, with theexception of the stadia at Anfield, had all been erected by the shipping community, great monumentsto their own confidence, the art galleries were stuffed with treasures donated by dead Holts, Harrisonsand Brocklebanks striving in their own inimitable way for immortality.

lts' all so very clean now, with pedestrian precincts, and scrubbed buildings, and great tracts ofthe city being cleared to erect industrial museums, technology parks and gardening exhibitions andgenerally find some sort of pseudo-employment for the revolting youth who seem to object, inexplicably,to the prospect of never having any work to do. All the great shipping buildings are being vacated now,turned over to pension funds and investment analysts and insurance companies. Can you, I wonder, insureagainst boredom? I found Cunard by accident (not that I was particularly looking for it) in a meanbuilding up an alleyway behind a post office and wondered idly what Samuel would have made of it all.At least all the wild schemes for changing the Mersey ferries into hovercraft and hydrofoils seem to havecome to nothing, for the old, proper ships that run to Birkenhead are still there fighting, even thoughyou can no longer get a cup of poisonous tea at a filthy booth below decks. Across the water CammellLairds are full of oil rigs and a Harrison Line container ship, although you would scarcely recognise thelatter as such as the "two of fat and one of lean" stripes on the funnel have been obliterated as she is

turned into a Harrier carrier for the Royal Navy. Sign of the times really. Clearly Michael Heseltinelearned something about sea power as well as flower power during his post-riot stint in Liverpool beforehe took over defence.

The port is doing its best, although it is not easy being on the wrong side of the country when theemphasis is on Europe, with a tendancy to treat the whole of the U.K. as a place to feed, ratherthan riskdirect sailings to. One can only wish Liverpool well, bucking the trend. It is a long time since I met areal Liverpool docker, a breed whose sense of humour was so singular that it is almost an art form in itsown right. I have enduring memories of hysterical evenings listening to their jokes in those appalling pubs

on the Dock Road, most of which have been bulldozed into useful vacant lots years ago as the thirstdisappeared with the general cargo trade. Werk? Ye booger, there's none of that 'ere."

*i.

Ditty Bag (continued)

Falmouth - Spring 1983

This photograph shows the ASTRONOMER alongside Duchy Quay, having completed a three monthrefit after her voyage to the South Atlantic and prior to proceeding to Cammell Laird's Birkenhead yardto renew her M.O.D. charter and reconversion to an R.F.A. helicopter carrier.

**

Old Photographs

Captain "Wassie" Williams has sent us about 80 fascinating photographs that he took during hiscareer at sea- They include many taken during the Second World War, in convoys and during the Burmacampaign, but there are several others of ships and cargoes, Seamen and seamanship, people and places,taken during peacetime. They are all interesting and our thanks go to him for allowing us to share hisexperiences.

Ditty Bag (continued)Old Photographs (continued)

From time to time, when space permits, we will reproduce some of Captain Williams' pictures inthis newsletter and, in due course, his collection will be carefully preserved in the Harrison Museumatop Mersey Chambers. The Museum is a very good home for old photographs and anyone interestedin learning a little more about the history, operations and traditions of our Company can while away aninteresting hour there.

There must be many of you who have lots of old photographs, taken during your time withHarrisons, that are tucked away at the back of a drawer, which you no longer look at or know whatto do wittu If you have and think they may be of interest to others we would be more than happy torelieve you of them and would place them in the Museum for safe keeping and posterity. A littleinformation about each picture, written on the back, would be of considerable help for recordingpurposes.

The Museum Curator is specifically on the lookout for pictures or photographs of one hundredof the older Harrison Line vessels. These are needed to complete the collection, presently displayed onthe Museum wall, of the entire fleet from its earliest trading days up to the present. The missing shipsare:-

CRESCENT 1837 PEVERIL OF THE PEAK 1859 II.N/ENTOR (I)EUPHEMIA 1838 GLADIATOR (I) 1860 ARCHITECT (I)SIR COLIN CAMPBELL 1839 MONARCHY I86I AUTHOR (1)GEORGE WILKINSON I84O KING ARTHUR I87I MERCHANT (1)BENGAL 1842 DRAGON 1862 MARINER (1)NrNA 1843 CHARENTE 1862 ENGTNEER (1)CHARLES SOUCHAY 1845 BOTANIST (I) 1863 SCULPTOR (I)URGENT l84s RELTEF 1863 ASTRONOMER (11)ROBERT PRESTON 184s ARTTST (1) 1864 EDTTOR (1)DAUNTLESS 1846 CORDOVA 1864 NAVIGATOR (t)EDWARD BOUSTEAD 1846 GOLCONDA 1864 SCHOLAR (l)REDBREAST 1846 AMAZON I866 LEGISLATOR (1I)TEMPLAR 1846 ALICE 1866 ORIONCITY OF LINCOLN 1847 CHRYSOLITE 1866 VEGAGREAT BRITAIN I848 PANTHEON 1867 PALLASHERO 1848 WARRTOR (l) 1868 CHANCELLOR (11)HANNAH EASTTE 1849 AYLESTONE 1869 BARRISTER (1)MAZEPPA 1849 VANGUARD 1870 SENATOR (l l)PAKENHAM 1849 JURIST (I) 1871 PATRICIAN (I)BLANCHE I85O STUDENT (I) I87I YEOMANLAUREL 1850 AMBASSADOR (1) 1872 CHANCELLOR (l I l)cooD TNTENT 1850 ARBITRATOR (1) 1872 COMMODORE (l)GOSSYPIUM 1850 LEGTSLATOR (l) t872 CENTURION (1)oLD ENGLAND 1851 CHANCELLOR (l) 1872 ARTIST (11)GEM l85l OBERON 1872 SCULPTOR (1r)HEBE 1851 LTNGUTST (l) 1874 DTPLOMAT (l)DEVOMORT 1853 WARRIOR (I I) 1874 INYATILANCASHIRE 1853 MEDIATOR (1) 1876 SPECTATOR (I)coLr.JMBrA 1854 COMMANDER (r) 1877 BARRISTER (11)ADMTRAL GRENFELL 1854 DTSCOVERER (l) 1877 GOVERNOR (11)oRKNEy LASS 1855 EXPLORER (l) 1877 INSTRUCTORTIMANDRA 1855 ORATOR (l) 1877 SCULPTOR (11l)WEST DERBY 18ss COUNSELLOR (l) 1877 BARRISTER (r I l)GEOLOGTST (l) l8s9

18781880I 880t 88ll88 l1882I 8821884I 88s18861886188818891889I 889l89l18931893190119011902190619081909191 It9t2r911t9141915l9l519 l81918l9l8

If you should happen to have a print of one of these ships please let us know; even if you cannotspare it we would like to have it copied. Now that Maritime England year has been extended into 1983there will continue to be a number of Nautical Art Exhibitions around Britain, so please keep a look outfor us'

:r ,r. ,t * :B

8

TRADE REPORTS

BULK CARRIERS by J.D. Arkell

Within days of the last newsletter being published the freight rates dived to the level we experiencedin October of last year and thus a daily time-charter rate of about U.S.$2,500-3,500 for our size of vessel.

We had expected the usual Summer downturn of course, but towards the end of June, rather than theend of May.

The way in which the rates plummetted illustrates only too well how finely balanced the marketis poised between the pressures of supply and demand: In April and May rates began to rally, due to thenumber of vessels that had gone into lay-up, plus the first fledgeling sigrrs that the world economy waspulling out of deep recession. Unfortunately the delicate balance was tipped the other way overnight, dueto vessels being tempted out of lay-u1i, the continuing stream of new tonnage from the world's shipyardsand the usual seasonal downturn.

Looking to the future is never easy, but we would hope to see an improvement in freight rates inthe Autumn and, indeed, two leading firms of shipping consultants expect an upward trend to start aboutthen and continue slowly through into 1984. We will have to wait and see if they are right!

