ALL HANDS

The Battle of the Atlantic 70th Anniversary Edition

San Demetrio HMS Rawalpindi

Anti-aircraft gunners Naval escort and convoy

Port Chalmers Convoy assembled at Halifax, Nova Scotia

2013-1

Table of Contents

1 The Chairman’s Message .............................................................................................. 1

2 The Editors’ Message – John Downs (1950) ................................................................. 1

3 2013 UK Social Event 18th to 20th September – John Turner (1962) ............................. 2

3.1 Activities and Venues ......................................................................................... 2 3.2 Costs................................................................................................................... 4

4 WA Website – Chris Clarke (1959) ............................................................................... 4

5 New Joiners List – Jim MacIntyre (1959) ..................................................................... 5

6 Battle of the Atlantic 70th Anniversary ......................................................................... 5

6.1 Londonderry Commemoration – Peter Matthews (1955) .................................... 5

6.2 London Commemoration - Brian Hoare (1962) .................................................. 7

6.3 Liverpool Commemoration – Mike England (1960) ........................................... 8

7 WMA Officer Cadets Hydros Cup Race – Alex Carr (2013 Officer Cadet) ..................10

8 On Joining the School of Navigation (South Stoneham) - Anthony Childs (1943) .......12

9 Graduation Photo – Spring Term 1963 .........................................................................14

10 Branch and Group News ..............................................................................................16

10.1 Branch News .....................................................................................................16 10.2 Queensland Group Reunion - Peter Isherwood (1959) .......................................16

10.3 Victoria Group Reunion - David Williamson (1960) .........................................16

10.4 Western Australia Group Reunion - Alex Lang (1958) ......................................16

11 J Lauritzen – Ole Lauritzen (1953) ..............................................................................17

12 J Lauritzen Line Today – John Turner (1962) ..............................................................19

13 Loss of the R B Angus (Part 1) – Robin Mallam (1960) ...............................................20

14 The Royal Liver Building – John Downs (1950) ..........................................................24

15 Recent Shipping News. ................................................................................................24

15.1 Replica of RMS Titanic .....................................................................................24 15.2 Frincantieri Yard Italy .......................................................................................25 15.3 Peel Ports Liverpool ..........................................................................................25

16 Kingsley Likukutah, Lakefarer Extraordinaire - Chris Marrow (1960) .........................25

17 New Scaled Container Ship Launch at Timsbury – WMA Website ..............................27

18 Obituaries ....................................................................................................................28

18.1 Geoff Dobson (1949) - John Metcalf (1949) ......................................................28

18.2 Captain Peter Stead (1949) – John Downs (1950) ..............................................29

18.3 Captain Kingsley Likukutah (1969) – Chris Marrow (1960) ..............................29

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1 The Chairman’s Message

Welcome to this edition of All Hands. Each edition of this publication seems to outperform the previous one and I know that you will enjoy reading the many interesting articles which have been prepared for you. You have a real treat in store and so make yourself comfortable and read on.

On your behalf, my sincere thanks go to the Editor, John Downs and his fantastic team – John Turner and Chris Clarke. Without them we would be quite literally sunk! How they manage to collect and prepare all these wonderful articles I have no idea but they do it time and time again. Thank you also to all the many contributors, one of whom is based in Denmark!

John Turner has put together another fantastic Social Event which will take place in Liverpool, 18th to 20th September. As last year in Bristol, we are answering the call for the Social Events to be organised away from the South Coast to allow those members living in other parts of the UK to attend more easily. Please check out the details in Section 3 and I very much hope that we can count on your support. Let’s have a really good turn out and enjoy a great event!

As you know, the 70th Anniversary of the Battle of the Atlantic has been commemorated this year in London, Liverpool and Londonderry. The Warsash Association was represented at all three events and I believe it is right that we should pause and recognise the thirteen cadets from The School of Navigation who paid the ultimate sacrifice during World War II so we might all live in peace. The importance of what they did for this nation must never be forgotten.

It is pleasing to be able to report that we have been able to secure some new members since the beginning of the year – a very warm welcome to them and I hope that they will be able to make good use of their online access and attend as many of the Warsash Association events as possible.

Over the last few months, I have visited the Warsash Maritime Academy on two occasions on your behalf – once to present the Warsash Association cheque to assist with the cost of entering a cadet team for the Hydros Cup and more recently with a small sub-committee to meet a representative group of cadets to explore ways in which we can engage more closely with them and to find out what they might expect from this Association. As you will appreciate, the Association is seeking to cater for a very wide age group of cadets, former cadets, students and lecturers. This sets your Executive Committee some very interesting challenges for the future.

Another development is a proposal to appoint a Recruitment Secretary who will be able to provide a focal point for the very important task of recruitment. This will be discussed further by the Executive Committee but it seems to me to be the right way to move forward.

I also thought that you would like to know that the Conway, Worcester & Pangbourne Association have approached us to find out if the Warsash Association would like to be included in their events and vice versa. We have invited them to attend our Social Event in Liverpool and we look forward to a closer relationship after the progress made by our Australian Branch.

Finally, I would like to mention that I had the opportunity to visit Stamford, Conn. in March and Jim MacIntyre very kindly arranged for a lunch meeting with members from the New Jersey, New York and Connecticut area. I was able to give a short report on the health of the Association and greatly enjoyed their hospitality. One of the joys of the Association is that it is truly global.

Enjoy the summer which finally seems to have arrived.

With best wishes to you all,

Roger Holt, Chairman

2 The Editors’ Message – John Downs (1950)

All Hands 2013-1 has been held back to include coverage of the Battle of the Atlantic Commemoration activities in London, Liverpool and Londonderry.

Once again I must congratulate John Turner on his proposals for the 2013 UK Social Event, details of which appear in this edition. I do hope that you give him your support. Liverpool clearly is a very interesting venue

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and must hold many memories for those who joined or left their ships at the busy port in the past. The proposed cruise along the Manchester Ship Canal will also bring back memories.

Here is a flavour of the articles in this edition.

a) We have featured the Danish Company J Lauritzen Lines thanks to an article from Ole Lauritzen, whose grandfather Ditlev Lauritzen founded the company. Ole was a cadet at Warsash in 1953.

b) An account by Robin Mallam of when, as Second Officer of the Canadian Pacific bulk-carrier R B Angus, he found himself one day in December 1967 sitting in a lifeboat watching her sink in the Pacific. Robin, at Warsash 1959/60, played a very important part in the incident which thankfully resulted in no loss of life.

c) Reports of the recent Battle of the Atlantic 70th Anniversary Commemorations when WA was represented by Brian Hoare (London), Peter Matthews from Canada (Londonderry) and Mike England and Lawrence Aye-Maung (Liverpool).

d) A report by WMA Officer Cadet Alex Carr about the current Warsash Cadets who recently competed in the Hydros Cup event in Marseilles against crews from other Maritime Training Academies.

Blue Star Line will be featured in our next issue. If you have something of interest to members please forward an article to johndowns@buryhalllane.freeserve.co.uk or post to 32 Bury Hall Lane, Alverstoke, Gosport, Hampshire PO12 2PN.

3 2013 UK Social Event 18th to 20th September – John Turner (1962)

I am pleased to inform everyone that this year's UK Social Event will be held in Liverpool from Wednesday September 18 to Friday September 20. Liverpool is undergoing a thrilling renaissance, recognised by its hugely successful year as European Capital of Culture and being designated a World Heritage Site. It is now bulging with fabulous new shops, has buzzing restaurants, hip hotels and trendy wine bars, as well as a world class cultural offering with the finest collection of museums and galleries outside of London.

• We will take a 6 hour cruise on the Manchester Ship Canal on Thursday • Our Gala Dinner will be held at the prestigious Athenaeum Club.

I look forward to meeting you in Liverpool in September.

3.1 Activities and Venues

Wednesday 18th September

Members will arrive at the Thistle Atlantic Tower throughout the day. The hotel is located on the edge of the historic Albert Dock, overlooking the mouth of the River Mersey and the unique dock front, which is now recognised by UNESCO as a World Heritage Site. It is only a short stroll from the City Centre with its amazing range of shops, museums and places of interest.

Mike England has arranged a round of golf at the Woolton Golf Club (www.wooltongolfclub.com). Tee off will start at 0930. Mike will confirm individual times with those members who indicate they wish to play. Coffee and bacon rolls will be available from 0845. The course is 5,747 yards, par 69, and mostly flat parkland. The course is conveniently located just 7.5 miles from the Thistle hotel. Transportation will be the player’s responsibility. This being a ‘competition’, prizes will be awarded at Wednesday’s dinner.

There will be a guided tour of the Port of Liverpool starting at 1400. A coach will pick us up at the hotel and we will stay on the bus for the tour which will take about two hours. Paul Crossey, a registered Port of Liverpool guide will meet us at the Pier Head and we will:

• View the ‘Liverpool 2’ development site. The requirement to lock into the dock system will be eliminated by this new facility and allow much larger container vessels.