The WANDERER completed discharge in Jeddah on24th June, and was ordered into theMediterranean unfixed, although we had looked at a cargo of phosphate out of Aqaba to Kandla andPort Okha, (but failed as Port Okha was unsuitable for our size of vessel). After clearing Suez the vessel

was ordered to stop S.E. of Malta whilst we tried to work a cargo out of Tartous to China. When thatfailed the vessel continued towards Gibraltar and, in the meantime, we looked at a cargo of salt fromTorrevieja to U.S. North of Hatteras.

As the vessel approached Gibraltar we still had not found any cargo that was worth fixing, so

after much discussion we elected to proceed towards the St. Lawrence on a track enabling us to altercourse for the English Channel.

Subsequently we fixed the vessel to the Iranians for a voyage charter from Samia and Troisfuvieres to Bandar Abbas (via Malta for much needed stores). The vessel left Malta on 2l st August, andat the time of writing there is the possibility that the Iranians will require the cargo to be discharged atIskenderun for overland delivery to Iran.

The WARRIOR, after her slow discharge in India, proceeded to Nauru, (via Singapore for bunkers),to load phosphate for Newcastle and Brisbane. Whilst en route to Nauru the weather looked to be setfair for a quick tum around, but they must have seen the WARRIOR coming and the weatherdeteriorated. However, after 5 days drifting, she berthed, loaded and sailed for Newcastle.

On completion of discharge at Brisbane the vessel was instructed to proceed to Newcastle in thehope of picking up a cargo but then, within hours, was instructed to anchor to await orders. After abouthalf a day at anchor we ordered the vessel towards Sydney, where she eventually anchored to awaitorders. Then, whilst we looked at cargoes from New Zealand and Australia to Europe, also Nauru andJapan, we decided to topup with bunkers at Sydney.

After nearly a week at or off Sydney we fixed her for a cargo of coal from Newcastle to Ubeand Hososhima. The vessel is presently due at Ube on l st September.

The WAYFARER arrived off Aden on 30th May and is still there having commenced dischargeon I lth August. She is not expected to complete until the beginning of October. Thereafter the vesselwill proceed to a drydock port.

lt must be very boring for all onboard. However, with a favourable rate of demurrage thesituation is not quite as bad as it appears, in commercial terms.

Trade ReportsBulk Carriers (continued)

The LANTAU TRADER completed discharge of her alumina cargo in Aardalstangen and proceededto Bergen for btinkers. Then, as we could find no cargo, she sailed for Flushing Roads to anchor and awaitorders. Whilst there, she took additional bunkers as a good price prevailed.

After three days at Flushing we decided to despatch the vessel down the English Channel with a viewto ballasting to the U.S.A. However, when she was off Plymouth we fixed her for a cargo of steel products,chemicals and tramcars from Szczecin, Hamburg and Zeebrugge for Hong Kong and Manila. The vessel ispresently at Hong Kong and expected to complete in Manila on 30th August.

The LAMMA FOREST completed discharge of her coal cargo in Tsuruga on Znd,July, and proceeded

to Moji to bunker and thence to anchor to await orders.

Eventually she was fixed for a time charter trip from the Philippines, lndonesia and Malaysia toNorthem Europe with timber products, which should keep her employed until the end of October.

You will not have failed to notice with all vessels that we have had to fight for every cargo, whichis a result of the market downturn, not enough cargo and too many ships.

CAROL by G.C. Kendrick

Trade levels continue to be severely depressed, both Westbound and Eastbound. The Europeanholiday season, coupled with the general recession, has led to some very disappointing sailings but it ishoped that the build up to Christmas will result in some improvement. Our Eastbound carryings continueto disappoint, although a number of possible areas of improvement are being investigated, particularly inthe Conair field.

The situation in Carol is constantly being monitored and measures taken, where possible, to reducethe Lines outgoings. Schedules have been adjusted to enable some savings to be made as a result of slowsteaming and reduced overtime working. Currently, a Carol vessel leaves Liverpool, (the last Europeanport), every I 1.5 days.

Port conditions generally in the Caribbean continue to be reasonably good, with the exception ofPort of Spain, where a strike and go slow amongst the port workers almost forced Carol to charter a

second feeder vessel. At the eleventh hour, this proved not to be necessary. Despite continuous pressurefrom the Trinidad Shipping Association, nobody seems willing to grasp the nettle and formulate a planto bring stability to the port.

Puerto Limon is shortly to erect a Portainer but heavy swell conditions for five months of the yearis causing concern about possible damage to the vessels as well as this new crane. To combat the swell,additional heavy springs have been supplied to the ships.

Rio Haina's port development is progressing and the new terminal could be ready by the endof the year.

Mr. Jonckheer, Manager of the Carol Co-ordinating Office at Hounslow, having completed his twoyears secondment from Nedlloyd, has now been replaced by Mr. Nicolas. For the past 6 years, Mr. Nicolas,from CGM, has been Carol's Operations Manager at C.C.O. Captain Embleton now takes over as OperationsManager.

{. {<

l0

Trade Reports

EURGCARIBE by G.C. Kendrick

As indicated in the previous Newsletter, the Service is operating with a reduced frequency. Theresults of this rationalisation are that the Venezuelan service is operating with a good level of occupancyand, of course, vessels are on outward charters only. The Colombian service, however, has experienceda severe downward trend in Westbound cargo due to the present state of the Colombian economy.Eastbound carryings have been encouraging so far, although this cargo is mainly our partnen' and forContinental discharge.

The two chartered vessels, COSTA RICA and HONDURAS operate the Colombian round-voyageservice. Problems have been experienced in both Venezuelan and Colombian ports in recent weeks due

to strikes. In Venezuela the problem was that the port workers had not been paid a proportion of, orin some cases their full wages, for two weeks. Settlement was eventually reached, but not beforeconsiderable expense had been incurred diverting vessels to ports which were working. Colombian portswere operated by Military and Agency personnel for a period during their strike, but the situation is

now back to normal. Some delay was caused to the HONDURAS and the problem is now to get thevessel back into schedule.

BEACON by J.M. Hickling

In confirmation of the hope expressed in the last Newsletter, DOAL did indeed join the BeaconService at the beginning of July, and the fourth large vessel, (CMB's Ahrenkiel type CRANACH), sailedfrom Felixstowe on her maiden voyage on 29th June.

Contrary to expectations however, whereas Nedlloyd have still to confirm their wish to "jointhe club", CGM have agreed to come in from early October. This is a welcome addition to the service,and one effect will be to add Le Havre to the vessel's European ports of call.

A further item of news is that DOAL'S new containership UBENA, now building, is due to jointhe Beacon Service about the tum of the year, in place of one of the present Ahrenkiel's which will be

completing her two year charter about then.

The feeder service between Tanga and Mombasa is now in operation and initial support has

been quite encouraging, although this has tended to be more Northbound than Southbound, resultingin "odds and bobs" presenting certain problems.

Perhaps one should not have been too surprised that the new Terminal equipment in Mombasahas not performed as well as expected, and indeed productivity actually slumped alarmingly for a time;althought the last couple of ships have fared rather better - possibly not unconnected with the recentvisit of a high-powered Beacon delegation! However, it would probably be over optimistic to count ona lasting improvement at least until the current Terminal development work has been completed andthe "bugs" in the equipment ironed out.

Commandante Correia has now returned to Europe after completing his l2 months period ofsecondment in Nacala - hard labour indeed! It remains to be seen how the port, (and railways), willmanage to cope, especially when the rainy season starts in November.

In June, Captain Richard Olden completed several years as the British Line's Representative inDar-es-Salaam. His place has been taken on the operations side at least, by our Mr. Ken McGeorge.

**:F*{<

ll

DIARY OF HARRISON'SyLAST'TWEEN DECKER

G.M. Stephenson

In 1971 the Charente Steam-Ship Co. purchased the m.v. ION, as a new vessel, whilst she wasfitting out at Doxford and Sunderland's Pallion Shipyard. This 1 1,300 g.r.t. 'tween decker was renamedBENEFACTOR and spent most of the first seven years of her life trading on Harrison's liner routes -mainly to South Africa.

However, by 1978 most of our trades had been containerised and there was very little requirementfor a general cargo ship of 17,000 dwt. tonnes on the routes to the Caribbean or South or East Africa. Thedecision was taken therefore, to make the vessel available on a regular basis on the charter market for tradingworld-wide.

On June 2lst 1978 m.v. BENEFACTOR delivered to Continental Lines S.A. of Antwerp at Hamburgfor a timecharter trip to Karachi and Bombay at $4,900 per day. The voyage lasted 76 days and was thefirst charter of a three and threequarter year period of almost continuous charter employment, duringwhich time the vessel carried out the following voyages:

l. Continent

2. Maputo

3. Continent

4. Maputo

5. Continent

6. Georgetown

7. Poland

8. S. Korea & Japan

9. Mexico(West Coast)

10. (a) USEC(b) South Africa

11. UK & Eire

USEC

Port Elizabeth

Montreal &Great Lakes

Mackay

Panjang(Indonesia)

17. Continent & U.K.

18. Continent & U.K.

t9. Continent

20. U.S. Gulf & USEC

Karachi & Bombay

River Tees

Red Sea & Aden

London

Caribbean

Liverpool

Madras

U.S. West Coast, Mexico& Costa Rica

Barcelona & Genoa

South AfricaAntwerp & Bremen

Venezuela, Colombia &Jamaica

South Africa

Montreal

Whampoa & Hsinkang

Penang (Prai)

Lorient & Brest

Aqaba

Aqaba

Venezuela

South Africa

Generals

Chrome Ore

Generals

Sugar

Generals

Sugar

Steel

Generals

Cotton

GeneralsGenerals

Generals

Generals

Manganese Ore

Generals

Sugar

Tapioca

Generals

Generals

Generals

Generals

Continental Lines

BCC

Hansa Line

Tate & Lyle

KNSM

Booker Line

Grace Shipping

KKK

TMM

SafmarineSafmarine

Harrison Line

Safmarine

G.T. Symons

Chinese

CSR

Toepfer

Jordan Nat. Line

Jordan Nat. Line

FMG

Safmarine

12.

13.

t4.

15.

16.

This last charter was completed on the l6th April 1982, when the BENEFACTOR was sold to theSeltaka Shipping Company S.A., of Panama and renamed SOUTHERN LADY.

Just over ayear later, on the 27th June 1983 - five years and six days after the commencement

t2

Diary of Harrison's Last 'tween Decker (continued)

of the aforementioned charter period the SOUTHERN LADY delivered for her latest fixture which readas follows:

Continent - Karachi & Bombay - Generals - Continental Lines.

Rate $4,400 per day!

Who says History doesn't repeat itselfl!

Many of our ships are to be found in Austalian waters these days and those aboard will, no doubt, have admiredthe beauty of the longest reef in the world, though presumably from a distance. Captain Smith is now back near thosewaters, aboard the P0RTLAND BAY, (CITY OF DURBAN), and has kindly provided us with this article which was

written when he was Master of the AWHOR

THE GREAT BARRIER REEFby

Captain R.J. Smith

The Great Barrier Reef was given its name by Lt. Flinders in 1802, whilst on a surveying voyagein H.M.S. INVESTIGATOR. The Australia Pilot, Vol. I 1 1, refers to this chain of reefs, coral cays andislands, which stretch for a thousand miles off Australia's North East Coast, as being unequalled in theworld for its extent and obstruction to navigation, a fact bome out by the number of ships wrecked andlives lost on it over the years. Even on the day our Pilot departed a distress message was received, froma vessel that had run aground on one of the reefs lying off the eastem edge of the barrier.

The Great Barrier Reef Maine Park Authoity protectsand marwges the reef and associated Islands along 1250miles of the North East Australion coast. (A.I.S. photo)

Many of the ships lost were probably tryingto make one of the passages through the Reefwhich lead to the Torres Strait between Australiaand New Guinea and so into the Arafura andTimor Seas, this being the shortest route toIndia, Indonesia and Asia from the AustralianEast coast ports, New Zealand and the SouthPacific Ocean.

There is speculation but no firm evidencethat the Arabs might have visited the area 2000 orso years ago, or the Portugese in the early sixteenthcentury but the first recorded sighting of theTorres Strait and Australia by a European is

credited to the Dutchman, Captain W. Jansz, inthe DUYFKEN. He approached and departed fromthe West without passing through the Straits,thinking it was part of the coast of New Guinea.The first European to actually traverse the Straits,(in 1606), was the Spanish navigator after whomit is named - Captain Luis Baezde Torres in theship SAN PEDRICO but it was not until 1770that the Reef and the East coast of Australia weremore fully explored and charted by Captain Cookin H.M.S. ENDEAVOUR. He first sighted thecoast near Cape Howe and sailed northwards,charting as he went and because he hugged the

l3

The Great Barrier Reef (continued)

coas,t, he did not realise he was becoming entrapped by the reefs, until he ran aground on a coral caynear Cape Tribulation. Fortunately the crew were able to make good the damage and the voyagecontinued until, eventually, he passed through the Straits and sailed on to Timor.

The next person to pass through the Straits was Captain Bligh on his remarkable voyage in 1789 inthe small 24 ft. boat he was set adrift in by the BOLTNTY mutineers. He crossed the Barrier Reef andtransitted the Straits via the Prince of Wales Channel - the first European to do so. This is the mainchannel used by most ships today.

In proceeding from Sydney or Brisbane to the Torres Strait there are two routes which can beused, the Inner or Outer route. As the names imply, one keeps to the inside of the reefs and the otherstays outside until off the New Guinea coast, when the Barrier is crossed via the Great North EastChannel.

The Inner Route is preferred these days to the Outer, being well surveyed with numerous beaconsand navigational aids. It also provides smoother water and a saving in time on the outer route. This was notalways so; although the Inner Route was surveyed between I 81 8 and 182 I , the Outer route was generallypreferred, (if the Torres Strait was to be used at all), until about 1874. This year saw the start of theEastem and Australian S.S.Co. service from ports in Queensland to Indonesian ports and Singapore viathe Torres Strait using steamships, and also the start of the Barrier Reef pilotage service.

ln one of the books used for reference - the newly published 'Reef Pilots' by Captain J.C.H.Foley - the author states that when this service was expanded shortly afterwards, to include HongKong and Melbourne, E. & A. chartered in various vessels on a temporary basis and among them wasthe Harrison Line vessel LEGISLATOR.

Although not compulsory when using the Inner route it is strongly recommended that a Pilotbe taken; this being arranged through Banks Bros. & Street, Sydney. Proceeding North, the Pilot joinseither prior to sailing at the last port or off one of the East coast ports and departs off Booby Islandonce through the Torres Straits, making it the longest single handed pilotage in the world. There arevarious other boarding/disembarking points ranging from off Port Moresby, New Guinea, to off theEuston Reef Light Beacon, depending on which port a vessel is from or bound. The maximum draughtis 1 1.9M at present but it is hoped to extend this to 12.2M shortly. Approximately 1500 ships a yearuse the Straits.

The coral reefs and cays are low lying and not dissimilar to those off Belize, except that theydo not appear to support as many palm trees. The islands nearer the coast, mainly composed of rock,are much more varied in size and shape. Some rise quite steeply from the seas and are mainly coveredin grass and a type of pine. We were lucky enough to pass through the Whitsunday Group of islands -one of the most scenic parts of the whole route - in daylight.

Navigationally and scenically the passage through the Inner route was most interesting and itwas made even more so by the anecdotes, information and snippets of history imparted by the Pilot,Captain Johnston, about the islands as they slipped past. I'm indebted to him for much of the following.