• Have a view across the Mersey to the Tranmere Oil Terminal, where much of the North Sea crude oil arrives for processing. Further up the Mersey there is a very major area of activity based on the petro-chemical industry.

• At the Pier Head we can take in the panorama including shipbuilding (plus wind turbine construction / assembly), the famous Mersey Ferries, an important on-river terminal serving Irish ferries, and various other features.

• Moving on, there is the immediate interest of the still-new Cruise facility, now becoming a Cruise Terminal, rather than simply being a port of call for cruise liners.

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• We then go through an exciting zone of regeneration, with much to indicate how former installations have been transformed for a new generation of maritime activities.

• The tour will reach Royal Seaforth Dock (the largest, busiest, and most northerly dock), where the Mersey meets the sea and it will be no surprise to witness the variety of major trades represented here. For example, there is sufficient grain imported through Liverpool to keep the country, including its livestock, fed for a considerable period. And for that there are the largest grain-storage installations in the land.

Throughout the tour, we will pause at significant locations en route, because there is, as they say, much, much more.......

The Annual General Meeting will be held at 16.30 at the Thistle hotel.

At 1930 we will have our Social Event dinner at the prestigious Athenaeum Club

The Athenaeum (www.theathenaeum.org.uk) is, and always has been, a haven in the heart of Liverpool that offers a distinguished setting and an atmosphere unrivalled in the City. It was founded in 1797 to provide a meeting place where ideas and information could be exchanged in pleasant surroundings. Today, it continues to provide this facility in the elegant building near the Bluecoat Chambers in Church Alley. In addition to its Newsroom, the most splendid room of its kind in Liverpool, the Athenaeum has a justly renowned Library, an attractive Dining Room, and two smaller meeting rooms. Rig of the Day is optional between dark lounge suit and black tie.

Thursday 19th September

We will spend the entire day on a Manchester Ship Canal Cruise. We will leave at 10.00 from the Pier Head Ferry Terminal, which is a 5-minute direct walk to the Waterfront from the hotel. This will be a 6-hour, 35-mile journey on board a 500-passenger ferry. There is a licensed bar and servery on board, selling refreshments and snacks throughout the cruise. We will pass through locks, under bridges and view a succession of swing bridges. We will spend approximately 2 hours at Salford Quays at the end of the cruise. There you will be able to shop, have a bite to eat or simply prop up a bar. The return bus trip will take about an hour.

We should arrive back at the hotel at about 1900. Your evening will then be at leisure. Friday 20th September

We will have a guided walk around historic Liverpool starting at 1000. Our guide will be Ken Pye of “Discover Liverpool”. He is, as he tells people, a passionate, born-and-bred Scouser, who takes great pride in the City, its people, and its heritage. The walk will begin in Derby Square, on the site of Liverpool’s medieval castle. It then follows a route around the seven original streets of the ancient town, which were ordered to be laid out by King John, when he founded Liverpool in 1207; these streets all still exist and in their original locations.

We shall see the ancient Sanctuary Stone, the 19th Century Merchant Palaces, the Town Hall; Exchange Flags and the Nelson Memorial, the oldest alley and oldest tavern in the City, the site of the Quakers’ Burial Ground, World War Two bomb sites and the underground war rooms, Liverpool’s first chapel, the Gorilla with the Lipstick, the site of the grisly Liverpool Tower ~ and much more.

All this will be over a small geographical area lasting 2 – 2 ½ hours, with frequent stops as there is so much to see.

Liverpool has many other tourist attractions.

• The Western Approaches HQ underground Bunker. Explore a World War II underground headquarters, a labyrinth of rooms, once a top-secret nerve centre in 1940s wartime Britain.

• U boat Museum Birkenhead tells the story of World War II German submarine U-534. • The Yellow Duckmarine Tour. This hour-long trip begins on the road, taking in the historic Waterfront,

touring the famous sights of the City, and then making a dramatic “Splashdown” in the Salthouse Dock, ending at the Albert Dock.

• The Beatles Story located within the Albert Dock. It will transport you on an exciting and atmospheric journey into the life, times, culture and music of the Fab Four.

• Also at the Albert Dock you can visit Tate Liverpool, Merseyside Maritime Museum – housing the Titanic exhibition - and many bars and restaurants.

• Daily River Explorer Cruises provide stunning views, fascinating history and unlimited sea air. This is a 50-minute journey that lets you explore the River Mersey’s rich past and present. You’ll see the unrivalled and ever evolving UNESCO world heritage waterfront. River Explorer Cruises depart hourly from the Pier

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Head, Woodside or Seacombe ferry terminals. A return ticket lets you break your journey at any one of them.

• Liverpool Cathedral was completed in 1978 after 74 years. It is the largest cathedral in the UK and the fifth largest in the world. It has survived two World Wars, periods of recession and great hardship. It a tribute to the dedication of a great many people and their skills.

3.2 Costs

• Our hotel will be the Thistle Atlantic Tower, Chapel Street, Liverpool L3 9AG, Tel: 0151 227 4444.

A double room for sole use, including breakfast, will be £70/night. A double room for double occupancy, including breakfast, will be £80/night. If you need additional nights, the hotel will accept our discount as long as there are rooms available

The hotel has a car park on a first come first served basis at £12/24 hours. If full, there is an NCP garage (no discount) behind the hotel.

Golf at Woolton Golf Club: The round of golf will cost £30pp, which includes bacon/sausage baps with tea/coffee.

Port of Liverpool Tour: Cost for the coach and tour guide is £11pp.

Social Event Dinner at the Athenaeum Club: Cost of the dinner and room hire is £35.00 pp, which includes a three course fixed menu, tea/coffee, port and VAT. Members will be responsible for drinks and gratuity. The dinner menu is as follows – a vegetarian option will be available:

• Assiette of smoked and poached salmon, potato salad and citrus fruit • Roast loin of apricot stuffed pork, confit spring cabbage, caramelized apple with cider sauce

o Roast chateaux potatoes o Panache of vegetables

• Apple crumble cheese cake with toffee sauce.

Manchester Ship Canal Cruise: The 6-hour cruise to Salford Quays and the return coach trip will cost £34.20pp.

Historic Liverpool Guided Walk: The cost of the walk is £8pp. You will need to make your own arrangements to get to the start of the walk in Derby Square, which is about a 15-minute walk from the hotel.

Selection Form

Some venues have limited capacity so they will be booked on a ‘first come, first reserved’ basis. This especially applies to hotel rooms.

To reserve your selected activities and venues, if online, login to the website, click on this link >> Selection Form to download, save and print the form. Complete the form and email or post it to the address on the form. For all UK members who are not online a printed form has been inserted inside the cover of this edition. If you have any queries email me at jeturner7@aol.com.

4 WA Website – Chris Clarke (1959)

The website has been operational since June 2009 allowing members to maintain their own personal details, to read news, event details, download online All Hands, website bulletins, to upload photos to the Gallery and post messages in the Forum. A website review is currently under way (Phase 2 Development). This will explore and report to the WA Executive Committee on the feasibility and likely cost of:

• upgrading to the latest version of ocPortal software • additional administrative support for Executive and Branch committees; • moving towards a single set of Membership data; • new functionality for WMA Officer Cadets.

The following member’s email accounts currently bounce when website bulletins are sent out. Keith Javan keith.javan@tesco.net; Barry Borland bborland@iafrica.com; Hugh Hossel hugh@hossel.f9.co.uk; Nigel Snowden petrotech@pacific.net.sg. Please make an effort to keep your own personal details up to date on the website if possible, otherwise inform Jim MacIntyre at jmacin5573@aol.com and myself at chris@chrisjclarke.co.uk of any changes.

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The website currently holds 4,145 records, 215 articles, 44 events and 1,966 photos in 288 galleries and 3,062 posts in the Forums. The website has been extremely reliable with a high degree of up-time since first published (e.g. 99.86% in April 2013).

5 New Joiners List – Jim MacIntyre (1959)

January – May 2013

Title Surname Forename(s) WA Year Country Enrolled

Captain Whistler Richard 1962/2 UK January

Captain Mangat Ramanbir Singh 1994 Canada February Captain Hamilton Roy 1964 USA February

Captain Lake Eric 1988 UK (NI) February

Mr Wheatley Jeremy 1961 UK February

Mr Kilmartin Keith 1960/1 UK February

Captain Myton Richard 1963/2 UK February

Captain Morse Ian Charles 1963/2 UK March

Mr Poole Mel 1960/3 UK March

Mr Duffy Michael 1956/2 Australia April

Mr Menpes Colin 1959/2 Australia May

Captain Burns Alex 2006 Australia May

6 Battle of the Atlantic 70th Anniversary

A series of photos can be viewed in the WA website Gallery here >> 70th Anniversary, Battle of the Atlantic.