The Whitsunday Group is one of the larger group of islands with a number of holiday complexesbuilt on them, serviced from the mainland by helicopters. They are ideal for watersports and relatedpastimes, and small pleasure steamers pass between the islands on day trips. One island called Lindermanis owned by P. & O. and is sometimes used as a port of call by their ships cruising out of Sydney.

Middle Island is privately owned, by a cattle and sheep farmer who uses a small plane to keepin contact with the mainland. The children leam their lessons from the 'School of the Air' radio.

Through the binoculars we managed to sight the two black billy goats and their respective

t4

The Great Barrier Reef (continued)

Heron Island - 40 miles off the coast from Gladstone - is the most Southerly touist resort of the Reef. It is a true coralcay and is surrounded by 5 miles of reef compising mnny types of coral and a wide vaiety of tropical maine life. Atight is a channel cut through the reef to give touist vessels access to the Island. (A.I.S. photo )

tryt l. *'

e'Y d,:i

t{I

*,*r*'',-***.

Hayman Ishnd on the Great Barrier Reef. (A.I.S. photo)

l5

The Great Barrier Reef (continued)

harems who have divided Dent Island between them. This island is up for sale.

The names of the islands in the Sir James Smith Group all relate to the trade of smithery -Tinsmith, Goldsmith, Silversmith etc., or Anvil and Pincers.

A small Dutch passenger vessel ran aground on St. Bees Island and broke in half. The beachedfot'd half was converted into a restaurant and used for a number of years until it was finally washedaway by storrn.

Lizard Island, off Cape Flattery was named by Captain Cook who, from the vantage of itshighest point, searched for a gap in the reefs through which to take his ship in order to gain the opensea after running aground. It is now a State National Park with a marine research station and a smallholiday resort which is used by the likes of Lee Marvin and Jack Nicklaus, as a base for swordfishfishing.

Shute Harbour, on the mainland at the Northern end of the Whitsunday passage. (A.I.S. photo).

Scattered in jumbled profusion over the land around Cape Melville and the islands off it, arethousands upon thousands of boulders of all shapes and sizes. It is thought that this is the result of a

volcanic eruption many years ago. One of the larger boulders on one small islet had been painted whiteby local fishermen to make it more conspicuous after so many boats had run into it at night. Amonument is marked on the chart standing close by Cape Melville; this was erected in memory ofnearly 200 pearl fishermen who were drowned nearby when their fleet was caught at anchor by acyclone in 1890.

Nearby Clack Island is taboo, except to Aborigines who use the caves, which riddle its interior,as burial chambers for their dead.

t6

The Great Barrier Reef (continued)

As might be expected the whole Reef is a paradise for any one interested in fishing, thoughcatching cray fish in one area has to be done by hand - they will not be tempted into a pot. Whencaught, their claws have to be held together otherwise the clicking noise made by them attracts theattention of sharks. Commercial fishing for prawns is also carried out. We passed a dozen or so boatsanchored in the lee of the reefs in Princess Charlotte Bay whilst their crews slept; they fish at night. Atug and barge regularly brings supplies, fresh water and oil to them from Cairns, retuming with thecatch in a refrigerated unit on the barge. The crews, among whom are a number of women, stay onthe boats for up to six months at a time and if the boats do not return to Cairns, relief crews are alsotransported up on the tug.

So finally to Booby Island, where the Pilot disembarked. At one time, provisions and freshwater were stored in a cave on the Island for the use of any shipwrecked seamen, and ships passing

would leave mail to be collected together with the lastest navigational information about any newlyfound hazards in the area.

The future of the Reef is causing concern to ecologists who fear that it is threatened by, notonly the commercial activities of man wishing to explore the area for oil or mine limestone, but alsothe voracious appetite of the 'Crown of Thorns' starfish. This creature, between 12 and 20 inchesacross, with its upper surface covered in spines, (hence its name), can eat up to 7 cubic feet of corala week and has already laid waste quite large areas. Being able to regenerate itself it is most difficultto kill. I only hope these problems are resolved before this unique and magnificent Reef is significantlyaltered.

All the photographs in the previous article have been supplied by the Australian Informntion Service (A.I.S. ) and arereproduced here with their kind permission

***r<*<

THE PASSENGER SHIPS REMEMBERED

By co-inci.dence both Captain Skelly and Captain Curle lwve sent

in anecdotes recently, about certain memoies they have of Harison's days

in the passenger buiness. Their stoies, although viewed lrom mtirelydifferent aspects, do complement each other and are reproduced here withgmteful acknowledgement to the authors for having taken the time toput pen to papel

Now that another summer holiday

season draws to a close, this advertisement

serves as a convenient introduction to these

memoiec It dates back to 1933 - iust 50yean ago - and was uneothed recently bythe Liverpool Bmnch of the Institute ofClw rt er e d S hipb r o k er s.

ANTIGUA-BARBADOSGRENADA.TRINIDAD

DEMERARA

Uq lutl Pattictidt s drlly--TEOS. & JAS. EAHRISON,

' DOCK HOUSE, BILLITER OT., LOIIEOII, !.0.!J. D. HEWETT & CO. LTD.,

11 (Lovor) REGENT st., LOXDOII, l.f.lot Lacal,4r.ilts.

t7

The Passenger Ships Remembered (continued)

LOOKING BACK ON S.S. INANDA AND INGOMAby

Captain H.G. Skelly

A very long time ago I started my life at sea. The ship was berthed at the North Wall of WestIndia Docks, London;she was a small ship the, S.S. PROFESSOR, loading a general cargo for SouthAfrica.

En route down from Liverpool, a well meaning traveller on the train advised me to hire a hansomcab and not a new fangled taxi as this would save half a crown on the fare - that was a week's gross payand so I took it, and so arrived in a hansom cab, on a hot summer afternoon, one hour after the train'sarrival at Euston. The poor horse was exhausted, the cabby went in search of a water tap for his bucket, andI began a long hard apprenticeship.

The year was 1925; I was sixteen years of age. Much could be written about the next four years,but I spare the reader that, for it serves here only as an interlude to my introduction to the steamersINANDA and INGOMA, names hardly remembered by most Harrison Line personnel today.

All good and bad things come to an end, and in 1930, having obtained a second mates certificate,I was sent back to that same berth in London to join the INANDA. This appointment wasn't much usefor furthering my long term career, because I was only to be their Fourth Officer and no time in thatcapacity qualified one for further certificates. However, it paid f l3 per month - a considerableincrease over the 03 on my last pay slip - and there were not too many jobs offering in those days.

The two ships INANDA and INGOMA ran six-weekly voyages to the West Indies, and spent twoweeks in the West India Dock in between. Their names were inherited from the Rennie Line, whichHarrisons bought in 19 1 1 , and they carried some five thousand tons of catgo, and eighty or so oncclasspassengers.

The Master and the other three deck Officers all held foreign going Master's certificates, so I didnot count for very much. But I was willing to learn and everybody was willing to teach me.

The European sector of the crew was considerable. One Doctor, five Engineers (four with firstclass certificates) two Radio Officers, one Puner/Chief Steward, one Second Steward, two Stewardesses,a Barman, Storekeeper, Chef, Butcher, Baker, Chief Cook, Second Cook and Scullion Boy. There werealso waiters, bedroom and bathroom stewards and four Quartermasters. Sixteen Lascar seamen lived aft,together with twenty-one firemen and they had their own two galleys and two cooks. A Quartermasterwas paid 09.10.0 per month, a steward f8.12.6. and the highest paid Indian, the serang, f,6 per month.

The wage bill must have been considerable for there were so many of us, in fact we could notpossibly have made a profit, for the passengers only paid f32lt40 a single passage, or 075/f,80 the roundvoyage, with three days ashore at the Park Hotel in Georgetown all included in the ticket.

Leaving London we always made for the South of Santa Maria in the Azores. So many youngchildren could be ill with seasickness we needed the fine weather quickly, and that was the best route tofind it.

After that we made for Antigua, to land the Northern Islands passengers and cargo, then proceededto Barbados, St. Vincent, Grenada, Trinidad and Demerara.

When in the Caribbean, cargo work continued day and night and with the last sling out we wereoff to the next port. All mails, freezer cargo, specials and baggage were checked in and out by Officers, andwe more or less worked watches after that.

l8

The Passenger Ships Remembered (continued)

Looking Back on S.S. Inanda and Ingoma (continued)

:i

(Above) S.S. INGOMA, built 1913, 5686 g.r.t. Sold 1937 to Italitn buyers;rennmed SANGIOVANNI BATASTA.Scuttled 19th January 1943 at Tipoli

(Below) S.S. INANDA, built 1925, 5985 g.r.t. Bombed and sunk in London Docks 7th September 1940. Raised; becameMinistry of War Transport EMPIRE EXPLORER, with passenger accommodation removed andagain sunk by enemy action (torpedo) off Trinidad 8th July 1942.

s:,:

si:ffite*

L'&r,$

t9

The Passenger Ships Remembered (continued)

Looking Back on S.S. Inanda and Ingoma (continued)

On the run out we had compiled master books and hatch books from the London P.L.A. Inwardtally books and we did this work in our watch below. We surely became the world's best scribblers! Thesecond Officer checked off the master book and we departed to the next island when he was satisfied allthe cargo was out for that port.

Labour contractors supplied the labour to discharge the cargo, supervised by the rotund andgentlemanly Mr. Niehtingale in Barbados, Big John Labash in Trinidad and Old Joe White in Demerara.All were characters. Trade Unions were unknown in the West Indies, and there were no stupid frustrationsto real work. There was just a rate for the job. They got on with it, and so did we. There were no harboursat any island; it was all open anchorage work, except for the wharves on the Demerara River. We seldomwent ashore; we did not wish to really, for life was interesting and very full on board.

Food and conditions on board were excellent. Meals contained many courses of well cooked andenjoyable dishes. The junior Officers had their own small table in the dining saloon. Senior Officers hadtables of their own, scattered amongst the passengers. On the ocean stretch, Senior Officers and passengers

dressed for dinner at 1900 every night except Sunday. lnter-island it was not so demanded.

Sunday moming Church Service was held in the Music Room at 1000 and the Quartermaster tolled thebell on the forecastle head to call out the faithful. The ladies wore hats, the Captain read the service, andthe piano accompanied the hymn singing. The plate was passed round for the Seamen's Orphanage. AllOfficers were expected to go to church, and did. It was all very well done. The usual deck games could be playedafter church, but not before.

In the music room there was a library for the passengers of one hundred books and a radiogramophone type of instrument, with loud speakers to the top deck for evening dancing, or aftemoon teamusic. The usual deck games, sweeps, treasure hunts, fancy dress dances and amusements were wellorganised, and bridge and little gambling games were run in the smoke.room at night. If anybody wantedmore for their thirty-five pounds they were peculiar. But they seldom did, and were mostly happy andfrequently said so. In fact many passengers were regular customers.

Up to the year 1937 I enjoyed this particular life at sea. I did have one year ashore in 1932 whichI hated, being then surplus to any requirements of the Harrison Line. I was also a victim of the Government's"Means Test", for the Big Depression was at its worst period. If you did not work, you did not eat in thosedays. However, I was fortunate enough after that year, to be offered a Quartermaster's job in the INGOMAand the opportunity to slowly work my way up the ladder to the good times again. At that time there werefour Masters and one Extra Masters certificates on the bridge, and three of the four Quartermasters heldsecond mates certifi cates!

ln London, half the crew were laid off, or on leave and we were supplied with a midday lunch onboard and half a crown subsistence allowance for the other two meals on the week days. We were givenfour shillings for Saturday and Sunday. One of us, armed with a shopping bag, would go to Crisp StreetMarket, off East India Dock Road and buy the week's food. Chickens for 2l6d each, eggs l/- per dozenand bacon l/- per lb. Food was cheap;we bought it, cooked it, and ate it on board. We lived well.

Mr. Renstead, the elderly retired Rennie Line Relief Officer, would board at 1700 and do the nightduty. We would go to Lyons Tea Shop, opposite the Blackwall Tunnel entrance, and eat there. We kneweverybody who worked in the establishment and received the best the kitchen could provide.

Occasionally, kindly passengers would invite one or two of us out, maybe to their homes, maybe toa West End Restaurant, and/or a theatre. One Antigua family frequently did this. Their car and chauffeurcalled for us, deposited us at their London home for dinner and on afterwards to the theatre, then back

20

The Passenger Ships Remembered (continued)

Looking Back on S.S. Inanda and Ingoma (continued)

to West India Dock. Life took on an "Upstairs/Downstairs" flavour and we had a little toe "Upstairs"now and again. It was very enjoyable.

ln 1937 I had the necessary qualifying time in for another certificate and so I said a sad goodbyeto what had become a way of life. Most of us had been together for a long time, and I had known all thepleasures the best of good companions could give. The passengers too had provided much of what wasworth having. In 1938, soon after I left, the INGOMA was sold to the Italians, and a Harrison-built newINKOSI took her place.

It is only fitting to finish this story with how it all ended and why. In 1939 the West Indianpassenger service ceased, due to World War II Shipping Ministry control. The INKOSI was bombed in WestIndia Dock, salvaged, and fitted up again to sail out as an ordinary cargo ship. She survived until 1958. TheINANDA was sunk by a German 'U' boat in the Caribbean in 1942. The INGOMA however, ended upfighting on the wrong side: In 1942 a R.N. Ofhcer told me he had seen her bombed out and sunk in a

North African port. This fact I could never verify, but to me it could never be the end I would wish forthem. They gave me the happiest years of the forty-seven I spent at sea and many other Harrison Linepersonnel only remembered them with affection. They certainly were the nicest way to go to sea in thosedays, or in fact the nicest way to go in any days. But they died with the war and never came back.

**

'THE PIRATES OF PORT-OF-SPAIN' or'THE ABORTIVE RAPE OF THE INANDA'by

Captain J.L. Curle

Aeons ago, or in what could loosely be called the 'Steam Age', I had reached the dizzy heights ofSecond Mate of one of our third class ships, to whit the SCHOLAR, alternating between our two passenger

vessels, the INANDA and INGOMA, on the London/West Indies run.

On arrival at our terminal port of Georgetown, Guyana, we were engaged to ferry sugar to Port-of-Spain. Apart from the numerous bars in the 'Tiger Bay' district of Georgetown, there was one of a differenttype, some 12 miles off the port, which limited our draft to about 20 feet or some two thousand tons of

(Above) S.S. SCHOLAR, built 1922, 3940 g.r.t. Torpedoed and sunk by enemy action off the lish coast 21st September,1940.

21

The Passenger Ship Remembered (continued)

'The Pirates of Port-of-Spain' or 'The Abortive Rape of the Inanda' (continued)

,.'$1f i$rj.sii

^t S. /1/1(O,S1, built 1937, 6618 g.r.t. Bombed and sunk in London Docks 7th September 1940. Raised for

Ministry of lilar Transport and Wssenger accommodation removed; became EMPIRE CHIVALRY.Purchased from M.O.lil.T. in 1945, renamed PLANTER. Sold to Belgian breakers at Ghent in 1958.

bagged sugar. When we arrived at Port-of-Spain we would lie alongside one of our vessels, discharge directlyinto her and sail back to Georgetown; "A nice soft number", thought I.

On our third ferrying run, thebtzz went round that our cargo was for the INANDA - what a

starching and ironing of 'number tens', what a blancoing of shoes, and "what the hell did I do with thatbox of regalia"?

On arrival at Port-of-Spain our hopes for at least one decent meal were blighted. "No way is anycrummy cargo boat coming alongside me" quoth the passenger vessel. If there were any 'parlour games' tobe played such as'I spy with my little eye' peeping through portholes, it would be played by the Officersand Gentlemen, not by a bunch of 'cargo boat wallahs'. The sugar would have to be lightered. Naturallywe were highly incensed at such cavalier treatment, and swore a solemn oath over a bottle of 'Nelson'sBlood' that we would wreak vengeance on the upstart.