6.1 Londonderry Commemoration – Peter Matthews (1955)

It was a privilege for me to attend the Battle of the Atlantic 70th Anniversary Memorial ceremonies held in Londonderry over the weekend of May 10 to May 12, 2013. There was a full program which was organized and hosted by The Londonderry Branch of the Royal Naval Association, President Robert Buchanan. We were honoured to have Prince Michael of Kent, GCVO, as the special guest, who attended all the events of the weekend together with The Lord Lieutenant of Londonderry.

During the Second World War, Londonderry played an important role in the 6 year struggle for the Battle of the Atlantic, due to its location as the closest port to the Western Atlantic Approaches. At the height of the battle, Londonderry became the home port for 168 Corvettes and escort vessels flying the flags of the Royal Navy, the Royal Canadian Navy, the Royal Indian Navy, the United States Navy, the Royal Norwegian Navy and the Free French Navy. As well as the Royal Navy, Londonderry was home port to 20,000 Royal Canadian Navy and 8,000 US. Navy sailors.

Due to this history there has always been close links between Halifax, Nova Scotia and Londonderry, which continues to this day. This is particularly significant, as Halifax is the home port to “HMCS Sackville,” the last remaining war time corvette. On the Halifax waterfront is an impressive Bronze Memorial Statue to all the allied naval personnel who did not return home. It was commissioned by the Royal Canadian Navy Chiefs and Petty Officers Mess. The statue is of a naval rating going off to sea with his hammock on his right shoulder carrying his sea bag in his left hand. Seven years ago members of the Londonderry RNA saw the statue and immediately said, “We must have an identical statue in Londonderry”.

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International Sailor’s Monument, Londonderry

Warsash Association wreath laid by Peter Matthews

Peter Matthews (1955)

The Canadian sculptor of the original monument agreed to do this and the end result was that after a massive fund raising effort, the “International Sailor’s Monument” was unveiled by Prince Michael on the Saturday afternoon, on Ebrington Square, the once former site of HMS Ferret, the Londonderry Naval Head Quarters during the war. Today the base has been decommissioned and Ebrington Square is being redeveloped for the common good of the people of Londonderry. The unveiling took place before a large invited crowd, who attended despite the wet, cold weather. This included a party of 40 Canadian former naval and merchant navy representatives, 30 Canadian sea cadets, led by Lt. Jim Ready, Captain of HMCS. “Sackville” and 5 Norwegian Merchant Navy veterans.

On Sunday, veterans and members of the official parties formed up and marched through the streets of Londonderry to The Cathedral Church of St. Columb, for a Service of Thanksgiving to mark the 70th Anniversary of “The turning of the tide” in The Battle of the Atlantic, 1939 -1945. There followed another march to the War Memorial, in Diamond Square, in the centre of the city, for the laying of wreaths, with Prince Michael taking the salute. I was honoured to place a wreath on behalf of the Warsash Association, with a beautifully done ribbon and the card on the right.

It was a very moving ceremony, after which Prince Michael boarded a Royal Navy patrol vessel and cast his wreath into the River Foyle, which was taken out to sea by a fast flowing tide. Throughout the Battle of the Atlantic weekend there were receptions, lunches and a Gala Dinner hosted by the Londonderry RNA. The hospitality of the RNA and the people of Londonderry were truly amazing and made this special weekend an event to truly remember.

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6.2 London Commemoration - Brian Hoare (1962)

The Service of Commemoration took place on Saturday, 11th May 2013 at The Merchant Navy Memorial Trinity Square Gardens Tower Hill, London and was co-ordinated by The Merchant Navy Association and The Honourable Company of Master Mariners.

The Guest of Honour was Admiral the Rt Hon The Lord West of Spithead GCB DSC PC who many members will remember attended our Silver Jubilee event. The Principal Royal Naval Guest was Rear Admiral Harding OBE. The parade was commanded and marshalled by Officers and Men from HMS President RNR Division and the Guard of Honour was formed from the crew of HMS Edinburgh which was moored alongside HMS Belfast. The music for the march in and service was provided by The Band of HM Royal Marines Plymouth.

It is important to remember that this was not just a service to commemorate the 30,000 MN personnel who sacrificed their lives but also those lost on the Naval escort vessels of several nationalities. This was reflected in the attendance of senior Naval Officers who were probably attached to London embassies, senior Officers from the Army in recognition of the DEMS Gunners who served on merchant ships and most strikingly by the very large contingent of Standard Bearers from many MN and ex service organisations.

The parade formed up close to the Trinity House building and marched into the memorial gardens behind the guard and the Royal Marine Band with Lord West taking the salute. While the majority of the parade was wreath layers and members of the Merchant Navy Association, it was fitting that there were still a few veterans able to attend and ready to march. It was a privilege to be with them on this anniversary.

Brian Hoare (WA Deputy Chairman) with wreath Warsash Association wreath

As is the case with all such occasions there are always highlights and poignant moments to remember. A personal highlight was to march behind a Royal Marine Band with genuine veterans. It is amazing how the Warsash parade training kicks in so many years down the line. During the service there were several moments that brought home the reality of war and the sacrifices made. In the opening synopsis of the Battle of the Atlantic reference was made to the first merchant ship to be sunk within the first two hours of hostilities commencing, and the last, one and a half hours before hostilities ceased. How close they came to surviving the war.

Another poignant fact recounted was that about 8,500 Sikh seafarers lost their lives serving on merchant ships. Finally a reading of an extract from Captain Richard Woodman’s book ‘The Real Cruel Sea’ relating to the sinking of MV Silveryew by U-106 on 30th May 1941. It brought home just how quickly one torpedo could sink a ship and a routine day at sea suddenly becomes a fight for life. We also heard the droll humour of one survivor who thought he had been sucked down with the ship only to be fished out from the underside of a leaky life raft by his mates.

The service took place under an overcast sky, a stiff breeze and spatters of rain, a gentle reminder of the harsher conditions endured by those who served. The ‘Last Post’ was sounded by the Royal Marine Buglers followed by

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‘Reveille’ after a minutes silence; wreaths were then laid by distinguished guests and ourselves. At the conclusion the Guard of Honour was inspected by Admiral Lord West and the Standard Bearers by the Senior Naval Officers.

This was a dignified tribute to our fallen colleagues watched by a large contingent of MNA members and relatives in addition to the general public and tourists. I am pleased to say that I never heard the minutes silence broken by conversation or mobile phones. Tourists seemed genuinely interested in the significance of the service which is rewarding to know seventy years on. A final tribute to the occasion was an extremely large Red Ensign flying on Tower Bridge. Truly, ‘for our tomorrow, they gave their today’.

6.3 Liverpool Commemoration – Mike England (1960)

The following is an account of the Liverpool events attended by Mike England on behalf of the Warsash Association, with Lawrence Aye-Maung (1963).

“I arrived at the Anglican Cathedral at 0900 on Sunday 26th May for The Commemoration of the Battle Of The Atlantic. Seating of ticket holders took place between 0915 and 0950 and Royal Naval Personnel showed us to our seats, all beautifully organised.

At 1027 the first procession entered from the west comprising Deputy Master, Trinity House London Captain Ian McNaught; Master of the Hon Company of Master Mariners Captain J Hughes MN; Master Trinity House Hull, Captain J D Robinson FNI MN; Master of Trinity House Newcastle Captain R D Nelson FCIS MNI MN; Air Commodore R Atkinson CBE RAF; Commander 42 (NW) Brigade, Brigadier N Fitzgerald MBE; Second Sea Lord, Vice Admiral D Steel CBE, FCIPD, FCILT; Fleet Commander, Vice Admiral P A Jones CB; First Sea Lord, Admiral Sir George Zambellas KCB, DSC, ADC.

At 1029 a Fanfare was sounded from the West as Her Highness The Princess Royal was conducted to her seat along with The Dean of Liverpool, The Mayor of Liverpool, The Lord Mayor of Liverpool, The High Sheriff of Merseyside, The Lord -Lieutenant of Merseyside.

At 1030 from the west, The Cross of Liverpool, Cathedral Chaplains and Readers, Visiting Clergy, The Chaplain of the Fleet, The Reverend Scott Brown QHC, The Cathedral Chapter and the Dean of the Metropolitan Cathedral, The Bishop of Liverpool.

The service was very moving and at various time wreaths were laid at the memorial of Admiral Sir Percy Noble and Admiral Sir Max Horton. The wreaths were laid by Captain P J Walker Grandson of Captain F J Walker CB DSO and Admiral M P Gretten CB CVO. Prayers were read by various commanders of visiting vessels, the Last Post was played followed by 2 minutes silence and finally Reveille.

After the service HRH The Princess Royal took the salute for the parade of service personnel and veterans. After the parade there was a flypast of a Sopworth Camel Bi-Plane which was escorted by four helicopters.

The large crowd was very appreciative of the veterans who were greeted by loud applause and cheering. A great day.

On the Tuesday following the Commemoration Service I went on an organised ferry trip to watch the Fleet sail. It was a very wet and grey day, a bit like the North Atlantic without the wind. All the vessels lined up astern of HMS Bulwark in the following order; HMS Edinburgh, HMCS Iroquois Canadian destroyer, Louise-Marie Belgian frigate, Gen T Koscuiszko Polish frigate, HMS Pembroke and bringing up the rear the fast patrol boats.

The Trinity House Vessel Patricia took the salute and cannon were fired from Perch Rock as the vessels passed. Two other vessels were in port during the weekend namely Vice Admiral Kulakov a Russian destroyer and Groemitz a German mine hunter. Both vessels had sailed from Liverpool on Monday 27th May.”

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Merchant Navy Memorial Captain Frederic John Walker, CB, DSO and three Bars, RN

RNR & RNVR Memorial

Merchant Navy Officer Cadets Liverpool Anglican Cathedral Memorial to Polish seamen

Royal Navy contingent Merchant Navy Veterans

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7 WMA Officer Cadets Hydros Cup Race – Alex Carr (2013 Officer Cadet)

Since late in 2012 a group of nine deck and engineering cadets and three lecturers from Warsash Maritime Academy have been planning a trip to Marseille to compete in the annual edition of the Hydro’s Cup, a yacht racing competition, organised by the Maritime Academy in Marseille, Ecole Nationale de la Marine Marchande.

Presentation of cheque to Officer Cadet Giles Sedgeman WMA’s Officer Cadet crew at Marseille

Photo above left: L to R: Cadet Giles Sedgeman (Clyde Marine), Gordon Meadow (lecturer), WA Chairman Roger Holt, Phil Smith (lecturer), Cadet Alex Carr (Carnival), Capt Chris Elliott (WA Member), Mrs Francoise Elliott

Between a couple of us we have had to raise several thousand pounds to cover the cost of the boat which was chartered from a local company, Team Winds, with some money also being raised towards helping with expenses such as flights and accommodation. We also picked a team which consisted of three beginners and six others ranging in levels of experience, whilst one lecturer joined us onboard. The three beginners were to rotate on a daily basis so they all got a chance to race meaning we had eight people on the water each day.

The boat was picked up early on the training day from a small island off of Marseille, La Friolle. The boat was a Grand Surprise 35 going by the name “Gangster,” a boat none of us had sailed before!

The event was held over four days with one day of training on the 4th - 7th April. On the training day we managed, after having picked up the boat to be on the water by 10:00AM and started getting Gangster set-up the way we wanted whilst making a few crew position changes and organising the team into a good routine. However, by midday the wind had built and we had changed our foresail and reefed but were still over-powered; this was not helped by the torrential rain. Shortly afterwards we decided to take a lunch break, hoping the wind would die and with any luck the rain may ease off! Thankfully it did and we did some good training in the afternoon, getting to work the guys hard to see just what we could do.

On the first day of racing we at least awoke to blazing sunshine but this came once again with a strong wind that was set to stay all day. In classic European fashion racing did not start until the afternoon at around 1300, by which time it was very warm and very windy, a sailor’s paradise!

The use of spinnakers was banned by the race committee due to the high winds. In the first race we attempted to ride our luck making a very tight judgement on the second to last mark, coming round in the lead, by a few inches, unfortunately though we just clipped the buoy and incurred a penalty dropping us to third. In the second race after a bad start we worked our way up the fleet back to fifth out of the eight. A good days racing but one we definitely felt we could improve on.

On the Saturday a few more boats arrived bringing the number up to a strong fleet of ten boats, teams from Wartsila and DNV rounding out the fleet. Unfortunately though, the rain was back and the wind was light and shifty making the conditions difficult for racing. Another two races were completed with us posting a fifth and a fourth having a second snatched from us by the German boat Cloporte on the line as they let the local boat through as well.

Thankfully, on the final day the sun came back out and shone down on what appeared to be a fleet of sailors who all looked rather tired after the organisers had hosted a black tie party the previous night which carried on late into the evening. The team who were leading even elected to sail the last three races in their suits from the

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previous evening! We however, focussed on the sailing and over three races managed a fourth, fifth and a third which led us to overtake the local team and beat them into fourth position, which we felt was a respectable place to finish.

After delivering the boat back to La Friolle we stayed for prize giving then made a quick escape as we had to make our way to the other side of Marseille and make sure we caught our plane, a tough journey to say the least.

I think it is safe to say that everyone thoroughly enjoyed the experience and we had a great time on and off the water, making some good friends and learning a lot about the Maritime industry in the rest of Europe whilst racing hard on the water.

We would like to thank all of our sponsors, primarily Nautilus whose early donation and continued support was invaluable to our money raising attempts and Sport Solent who were also very generous. Furthermore, I would like to thank the Warsash Association an alumni association of past and present officer cadets from Warsash Maritime Academy. Our other sponsors included the Ship Safe Training Group, Officer Cadet and Clyde Marine and Warsash Maritime Academy itself.

Personally, I would like to thank the team for all their help as we tried to organise the event and the way in which every member conducted themselves on and off the water in Marseille. Thanks go as well to the three lecturers who came in support and finally to Alex Causer who not only kept us fed and watered but fixed all our bumps and bruises along the way.

I hope in the future we will see some of the other Nautical Colleges from the UK join our team in Marseille!

Team Members: Tom Perks; Joe Smith; Steve Butters (Helm); Alex Carr; Giles Sedgman; Cameron Jones; Andrew Black; Matt Schnack; Will Prest; Gordon Meadow (Lecturer).

(Photos can be viewed in the WA website Gallery here >> 2013 Hydros Cup).

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8 On Joining the School of Navigation (South Stoneham) - Anthony Childs (1943)

I went for my interview when the Second World War was at its height. The interview was with Captain Wakeford the Director. It was not intimidating. However I was apprehensive of course since I had never experienced an interview before. However I passed and I joined for the first term in the summer. I have no recollections of any problems. No intimidating acts. The JLC of my cabin was very good and quickly showed me and others the routine.

Mrs Pearl Wakeford was watching us all and was always very prominent. There were about 50 new cadets and I found no problem settling in. The establishment was very active since the Naval Collage from Poland and The Belgium Nautical Collage were integrated with The S of N plus RNVR Officers taking Courses. The staff consisted of two divisional officers, Mr Whittle & Mr Longhurst. Mr Pursey was Chief Officer, Captain Stewart was Commander.

Captain Nichols was head of the Senior department. Captain Zieluiski was head of the Polish Division, but took part in our activities. Sergeant Blyth was the school’s carpenter but was in the Home Guard and since we provided a platoon to the Home Guard he was employed as our Command Training Instructor. Chief Yeoman Shelly RN was in charge of signals. Mrs Monk (sister of Captain Wakeford ) was Nursing Sister. Since the staff was limited due to the war, the Cadet Captains were required to take a far greater responsibility for discipline than normal. We fed well considering that there was severe rationing. The routine was that each table was under the charge of a JLC and Junior Cadets were served first.

Day began at 0630, woken by Bugle call and then a 2 mile run along both banks of the river supervised by the Cadet Captains. Followed by a cold shower then dress to rig of the day, breakfast, clean cabins, Divisions and the changing of the guard. After which we attended academic classes. We were divided into two watches Port and Starboard with a Chief Cadet Captain, 2 Senior Cadet Captains, 2 Junior Cadet Captains and 4 Senior Leading Cadets. Junior cadets were expected to fag for senior cadets above the rank of SLC. Smoking was allowed in selected areas. We were allowed to use one pub near school and the Polygon Hotel in Southampton when “on shore leave” i.e. on Sundays after Church Parade, if not on duty. We had a great deal of parade training and gun drill on the 4inch and 6inch guns in the grounds The boats were moored in a small lake at the bottom of the grounds which was connected with the river. We did regular duty with the Home Guard and often paraded through Southampton with the Armed Services always leading the parade.

We had to double everywhere, never walk except between classes. The duty guard were issued with 303 Lee- Enfield rifles and we drilled with rifles every day. There were air raids on Southampton from time to time and the duty guard used to call everyone and we went down to shelter under the main building. I remember Captain Wakeford walking round seeing that all were ok, he was dressed in his pyjamas with his tin hat on with 4 stripes painted on it. I enjoyed my first term.

We had a good Chief Cadet Captain, Dicky Pigeon. I have not been able to trace him. I was lucky to be promoted to JLC for my Intermediate term during which I attended the gunnery course at HMS Excellent and we had to complete the commando assault course which was quite daunting. During the week there we slept aboard the former Royal Yacht Victoria & Albert. In those days there was a large gunnery practice area east of South Parade, Portsmouth, manned by WRENS. All types of guns were there and we practiced under their supervision, which we liked. The whole ships company often paraded through Southampton with the Armed Services sometimes in support of Mrs Churchill’s Red Army Days and on other notable occasions .