Six months later our patience was rewarded. On anchoring off Port-of-Spain we noted the objectof our revenge anchored a mile ahead of us. Gone now were the starched 'number tens' and the blancoedshoes;in their place were the most villainous bunch of pirates that could scare the living daylights out ofany fair maid that fell into our clutches, aided and abetted by a lavish amount of burnt cork, flag repair,bunting and such galley utensils as cleavers, nasty looking knives and toasting forks. 'Sparky' was armed witha steel, in the event that some of our captured'birds'should prove to be'boilers'.

On a night as black as our intent and with muffled oars, we glided silently over the limpid waters ofthe Gulf of Paria: Only three more cables to row and INANDA would be in our clutches. Then on cameher steaming lights, off went her anchor lights and with three derisive toots on her whistle and a wickedwiggle of her stem, she disappeared over the horizon at a rate of knots, leaving in her wake a gaggle ofexceedingly deflated pirates!

Where are those two old ladies now? Rather more than 'Full fathoms five' they lie rusting away, theINANDA off Tobago and the SCHOLAR off Ireland. R.I.P. the pair of you and thanks for the pleasantmemories.

{<d<{<r<*

22

SPORT

CROWN GREEN BOWLING by Tom Mitchell

Since the last report we have completed the 1983 season. It is pleasing to note that we have hadour most successful season so far, as we have won six games and lost four by only the narrowest of margins,(total number of games played was l2). The League positions arc yet to be finalised as one or two teamsstill have fixtures to complete, but we understand that at the moment we are placed third in the league.

In the Cup games, whereas last season we reached the final, this year we went out first round due to theCaptain who, as the saying goes, "bottled it" in the final match of the night, when needing only onepoint for victory!

My thanks to all players for their splendid effort over the season and our best wishes go to lastyear's Captain for a speedy recovery from his present illness.

TENNIS by Roy Hoodless

The annual Tennis Tournament was held at Bebington Oval in late June/early July.

While the Men's Tournament was well supported, the Ladies could only produce four willingvolunteers, Audrey Hughes defeating Angela Johnstone 6-0, 6-0 in the Final. The Men's Singles Finalwas contested by Mark Johansen and Roy Hoodless, Mark regaining his title from last year's winner 6-1.7-5.

Due to the limited number of Lady tennis stars, it was necessary to hold a "mixed" Mixed DoublesTournament which was won by Jonathan Croft and Roy Hoodless, who defeated Jan Wharton and RayHolland 6-2,6-2 in the Final.

Once again the matches were good-humoured and enjoyed by all participants. We can only hopefor increased support (particularly from the Ladies) next year to continue to make the Tournament a success.

THE RUNNING TEAM by Phil Aldag

The running tum line up(from left to ight);SUKU(It's the Garlic) BISIUAS,STEVE (I'm Fit) CAIN,PHfL (Oh there's that noiseagain)ALDAG, DAVE (Seb

for Short) PARSONS,DAVE (Marathon Man)FURY.

*{<

23

Sport - The Running Team (continued)

The newly formed Harrison Line running team entered their first (fun) race as a group in a five'miler, towards the end of June. They came twenty-ninth out of fifty-five teams.

On July lOth a ten and a half mile fun race was held in North Wales in which they again participatedbut the first four miles were uphill, it was a very hot day and they were somewhat delayed

passing four pubs!

The writer managed to finish in one hour and thirty-eight minutes in a half marathon on Augustl4th and the whole team is now in full training for the Wirral Marathon on September I I th; however on thatoccasion they will be running in the colours of "Pathetic Athletic!"

***{<*

EASTERN BEASTIE

Mr. John Haris, (Second Offrcer, mv. ASIA WINDS), wrote to the Editor in May and enclosed the followingpoem It was witten by Mr. Ian Guy, who was on watch with Mr. Harris on the 12 - 4 together with Mr. Phil LittlewoodA.B. Mr. Hanis sets the scene. . . . .

"The incident that Mr. Guy refers to in his ode happened as the ASIA WINDS was approachingHong Kong. As Second Mate, I had occasion to enter the Chart Room in order to fix the vessel's position,whereupon I was confronted with an insect, nay, flying creature, of enormous proportions and teeth tomatch. Of course, I battled through, eventually managing to fix the vessels position.

Being conscientious and not wishing to leave the wheelhouse unattended, I left the Chartroomwith some haste, (not undue haste you understand - just quickly) and once back at my post, I delegated

the despatch of this Chartroom squatter to my Watchkeeper, although, as Mr. Guy implies, it took theendeavours of both my Watchkeepers to complete the eventual eviction".

THE 2ND MATE & THE BEAST by Ian Guy - A.B.

The 12 - 4 were gallant men No weapons did this warrior needGallant men all three Just one man standing byAll went well that stormy watch And in he moves without a fearUpon the China sea Proclaims " 'Tis but a fly" !

Though thunder roared and lightning flashed He wrestled with the fearsome beastThe men stood firm and able And overcame the thingUntil a Beastie did alight Soon the danger has all passed

upon the Chartroom table He retreats to the starboard wing.

A cry was heard from the glimmering light The Second Mate can now relaxabove the rain and hail With his watch of warriors kind"Look out"! cries Sec, "a beastie waits And retum once more to his books & chartswith homs and a twelve foot taif ' With ease of heart and mind

With sliderule as a mighty sword The 4 - 8, relief they bringBrown's almanac in hand Knew nothing of our plichtThe Second Mate pursues the beast For now the beast is long since gone

To drive it from our land On this dark and stormy night

A clap of thunder heralds now The 12 - 4 were gallant menThe hero of this tale Gallant men all threeA warrior by the name of Phil All went well that stormy nightStreaks in from wind and gale Upon the China sea.

X*X*{.

24

R.B. SimmonsK. DornanN.G. RebeiroR.D. HuntJ.E.D. GascoigneR.R. BaxterJ.M. HoltA.R. GarganM.G. PakesP. BurrowsI.A.H. WeirA.E. BatesM. MclverD.P. PisaniD.G. AshleyG.K. AllisonC. McGuinness

R.H. JonesI. MathisonP.N. HumphreysR.T. LammingJ.K. AmsburyJ.R. BarkerM. KavanaghD.P. LyonsM.G. WhittakerT.L. AllenR. AspinallP.R. FleetwoodJ. FishM. LowtherJ.C. NewsomeN. ThomasP.J. Johnson

W.W. GibsonG.W. EllisJ. CarpenterH.C. MclntoshI.M. ThorburnR. Burrows

N.A. JardineG.A. Stewart

B.W. JonesJ. Mealor

D. HignettT.E. ConnellK. CarrierD. FarrellD. MeaneyW.A. NewmanJ. LewisW.T. McGintyR. StadingJ. WarburtonF.J. BerryW. O'BrienJ. McGeoughS. CurranS.J. EllisS.W. NeildR. Stocks

Seaman Grade ISeaman Grade 1

Seaman Grade ISeaman Grade ISeaman Grade ISeaman Grade 1

Seaman Grade IP.O. MotormanP.O. MotormanMotorman IChief CookChief Cook2nd Steward2nd StewardStewardSteward

Chief Petty OfficerSeaman Grade ISeaman Grade ISeaman Grade ISeaman Grade ISeaman Grade ISeaman Grade ISeaman Grade ICarpenterP.O. MotormanMotorman IMotorman IChief Cook2nd CookStewardStewardSteward

Catering OfficerChief Petty OfficerSeaman Grade ISeaman Grade IMotorman 1

3rd Engineer

Chief Engineer2nd Engineer

PERSONNEL LISTS AS AT 6th SEPTEMBER 1983

Master "o*ffir,n

Chief Officer P.C. Littlewood2nd Officer O. Owen3rd Officer A.G. BrownChief Engineer J.P. Brown2nd Engineer N.D. Andrews3rd Engineer I.D. Guy4th Engineer W. Holmes5th Engineer E.A. Howardlst Electrician L.S. SmithDeck Cadet R.A. SmithEngineer Cadet G. GriffithsEngineer Cadet B. WhelanEngineer Cadet H. DaviesCatering Officer P. CunninghamRadio Officer C. AdderleyChief Petty Officer

..ASIA WINDS'' (ADVISER)

MasterChief Officer2nd Officer3rd OfficerChief Engineer2nd Engineer3rd Engineer4th Engineer4th EngineerI st ElectricianI st ElectricianDeck CadetEngineering CadetEngineering CadetEngineering CadetCatering OfficerRadio Officer

RFA "RELIANT" (ASTRONOMER)

Chief Officer2nd Engineer3rd Engineer3rd Engineer4th Engineerlst Electrician

2nd Officer3rd Officer

MasterChief Officer

J. DuffyF.A. GouldingC. MacCallumG. WigginsD. Boyd

"PORTLAND BAY" (CmY OF DURBAN)

G.R. Davies

..LAMMA FOREST''

G. J-JonesS. Brunton

25

K. LongP.D. Holloway

R.H. WilliamsJ.A. NorthamA. AtkinA.J. SharpeW.M. DuffD. WoodG.J. Martin

R. BellM.E. StoddartJ.P.A. BillingP.S. DickensJ. LeeE.H. BentP.V. Kelly

T. WilsonD.W. BrennanB.H. BirchD.I. CaigD.A. WilliamsC.G. BarberA.J. Seafield

OFFICERS ON LEAVE

H.S. BladonJ. MaddisonF. MartinE.J. MaxwellA.F. PerryC.D. RileyR. ShipleyD. SkillanderR.J. SmithR. TaylorF.L. SteeleG. BatchelorR.A.C. BourneJ.H. BrierleyR.J. DobsonA.T. JoyceG.S. LairdD. NewtonG.A. WalterM.H. FarmerW.J. ButcherJ.C. HarrisP.G. Masters

MasterChief Officer

MasterChief Officer2nd Officer3rd OfficerChief Engineer2nd Engineer3rd Engineer

MasterChief Officer2ndOfficer3rd OfficerChief Engineer2nd Engineer3rd Engineer

MasterChief Officer2nd Officer3rd OfficerChief Engineer2nd Engineer3rd Engineer

MasterMasterMasterMasterMasterMasterMasterMasterMasterMasterMasterChief OfficerChief OfficerChief OfficerChief OfficerChief OfficerChief OfficerChief OfficerChief Officer2nd Officer2nd Officer2nd Officer2nd Officer

..LANTAU TRADER"

J.C. SinclairM.S.E. Fox

..WANDERER''

P.E. PatersonI.A. AinscoughR. MaherA. NoonS.R. BrownN. CoppellM.N. Pitcher

..WARRIOR''

J. MooreJ. RobertsonF. Speed

K.B. KenyonD. DewarF.D. Farthing

..WAYFARER''

F.J. GardinerN.W. ThompsonP. MaultJ.F. McCormickA.J. ShepherdA.D. EadyJ. Sheehan

B.A. McCleeryP.B. MimmackG. OmalleyA.J. PattersonA.M. PowellP.G. WoodT.R. GreigP.A. Ellisw.A.c. GillS.J. LoweJ. MurrayB. WalkerP.R. WaltonR.D. BishopD.B. BrasseyR. CameronG. CraigM.C. HarrisB.D. HartL. HedleyW.J.M. JosephS.T.P. MatthewsM.D. Mclaren

26

Chief Engineer2nd Engineer

4th Engineer5th Engineer5th EngineerI st ElectricianDeck CadetCatering OfficerRadio Officer

4th Engineer4th Engineer5th EngineerI st ElectricianCatering OfficerRadio Officer

4th Engineer5th Engineer5th Engineerlst ElectricianDeck CadetCatering OfficerRadio Officer

2nd Officer2nd Officer2nd Officer2nd Officer2nd Officer2nd Officer3rd Officer3rd Officer3rd Officer3rd Officer3rd Officer3rd Officer3rd OfficerChief EngineerChief EngineerChief EngineerChief EngineerChief EngineerChief EngineerChief EngineerChief EngineerChief EngineerChief Engineer

Officers on Leave (continued)

J.E. JenkinsonT.E. BulleyM.J. ChristianD.M. DawberK.E. DuffyP.A. KeelanJ.H. MaskellA.R. MclagganD.J. NevinA.J. ThompsonG.T. CadmanR. MilneR.P. ReesT. RothwellJ. CarrA.J. SoensR.W. WilsonA. AshmanJ.A. ChadwickL. HallM.R. LewisP.S. WaterfallR.E. WhitakerR.F. AllmarkD EdwardsS.N. JeffreyD.H. KnightB. MarshD.R. MoodyM.R. ThomasB.S. CoppackS.N. BaileyR.R. BeckS. GreenM.J. O'ReillyC.S. HollasL.H. HughesP. TaylorE.R. NormanE.W.C. LloydJ.J. LowryM. CoxD.G. FurmstonG.C. HughesR. JohnsonK.A. JonesK.J. GrahamJ.R. ReesA.R. ThompsonH.G. WilliamsR.N. DrewA.T. WalshJ. HampsonG.E. WhiteheadH.J. Williams

Chief Engineer2nd Engineer2nd Engineer2nd Engineer2nd Engineer2nd Engineer2nd Engineer2nd Engineer2nd Engineer2nd Engineer3rd Engineer3rd Engineer3rd Engineer3rd Engineer3rd Engineer3rd Engineer3rd Engineer4th Engineer4th Engineer4th Engineer4th Engineer4th Engineer4th Engineer5th Engineer5th Engineer5th Engineer5th Engineer5th Engineer5th Engineer5th Engineer5th EngineerI st ElectricianI st ElectricianI st Electricianlst ElectricianI st Electricianlst ElectricianI st Electrician2nd ElectricianDeck CadetDeck CadetEngineering CadetEngineering CadetEngineering CadetEngineering CadetEngineering CadetEngineering CadetEngineering CadetEngineering CadetEngineering CadetCatering OfficerCatering OfficerCatering OfficerCatering OfficerCatering Officer

OFFICERS ON SICK OR STUDY LEAVE ORON TRAINING COURSES.

SECONDMENTS

K.A. McGeorge

W. Nute

R. Babooram

P.M. BashamR. JacksonB.L. JonesJ.W. WatsonA.W.C. CooperR.M. HudsonM.J. McDonoughG.G. DavenportH.G. JonesS.D. MellorsN. PritchardI.E.J. Robinson

RATINGS ON LEAVE

A.M. BowenA.D. BowyerF. ByrneD.T. CooganR.T. FarringtonJ. FitzgeraldP. GilmourM.C. HuntD.W. JeffreyS. JohnsonJ.K. JonesS. McCarthyP.J. KeeganA. KourelliasB. MoranB. PrendergastJ. PrestonJ.T. RobertsJ.E. RowlandsR.G. TaylorH. ThomasC.W. ThorntonG.R. Tiesteel

Chief Officer, BeaconRepresentative - Dar-es-Salaam.Chief Officer, Sagumex OfficeHouston, Stowage Planning.2nd Officer, Carol Representative

- Trinidad.