I was promoted Chief Cadet Captain for my final term during which I was fortunate enough to be taken with the other Cadet Captains to London to attend a lecture by Captain Wakeford at the Royal Society of Arts on the future of the Merchant Navy when the war ended. Afterwards we were taken to see the West End Show “Arsenic and Old Lace”. After the show we were invited on stage to meet the performers. We were photographed with them by the Daily Mirror. The photo was on the front page of the national paper the next day

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One amusing incident occurred during my time as CCC. We occasionally had dances when cadets could invite girl-friends. As CCC I had to submit the list of those to be invited to Mrs Wakeford. On the first occasion when I collected it, she had ticked most names but some she marked NSG. I naively asked what this meant. She responded by saying “Not so good” and not to be invited. She obviously had knowledge of the local girls. During the war there was not a formal passing out since we left to join ships as required. I went off to sea and was succeeded as CCC by O.O Thomas whose father was Captain Thomas author of “Thomas’s Stowage” the cargo bible, which was subsequently edited by OOT as he became known for many years after his father’s death. We sailed together in ‘ARAWA’, I was 4th Officer and he was 5th Officer. OOT subsequently became Managing Director of Shaw Savill. OOT took his tickets at Warsash and notably during his time taking Masters after a night out at the “Rising Sun” pub placed a “FOR SALE” sign in a pond in front of Salterns much to Captain Wakeford’s consternation. He never did find out who had done it. I was taking a radar course at Warsash at the time.

Sadly Captain OOT died in his sixties from cancer. I enjoyed all my time at the S of N and taking tickets at Warsash. It gave me a great start in life. I was lucky enough to remain in close contact with Captain Wakeford until he died. We used to lunch together from time to time after he retired when he visited London and whilst I was working in the City in the shipping industry. I spoke to him on the telephone 3 weeks before he died. I attended his funeral which was conducted by the Reverend Rham RD who was our Chaplain at the School of Navigation at South Stoneham during the war. He also used to referee our sports matches. I have a copy of the funeral service. I also attended Mrs Pearl Wakeford’s funeral some years earlier

I subsequently served in Shaw Savill liners and was on list1 RNR, qualified on the long submarine course and in HM Cable Ships, finally came ashore and joined W & J Leigh & Co., eventually becoming Marine Director. (Anthony Childs, May 2012).

(Sadly not long after posting this article to me Anthony died; his obituary was in All Hands 2012-3- Editor).

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9 Graduation Photo – Spring Term 1963

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School of Navigation, Warsash – Senior Cadets Spring Term 1963

Back Row

M J D Kerr G P G Bechard M S Dagnall D T Wilson T H Oliver P W S Whittle G N Vause M H Scutt T Wipf S J Hands W A H Abbass

Gaetan Michael (Paul) SLC SLC SLC SLC JLC SLC SLC (Fire)

Skaarur Corp F Strick & Co P&O P&O Port Line Royal Mail Royal Mail Shaw Savill Swiss Shpg Co B&C Iraq Govt

Middle Row

H P Baroni A K J Ketoyo M H Kyaw L Aye Maung L A Y Goilot D E Beresford A R al-Rifai K H Koh C P Stockings D C Burton

Lawrence Yves (Dave)

SLC (Boats) SLC SLC (Sp.Dut.) SLC SLC

BI BI Burma 5 Star P Henderson B&C Port Line Kuwait Govt Starits SS Co Shaw Savill Houlder Bros

Front Row

B Johnson M L Martin P A Gorman R Sadler R F Fitch D Parkin J W Woodhead R Kyaing R A Chubb

(Bob)

JCC (Librarian) SCC (Shak) CCC SCC (Wilson) SCC (Hudson) JCC (Boats)

P&O NZSCo Port Line Shaw Savill Port Line Shaw Savill P&O BI BI

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10 Branch and Group News

10.1 Branch News

Jim Macintyre: I am planning the North America Branch AGM in Savannah Ga. for September 19/20/21, 2013. The current objective is to get some idea of how many will attend after which I will proceed with arrangements for accommodation etc. On a smaller scale we are hoping to emulate John Turner’s plans for the UK Social Event in Liverpool. Two recently new members of the Association who live in Savannah, Roger Lamb and Neil Munro, are exploring ideas for possible activities. Jim MacIntyre at JMacin5573@aol.com.

David Montgomery: The Australia Branch will be holding their Annual General Meeting in Sydney on Thursday 17th October 2013 in Sydney and are planning few events to coincide on both the 17th and 18th of October. For further details contact either Neil Martin Chairman (ne.martin@bigpond.com) or David Montgomery Secretary (ddorsova7@bigpond.com).

10.2 Queensland Group Reunion - Peter Isherwood (1959)

I am pleased to advise that we had a very enjoyable lunch at the Breakfast Creek Hotel. We were allocated the museum room, which gave us some privacy as well as being conveniently located adjacent to the bar. Of the 11 members in Queensland 8 attended and John Payne was a last minute apology for absence. John Rainbird a potential new member, as he studied for his Masters at Warsash, was also present as well as 5 partners, which made a total of 14. Peter Lambert came to pay his respects, but was unable to stay due to work commitments.

Photo l to r: Tony de Vere, John Rainbird, Peter Small, David Montgomery, David Fielder, Rob Drakes and Tony Savill - plus ladies unidentified.

Everyone enjoyed the occasion and agreed we should meet again in six months. I will organise the next luncheon for mid-November. In the meantime Rob Drakes has agreed to organise a golf day, probably in August.

I feel there are many benefits in regional social events, to overcome the tyranny of distance and ensure that members are involved in the Association.

10.3 Victoria Group Reunion - David Williamson (1960)

Our visit to 'Polly Woodside' was most successful. We were lucky with the weather, the ship and museum were interesting from several points of view, not least just how hard their life was compared with our lives at sea, and yet only a few years earlier than many of us.

A log fire burnt at the 'Boat Builders' Yard' where we retired for lunch. The service was quick and the beer was excellent. We were seven in the party, listed below, and apologies were received from Bob Sessions, Chris Vickery and Ian McGaskill. We will have our next Victorian meet up in August, organised by Mike Higginbottom, who will be in touch with you.

It was great to see old friends and to make new ones, I look forward to seeing you all soon.

Aboard the Polly Woodside, l to r: Mike Higginbottom ,Tim Watkins, Alan Knott, David Williamson, Henry Leighton, Don Ede, Ivor Forsyth-Grant

10.4 Western Australia Group Reunion - Alex Lang (1958)

A very pleasant few hours were enjoyed by the eight who attended lunch at Rosie O'Grady's in Fremantle on Friday 19th April. It was pleasing to have Antony Barrett from the UK whose son lives in Fremantle and is in

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WA doing Grand Father duties. Very interesting to hear that Antony spent 49 years with P & O. Bryan Horrocks came all the way from Narrogin (3 hours away).

Our local stalwarts Robin Reid and Bob Leggat as well as Alex Burns and Graham Duffy whose wife Garet was also most welcome, and myself made up the eight. It was a good number to sit around the lunch table and enjoy the anecdotes, experiences and laughs of our respective careers, and there is still a lot to hear and learn from each other. As we know we are not a "Branch" - the humour continued and we decided to label ourselves as the "WA WA Chapter" - if bikies can, then so can we!!

Photo l to r: Graham Duffy (1956); Robin Reid (1948); Alex Burns (ex-Lecturer); Alex Lang (1958); Robert Leggatt (1942); Mike Armson (1959); Chris Upjohn (1956).

Those of you who missed out are encouraged to come along next time. After some discussion about known periods away of those attending, the next lunch will probably be Friday 30th August TBC. Ladies are most welcome and I'm sure there will be a few more coming along in future.

11 J Lauritzen – Ole Lauritzen (1953)

(This is a personal insight written by Ole Lauritzen.)

The founder of the J Lauritzen shipping company was Ditlev Lauritzen who was too young to give the company his own name, so it had to be his father’s given name, Jorgen. It was established in 1884 in Esbjerg on the Danish west coast, with Ditlev’s steamships carrying butter and other dairy products to England and carrying coal on the return trip. As the business grew, more steamships were purchased to carry his cargo. The shipping company grew quickly as Ditlev applied the "rule" of buying ships in commercial-depressions and selling when everyone else was buying at high prices.

Before the first World War, his instincts told him that a war was coming, so he bought a number of ships. When the war broke out (Denmark was neutral) shipping was booming, and he sold the whole fleet of some 40 ships at inflated prices, and awaited the peace which came in 1918 and ships prices dived promptly.

His fortune was kept intact by not spending all his money on ships, but he waited until the depression in 1931 to embark on a gigantic building programme, at a time when all ships were losing money or had been laid up.

He died in 1935 and left the company to two of his sons, Ivar and Knud Lauritzen, my father.

The two brothers continued the expansion not only with reefer ships but also buying commercial businesses and a shipyard, when the price was right - and low. Thereby J. Lauritzen became a conglomerate – an interesting mix of companies. WW II did not offer any profit, because the ships were taken over by the governments of Germany, Britain, the US and others. Many ships were lost due to torpedoes, bombs and mines. Many seafarers were lost.

After the war it was time to re-build the company, buying many new ships, establishing new trades for ice strengthened ships in the Antarctic in the summer and to Greenland and the St. Lawrence Seaway in the winter. We also invested in lead/zinc mines in Greenland, in the Danish passenger shipping company DFDS with its 4 shipyards and real estate holdings. Various industries were also added in order to balance the fluctuating shipping business with the more stable industrial business.

J Lauritzen also established a Seaman’s Training Academy on the same principles as Warsash. In 1950 Captain "Wally" visited my father’s home. I was so impressed with what he told us about the School of Navigation that I decided that I would go to Warsash (in 1953). I had the unforgettable experience of celebrating the Queen’s Coronation in 1953, and being on the “Moyana” at the Spithead Review as well as going to HMS “Excellent” for the gunnery course in Portsmouth.

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Ole Lauritzen (1953) Cadet J Ikiados, Mr Knud Lauritzen (Ole’s father) and Cadet M T Win

J Lauritzen also trained its employees from the industrial business. We were quite "liberal" by offering the crew good accommodation on the ships, officer’s wives were allowed onboard, and a welfare programme was introduced with a library, dentists and bicycles on the ships as well as swimming pools. It was not greeted well by other shipping companies; they considered it "socialism"!

In 1956 age 23 I started my own shipping company, Olau Line, in order to learn the business the hard way. It was indeed hard, because I had to employ officers and crew, who the established ship owners did not want, so I had to hire and fire for some years before getting the crewing right. I had a hard time, due to the post-Suez depression, but was saved by a fire in one of my ships, making it a total loss and the insurance pay-out helped to put the company back on a strong financial footing. This was the beginning of my good fortune, where I built new ships at low cost and selling them at higher prices a few years later. In 1972 my finances were so strong that I could assist my father, who had over expanded, by advancing him (at current value) about 25 million GBP.

I eventually owned large 12,000 tdw reefers, 20-knot icebreaking 8,000 tdw tankers and other ships. Then I wanted to become a ferry owner, by starting a ferry from Sheerness to Flushing, which was quite successful. I eventually sold this business to German partners.

Olau West Olau Finn

Eventually the J Lauritzen Shipping Company had about 14,000 employees and had subsidiaries all over the world with agencies in major shipping centres. New activities were added: offshore rigs, oil drilling in the North Sea and Texas, heavy lift ships, passenger ships and other businesses. Not all of them were successful.

In 1978 my father died. During his life, he received many medals from Denmark, Finland and Norway due to the Lauritzen’s family assistance to their people. Also from Chile, where my father was consul, and Iceland, which was a Danish colony. He was recognised for education of our sailors/cadets, as well as extensive help during WW2 to Jewish refugees, and assistance and personal efforts to the Resistance.

Following his death, J Lauritzen was incorporated as a Foundation. In the early years, the Trustees made a number of mistakes mainly by buying ships and shipping routes at inflated prices and selling at rock bottom

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prices. Thus it was necessary to sell off the mines, various businesses and other investments. Also, the ownership of DFDS – the passenger ferry and Ro-Ro operator – was reduced from 56% to 36%. The company eventually returned to its core and original business - shipping interests. The company now has about 180 ships of various sizes including bulkers up to 180,000 tons and product and gas tankers. About 100 ships were ordered at very high prices in 2006-08 and this is reflected in the 2012 Annual Report where 2013 is anticipated to remain unsatisfactory with an expected loss of USD 75-100m.

To return to my personal story. I have started various business ventures and I have been on the board of a Lauritzen industrial company as well as in the J Lauritzen shipping company. I am still sailing my 40-foot yacht, on which I have had a cross-Atlantic trip to the West Indies and another through the French canals to the Mediterranean. I am still living in the house I bought in 1956 as a combined home and office building, only 100 yards from my boat, the beach with attractive women and only 15 minutes from the centre of Copenhagen.

Olau-Hollandia Ole Lauritzen aboard his yacht Saga

35 metre Topsail Schooner Lilla Dan Olau Pil

The Lilla Dan is a 35-metre topsail schooner built in 1951 by J Lauritzen as a training ship; she has been with the company ever since. Taken out of service as a training vessel in 1996, the Lilla Dan was completely renovated and put to work as a charter ship. The Lilla Dan is owned and operated by J Lauritzen.

Shipping is a fantastic business, with splendid people and many opportunities around the world. But my most memorable time was the period at Warsash.

12 J Lauritzen Line Today – John Turner (1962)

Sources – Lauritzen News October 2012 and 2012 Annual Report

For the fiscal year 2012 J Lauritzen (JL) had revenues of USD 696m with a loss of USD 350m.

JL today operates a modern, diversified fleet of bulk carriers, gas carriers, product tankers and dynamically positioned support vessels for the offshore industry that are all engaged in operations worldwide.

During 2012, JL controlled a combined average fleet of 178 vessels compared to 151 vessels in 2011 of which 59 were owned vessels - 48 in 2011. In 2012 JL took delivery of seven new-buildings, including three bulk carriers, one fully pressurized gas carrier, two product tankers and one shuttle tanker. In addition, four bulk

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carriers, two gas carriers and one product tanker were taken on long-term charter. At year-end 2012, JL had four vessels on order.

JL is headquartered in Copenhagen with overseas offices in China, Japan, Philippines, Singapore, Spain and USA. The company has four business segments, namely Lauritzen bulkers (dry bulk cargos), Lauritzen Offshore Services (dynamically positioning support vessels), Lauritzen Kosan (liquefied gas carriers) and Lauritzen Tankers - oil products and chemicals).

Lauritzen Bulkers

Dry bulk operations started in the late 1970s when the focus was on handysize bulk carriers/lakers (lakers are special ocean-going vessels capable of also serving the Great lakes in North America). Today Lauritzen Bulkers is a major owner and operator of bulk carriers engaged in all dry bulk segments. Operations comprise a combined fleet of more than 100 Handysize, Handymax, Panamax and Capesize bulk carriers including short-term charters

Lauritzen Kosan

With the acquisition of Kosan tankers in 1989, JL entered the market for smaller gas carriers, and today Lauritzen Kosan is a leading carrier of liquefied gases, including petrochemical gasses such as ethylene and propylene. At year-end 2012 Lauritzen Kosan controlled a combined fleet of 45 semi-refrigerated/ethylene and fully pressurised gas carriers in the 3,000-10,000 m3 segment.

Lauritzen Tankers

Established in 2004 with the acquisition of Quantum tankers, Lauritzen Tankers is a provider of medium range product tankers for ocean transport of oil products ranging from vegetable oils to petroleum products, fuel oils and chemicals. Lauritzen Tankers controlled 18 modern, medium range product tankers at year-end 2012.

Lauritzen Off-shore

Operations started in 2008 with the conversion of a product tanker into a dynamically positioned shuttle tanker. The offshore operation today comprises three shuttle tankers and part-ownership in the offshore accommodation segment. In 2012, Axis offshore was established as a 50:50 joint venture with HitecVision to focus on high-end semi-submersible accommodation units also capable of serving clients in the North Sea. A contract has been signed with Cosco Qidong for delivery of an ASV new building. The vessel, Axis TBN1 will have the capacity to house up to 500 guests and crew. It will feature accommodation cabins with natural daylight and is equipped with eight free-fall lifeboats.

13 Loss of the R B Angus (Part 1) – Robin Mallam (1960)

(This article follows a presentation by Robin Mallam earlier this year aboard HQS Wellington, headquarters ship of the Honourable Company of Master Mariners.)

At 9 o’clock on the morning of Sunday 17th December 1967 I clutched the tiller of a lifeboat and watched the bulk carrier “R B Angus”, (where I had been Second Officer) lying trimmed by the head and with a list to starboard of about 40 degrees. The ship seemed to nod as if saying enough was enough and slid her fo’c’sle beneath the waves; then slowly and inexorably turned perpendicular to the grey waters of the North Pacific Ocean and pointed her stern at the sky. The propeller and rudder stood out as she hesitated for an appreciable moment and then plunged vertically down and disappeared beneath the sea.

How had we got there? (Incidentally, that was not what I was thinking at the time. I was too busy trying to think what to do next.) What was my ship doing there and more to the point – how had she got into that condition? She was 8 years old, in class, and owned by a well-respected company. No other vessels were involved.

R B Angus had been built at Split in Yugoslavia in 1959 for Norwegian owners A/S Castillo and A/S Titchfield, and launched as m/s “Sunrise”. She was managed by Alf Torgersen of Oslo and classed with Norske Veritas, flying the Norwegian flag. She was a bulk-carrier of dwt 13,100, GT 9,319 and NT 5,582 – pretty small by today’s standards. LOA 502 ft 0.5ins, beam 61 ft 11 ins with a draft of 29 ft 10.5 ins. Two holds and hatches forward of the bridge, then three holds and hatches between the bridge and the after accommodation.