3rd Officer3rd Officer3rd Officer2nd EngineerDeck CadetDeck CadetDeck CadetEngineering CadetEngineering CadetEngineering CadetEngineering CadetEngineering Cadet

27

TIIISOA)' i,T}i SEPII IIBEF . DAILY POSITIOIIAL IJIST

i'l;.1'i El, EN 1 5 PREST IiT VUYAGE N iJXT VUYAGE

A'JLI(ERS

LIiTJA FORESI (T/C) tJE'T \ALLACE BTY )8I2 5 SEP FOR SA$AKAN HASIIiLOC/!{AUILA/I.IASIilLOC/DUE O8OO 6 SEP ''ALLACE BAY,/DOI'6AIJLI,/

'ITIJt'ACE BAT/XUilAK/SAI{ARI IJDA/hAI,LACE BAY/S AIIDAKAII/ KOTA KII{ AIJALU/REJANG/SINGAPOflE/ PORTX StJA N G / L 1 V ERPOOL./ BOULOGIIE./R']TT ER D AI'I/N ORDEN H A}.I.

:.,T}i)ERSR (V/C) AR;I ISKEIOEEUIh 25 AUG BEFlHS 9 SEP? SLS SAITHlA/'HREg I{IV8RS/OUEBEC2{ SEP? FCR BUNKERS'./I4ALTA . STORES

AI'ID BUNKERS /ISKENDERUN(,,H EAT )

,iARRl0R (V/C) ARR llOSosllItiA !30O 4 SEP EErtrHED 0900 'l t{ETiCASTLE/UBE/HCSoS}IIHA HOSISHIUA/VANCOUVERsE? sAll-r 0845 7 SEP (coAL) (TiALLAST)

,TiYFARER (V/C) AP.A AI)TJI; T?O5 ]O IIAY EERTHEC 7 AUG SLS ilT.LI,AROO/ADEII VIA FREUANTI,E20 SEPT, FCR EUI,IKERS (BAG6ED hHEAT).

LAiJlAU TRADER (DO) ARi SUbIC 1304 II SEP EERThED tOI5 5 SEP SU3IC(DRY DOCXING)IO UNDEF!O VCY;GE RE'AIRS IHDOP.t)OCXIl,6 :OI:LCTES l9SEP?

CAROL

aIRAIBE (3023) ARR LEH 5 SEP SIJS 6 SEP FOR LPL FLX.AI'!S.HAtt.BRIi.ZEE.LEH.I/PIJ. 8cT.PCE.ORA.htL.RHA.PPR.XIri.8EL,COR . TOI,l.IJI H. KII'I . RHA. PC8.

CAALBIA EXPRESS LETT LPL 3r AUa FOR EGr DUE 9 SEP flJX.AllS.HAll.BRH.ZEE.LEH.LPL, BcT.PCE.0p,A.r'iII/.RHA.PPR.KIN.(3022) BEL.coR.ToH.Lrfl.htN.pcEAUIdCR (302t) LEFT RttA rt SEP FOR PPR DUE 5 SEP FIJX.Al,ts-HAM.BFH.ZEE.!Elt.LPL, ts6?.PCE.ORA.r'JtL.RHA.ppR.l(tt{.

BEL. COR. TOH. LI}.1. K IH. PCE.TIETJH'.)L (3020) ARR IJII{ I SEP sLS tl SEP fUR KIN rIJX-r}is.tlAH.ERH.ZEE.LEll.LPL. BcT.pCE.(JRA.tiIL.RHA.ppR.KIN.

tsL.L. COR. T{J;.t. LIH. KI N.RHA. PCE.ecRIItLERA ExPRESS LEFI PCE 28 AUG FoR IIJX DUE I sEP PLX.AMS.IIAU.BRH.ZEE.IJEIt.LPL. BGT.PCE.0RA.hiL.RHA.ppR'.i(In.(3019) BEL.COR.TOrt.Ltrl, Ktri.pCEASIA irIuDS (T/C) tjE?r 0AKLAND 03{t 5 sEP FaR Loil1 &€edrt oAKLAID.ITONC BEAC}t/Ho}tc

OUS O53O 6 SEP KBIjG.SINGAPOHE,,JAKA'TTA.HOIIGKOI.I G. XEELU}i 6. BUSA I,I.

C 1Rf,L I'EEDEH SERVTCE

i:rlerlZl (3219) ARR Pos ? SeP PCE.POS.PCE.

!UR'.CARI BE

ClSrA RI:A (3512) [.EFT LAG 2 SEP FOR L'EH OUE ll SEP BRE.HAI"I.ROt.AHS.ANT,LEH.ITPI/. 8OA.CGJI.Sl.tA.I/AGLAPAL.

;J:'}:I9URAS (35T3) L9FT LEi! 5 SEP DUE L}IIAS O60O ? SEP BRE.HAI{.ROT.AI'IS.ANT.LEII.LPL. ESO.IIBO.CGA.BOA.SMA.ilER:EG i;cvI (3815) t:it Gl,A 5 sEP PoR l.tEo 17 sEP ilBoRo.ANT.Al'ts.BRE.HAt'r.DEL. MBO.Ll6.pqg.ggo.

GLA.

.1'ixtcAri sERvtcE

LUldIGSllAFEll LEFT tlpl l7 AUG fOR cr,lK DUE 5 SEP LEH.ROI.BRII.GNF. VER.HOU.HOITTxPRESS (718)l'ICIIRA,-IS PRLII'IISE LEFMOL 31 AUG F3R tEH DUE 12 SEP LIH.R0T.BRH.6NK. VER.H0U.I|OIJ(7{0)/i l01S VIYAGEUR (6{2) IJESi GNfi 28 AUC f 3R IER DUE I SEP IJ!:H.ROT.BRI|.GNK YER.HOU.]IOIJ.

3gAc0{ ccJ!rTAIrrER SeRVICE

:ItY oF LIVEIiP0OL ARR PSD ? SEp St,S 5 SEP tOR HAH HAu.AllT.FLX.t.lAR.cElt pSD.D\rI.HOti.OStt.tiAC.ltox.DJI,(lit)) pSD.il'IRRIsTER (002) LEFI P.slI0 4 sEP D(,E pSO 5 SEP HAlt;Atlf.t'Lx.|lAR-cErl psD,DJt.Hon.DsH.r,tAC.uou.Dito

PSDJI:I.J;rIA BAI I0C1) ARR DSl.l .1 SEp SIJS I .sSP FOR. NAC HAlt.At{t.FLX.HAR.LEC. pSD.DilI.nott .l)sH.NAC.t{Oti.OJI.

PSO.JR,1:iACH (n03) ARR tltT { SEp St S 5 SEP roR FLX HAt.t.AfiT.;Lx.HAR.l/EG pSD.DJI.}tot"l .Dslr.NAc,!,loi,t.D.,l.

PSD.

rIIAC lrr (CApif lcunN:)

rJIRlt/L0 (772) IrErr l.:Ail t8 AU; FOR Fr,X DUE l9 SEt rLX.r,rAU.i)i;!.S (774) LSrT t.LX 2 AIJG IOR llAU DUF:3 SEP FLX'1r49.vIl,i,I DE REI:15 (775) Lgi'T rl,X l5 AU;; t'3R trAU r;U; l6 5i;P fLX,l,lAUciz(r,:r[ (776) ARR !'t-X 5 Sgp sls 6 slp rCR IAU rLX.r1AU.

::ii:l:: :::------- .--:::.:::-::::-::-:::::::-:::-:-llll:--ll!:ill:!ll:l!!:--------------!ll:lll:1lt:!l!:tt!:----------

?a

APPROXIMATE GEOGRAPHICAL POSITION OF VESSELS 6th SEPTEMBER 1983"

I ASIAWINDS(ADVISER) -LongBeach,Cal | + IAUUAFOREST

-Sandakan,N.Borneo I 7 WANDERER -

Iskenderum,Turkey2 REUANT(ASTRONOMER)-Birkenhead,UK | 5 LANTAUTRADER

-Subic,Philippines | 8 WARRIOR

- Hososhima,Japan

3 AUTHOR - Port au Prince, Haiti 'l 6 PORTLAND BAY 9 WAYFARER -

Aden(CITY OF DURBAN)

- Tilbury, U.K.

APPROXTMATE POSTTTON OF VESSEL c DIRECTION OF STEAMING *