She was geared, with union purchase derricks at all hatches. The main engine was right aft - a Fiat 6 cylinder with BHP 6,000 aft. M/s “Sunrise” had been the subject of a casualty report on December 1st 1962 when she grounded on Goodwin Knoll. Re-floated with the aid of tugs the following day she proceeded to Dover for a diver’s inspection, following which she was allowed to proceed on her voyage.

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In 1963 the ship was re-named “Modena”, remaining under the same ownership, flag and management, and still with Norske Veritas. In 1965 she was sold to Canadian Pacific Bermuda, a subsidiary of Canadian Pacific Steamships and re-named “R B Angus”. Although CP had formerly traded worldwide with a substantial fleet of passenger ships and cargo vessels, by the 1950’s this had reduced to two “Empress” passenger ships on the North Atlantic and several small cargo vessels (the “Beaver” boats) trading from Europe into the Great Lakes. But a major investment programme was in place to build a mixed fleet of vessels to trade world-wide, owned by CP Bermuda and flying the Bermudan flag.

Robin Mallam receiving a book prize in 1960 mv R B Angus

R B Angus, purchased second hand, was the first toe in the water. She was named after Richard Bladworth Angus, one of the founders of Canadian Pacific – those men who had the foresight and drive to build the first trans-Canada railroad, a magnificent feat in the 1880’s and which was accomplished in a very few years.. Angus was born in Scotland and emigrated to Canada in 1857. He joined the Bank of Montreal and developed an interest in railways with two other ex-pat Scots, George Stephens (later Lord Mountstephens) and Donald Smith (later Lord Strathcona). Angus refused honours for himself, and seems to have found his role as the financier who raised the money to “keep the show on the road”. He was a director of CP for 40 years, and at his death in 1922 was described as “Financier – Banker – Philanthropist”.

The sale of the ship from the Norwegians took place in 1965 using the Norwegian Sale Form and accordingly she was dry-docked for inspection. Underwater hull damage was discovered and the sellers were liable for repairs and costs. They arranged for the ship to be dry-docked in Norway to carry out the work, but a spell of severe winter weather caused delays and the cessation of welding in the sub-zero temperatures. The sale was stopped until finally all the work was completed – it may be noted that CP kept the vessel classed with Norske Veritas. The ship proceeded outwards to start her new life – and the sellers got their money at last.

CP Bermuda planned to utilise their first vessel on a regular trade between British Columbia and Japan. Westward cargoes were based on a contract to supply mineral concentrates from Canadian mines via the port of New Westminster, and top off cargo of lumber and packaged timber from the logging ports of Vancouver Island. Eastward cargo was to be developed and proved scarce. Automobiles were sometimes carried, although not the best, or most suitable, cargo for a bulk-carrier. The ocean passages between the load and discharge ports were hard and were usually summarised as “fog all summer and gales all winter”. But this was not too dis-similar to the North Atlantic routes of the other CP ships. The pattern of voyages was established and the crew settled into the routine. The ships officers were British, serving a minimum period of three months although most stayed for six, and a year was not uncommon. The crew were Chinese and stayed for their two year articles.

I joined the ship as Second Mate in September 1967, after following a fairly normal career path in the Merchant Navy at that time. Leaving school at 16 I had a year’s pre-sea training at what is now the Warsash Maritime Academy. We called it the School of Navigation – and we knew we were the best in the world. Then I went to sea as an indentured Cadet with Shaw Savill & Albion learning my trade on cargo and passenger ships.

It was a different era. There were no GPS, no emails nor satcoms; before the advent of the 747s those who wished to visit or indeed emigrate to Australia and New Zealand went by sea – and had quite a time. There were many other differences to modern practice, and I believe that some did have an effect on the successful evacuation from the “R B Angus”. When we had a week-end in port, especially some New Zealand ports, we were encouraged to take a lifeboat away – perhaps for a sailing race against other ships, or just for a jolly to a beach with girlfriends and a case of beer. Whilst at sea the maintenance of the boats and their equipment was a

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regular job for the cadets. We were familiar with them. It was a good life with regular runs to familiar ports and generally, although not always, in fair weather – “flying fish voyages”.

Later, as a junior officer, the weekly drills – the Board of Trade sports – were a feature. In charge of swinging out and recovering particular boats under the interested gaze of the passengers and the eagle eye of the Old Man watching from the bridge. Woe betide you if all did not go according to plan! The Master did not ask “What had gone wrong?”. He told you, and in no uncertain terms. You learnt your trade. But nothing continues for ever and there were clouds on the horizon. Britain was leaning towards the European Common Market, and if that did not upset our Commonwealth trades then containerisation was soon going to make our ships obsolete. The conference lines were no longer replacing their ships with new tonnage and eventually I decided I wanted a change. Canadian Pacific were looking to expand from the Atlantic back to world-wide trading with a heavy new building programme. I clutched my shiny new 1st Mate’s Certificate and visited the Liver Building overlooking the River Mersey and Liverpool docks. Two trans-Atlantic voyages on the “Empress of England” followed, then I was posted to the “R B Angus” as Second Officer, and given a one-way ticket to Vancouver BC.

I joined the ship in New Westminster on September 15th 1967 when she was loading concentrates. I found a hard working ship with quite a close knit community of British officers. The rest of the CP fleet was employed on their regular short Atlantic voyages and never far from company offices and superintendents. We (and I was quickly made to feel part of the crowd and welcome) were different – on our own and trying to make a success of a new trade. Both the Master, Captain Jim Escolme, and the Chief Engineer, Keith Dancey, were relatively young. The general atmosphere was relaxed, but never slip-shod, and there was a good relationship with the Chinese crew. Unusually for a British ship there was a small saloon for the Master, Chief Officer and Chief Engineer in the mid-ship accommodation and all other deck officers and engineers ate aft. At least we were closer to the galley and got our food hot!

My first voyage on the “Angus” was uneventful – after loading the concentrates we sailed to Vancouver Island, calling at several small ports to load timber in the holds and on deck. It was scenically a very beautiful and unspoilt area. The ship was worked hard during the loading. In order to reduce the loading time our union purchase derricks had their SWL increased by fitting schooner booms between the heads of the derricks. Rigging these could be a tricky and exacting job as we aimed to have the gear ready for loading on arrival. As a regular caller the ship was well known with a good reputation among the locals. We were proud of our (unofficial) title “The Toast of the Coast” – earned among many friends ashore for the parties we gave in the well fitted ship’s bar. We had our own ship’s tie decorated with Angus horns.

When we arrived in Japan the ship’s first Articles were closed in Tokyo on 23rd October and the Chinese crew repatriated at the end of their two years’ service on board. As an example of the working atmosphere the Brits gave a party for all the Chinese crew, and they responded by entertaining us to a truly magnificent Chinese feast – accompanied by staggering amounts of whisky to be downed with the many toasts! The new Chinese crew flew out from Hong Kong to join the ship, new articles were opened and they soon settled in during the voyage back to Canada. It was during that passage that all the officers started a competition to grow beards. As I still have mine, I think I am safe in claiming that prize now!

My second voyage on the “Angus”, which was voyage number 11 for the ship, commenced as usual loading a part cargo of 5,500 mt zinc concentrates in New Westminster and then completing with timber on Vancouver Island. We finished loading at Chemainus with timber on deck. The longshoremen and carpenters were well used to lashing and securing timber deck cargoes, and they built a decent gangway for us between the bridge and the after accommodation. We sailed in late November for Japan, cleared Juan da Fuca Strait and set course for a position off Hachiman Saki. We banged straight into a westerly gale, so it was back to routine watch keeping with the added task of checking the timber lashings every two hours, and then relaxing to every four hours as the stow settled.

The weather on that passage was appalling – gale after gale and always on the nose. For several days as we hammered westwards we failed to pick up any weather forecasts which I believe was due to a strike ashore. There was little shelter on that run, unless a course was laid well north towards the Aleutians. It was a big ocean with nothing in the way until we reached Japan. The seas grew larger and more threatening with heavy swells building up. Winds of force 8, and 9 to 10, were regularly reported in the logbook with showers of rain, sleet and snow. Crossing the deck between the bridge and the after accommodation over the deck cargo on hatches 3, 4 and 5 was done at a run to avoid getting soaked every time. The “Angus” was a weather reporting ship, sending out detailed observations of our weather and sea conditions every six hours by radio, and I remember coming up to the bridge to take over the watch at midnight to find Simon, the Third Officer, completing coding up his observations to give to Sparks. I looked over his shoulder and teased him that it was impossible to judge

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the height of the waves in the dark – and anyway they certainly were not more than 80 feet. He was reporting 100 ft plus!

We were steaming on reduced revs to ease the vessel for days on end, and by mid-December had already lost 5 days on our ETA Japan. There was seldom more than a few hours respite between the gales and on December 15th we were on a westerly course in very heavy weather, wind SW’ly force 10/11 and a heavy westerly swell – shipping water overall. That afternoon, on watch during the 12 to 4, I was on the bridge with George Hurlstone our Cadet and the quartermaster Lai Man. We were in hand steering and on reduced revs to ease the vessel. Looking ahead we saw a wave bigger than the rest start to build along the western horizon. It kept growing upwards, stretching right across the horizon, looking like a great grey hill – and then like a grey foam streaked mountain coming towards us. Our height of eye was about 50 feet and we were looking up at the crest – really upwards. The bow disappeared - the ship tried to rise but the weight of water held her down and that great wave rushed up the deck at us. The bridge windows went dark (not just a white light through spray but really dark) for what seemed a long time. The noise was deafening and everything seemed to stop. We hung on to anything we could grab and then slowly the windows cleared, water streamed everywhere – but the fo’c’sle was still there, like a half-tide rock.

I looked round at a sound from the quartermaster and saw Lai Man, still standing and holding the wheel, but with about 2 metres of the plasterboard false deck-head wrapped across his head and shoulders like a shawl. He had a very inscrutable Chinese expression on his face I shan’t forget. The Old Man raced onto the bridge and looking aft at the damage – but we were still floating and steaming towards Japan. About 1900 hours the ship had developed a slight starboard list. My morning watch from 12 to 4 on December 16th was a long drag as the list slowly but appreciably worsened. The Master was fully dressed on his settee. We were still shipping heavy water. The rest of this article is culled mainly from my statement to the owner’s solicitors – some of you who have been involved in casualties will recognise the format that always starts “Robin Douglas Mallam WILL SAY......”, plus reminiscences from Geoff Partington the Second Engineer, and Cadet George Hurlstone. My statement was based on notes I wrote down at the Silk Hotel, Yokohama.

The next morning I managed to get a sun sight, and later the Chief Officer told me that the head trim was caused by water in the chain locker, and the list due to water entering holds 3 and 4, possibly due to a crack in the hull and maybe the air pipes had fractured at deck level when the deck cargo moved. No 3 hold pumps were controlled from a pump room below the bridge accommodation entered via a door on the starboard main deck. This was now completely inaccessible. The engineers were doing their best to pump water from no 4, but having difficulty due to concentrates fouling the pumps. The bulwarks abreast No 2 hatch aft and No 3 forward were badly damaged by the sea, as was the starboard gangway aft. At noon I fixed the ship’s position and calculated a day’s run of 108 miles. The remaining distance to our discharge port was about 700 miles. The Master was on the bridge throughout my watch, the ship was still on reduced revs and on courses to ease her. At approx. 1500 hours attempts by the Chief, 4th and 5th Engineers to enter the pump room were abandoned. At 2045 hours the deck cargo started to break adrift along the starboard side.

Dec 17th 0000 hours – on the bridge were the Master, Third Officer, Quartermaster, Look-out and I. The vessel was hove to wind and sea, engines on 85 rpm. Wind Westerly force 8 and a heavy Westerly swell. There was an eerie whoosh from holds 3 and 4 air pipes as air was expelled every time the ship rolled. The starboard list was about 20 to 25 degrees, and the trim by the bow was still apparent. Deck cargo was breaking loose along the starboard side. Accompanied by the Third Officer I went down and we cut away the bulwark abreast No 3 forward, which was secured by a cargo runner. At 0205 the engine room rang “Stop” on the telegraph. The Third Engineer told me on the telephone that he was “working on the damage and would keep the bridge informed”. The main power supply failed shortly after, and the emergency supply kicked in. There was intermittent main power thereafter.

The cargo on top of No 3 was breaking loose and damaging the hold ventilator outside the Motor Generator Room, allowing water to enter. I took the Look-Out down and we had a look at it and then dropped blankets into the top of the ventilator to try and staunch the water ingress. I thought probably not a lot of good but better than doing nothing. At 0315 the Engine Room phoned to report that the damage was serious and would take a long time to repair. In fact due to the severe list and the ship’s piping arrangements it was now impossible to pump either fuel oil to the main engine or diesel to the generators. The Master and the Chief Engineer conferred on the telephone. At 0320 I called the Radio Officer, and at 0335 he broadcast an “XXX” urgency signal using as the ship’s position 37 deg. 20 min N : 150 deg. 30 min E calculated from the last noon position. At 0345 I called the Chief Officer for his watch.

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At 0350 the Third Engineer came to the Bridge and informed the Master that the Chief Engineer was injured. I told the Master I would go aft and attend to him and saw that the list had increased, and the deck cargo was breaking loose all along the starboard side with seas running to the top of the stow. The walkway had been washed away and I had to scamper along holding on to whatever securing chains were still in place, with the aid of a torch. It seemed a long way and I was very glad to reach the ladder and climb up the after accommodation. I found Keith, the Chief Engineer lying at the bottom of the stairs outside his cabin, conscious, in great pain and semi paralysed. With the aid of the Third and Fourth Engineers and the Electrician I placed him on a stretcher and we carried him to his cabin. Consulting the Shipmasters Medical Guide I thought he had damaged a shoulder, probably torn some muscles in his back and, most seriously, broken his pelvis. The Guide prescribed treatment for the last as 1) nothing to drink, 2) give morphine for the pain, and 3) avoid moving the patient. Keith understandably wanted to hear my diagnosis and to learn any proposed treatment. We discussed this over a beer; he refused any morphine as he wanted to know what was going on.

When it was finally necessary to move him to the lifeboat we did it as gently as possible. I strapped up his shoulder and made him as comfortable as possible on his settee before setting out to return to report to the Bridge at approx. 0500. I passed the Third Engineer outside the Engine Room and he informed me that the Engine Room was being abandoned as nothing further could be done. Then back into the night to face another scramble forwards along the deck cargo to return to the Bridge and reported to the Master.

At 0530 approx. the Radio Officer sent an “SOS” message. (Part 2 of this inspirational story will appear in All Hands 2013-2).

14 The Royal Liver Building – John Downs (1950)

As this year’s Social Event is to take place in Liverpool here are some facts and figures on the City’s most iconic building. The Royal Liver building, which is a Grade 1 listed building sited at the Pier Head, lines the city’s waterfront along with the Cunard Building and the Port of Liverpool Building. It was opened as the purpose built home for the Royal Liver Assurance Group which had been set up in the City in 1850; when the building was opened in 1911 it was one of the first buildings in the world to be built using re-enforced concrete.

The building reaches a height of 90 metres (300ft) tall and until 1934 was the tallest storied building in Europe and the tallest in the UK until 1961.

It is now however only the 4th joint tallest structure in the City of Liverpool having been overtaken in height by West Tower, Radio City Tower and Liverpool Cathedral. Today and especially to seafarers, it is one of the most recognisable and iconic landmarks in the City and home to two fabled ‘Liver Birds’ that watch over the City and the sea. It has two clock towers and each clock face is 7.6 metres (25ft) in diameter and larger than London’s Big Ben. These clocks were started at the precise time King George V was crowned on 22nd June 1911.

On top of each tower stand the two mythical ‘Liver Birds’ of which local legend has it that whilst one bird looks over the City to protect its people, the other looks out over the sea at the new seafarers coming in to port up the River Mersey. Alternatively another local legend states that one Liver Bird is male and is looking inland to see if the Pubs are open and the other, a female, is looking out to sea to view if there are any handsome sailors in sight.

It is also said that if one of the birds were to fly away, Liverpool would cease to exist. Both birds however are chained to the domes on which they stand. Both are crafted of a moulded and hammered copper construction and are 5.48 metres (18ft) high, 3.05 metres (10ft) long with a wing span of 3.66 metres (12 feet). They are officially stated to be “Cormorants standing upright with half raised wings”.

15 Recent Shipping News.

15.1 Replica of RMS Titanic

For some time now, a story broke out on the internet and some daily papers that a flamboyant Australian Billionaire, Clive Palmer had placed an order for a state owned shipyard in China, CSC, Jinling, to build him a replica of Titanic.

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Palmer visited Southampton in early March of this year but did not turn up in person at a reception and instead was heard and seen talking from a picture screen. The idea of a replica of the Titanic sailing from Southampton has been met with a very mixed reception. Many of the crew members who lost their lives on the original Titanic of course came from Southampton and Liverpool. A short paragraph in the Daily Telegraph on Saturday 23rd March this year, reported that his yacht Maximus nearly sank after hitting a rock wall. Palmer was described as being ‘fairly calm’ following the incident, which happened after the $3.5m (Aus) yacht lost power.

The vessel’s passengers put on life jackets and a flare was fired and an emergency radio call was sent out. Fortunately it seems that no one was injured and the yacht was towed to a nearby marina. Hopefully not a bad omen for his new Titanic venture.

15.2 Frincantieri Yard Italy

Princess Cruises have two new cruise ships on order with the Fincantieri Yard at Monfalcone Italy, which will be a £930 million investment, due to a renewed demand for holidays at sea. The company has announced that they have just had their most successful period ever for January, February and March. The two vessels on order ‘Royal Princess’ and ‘Regal Princess’ both of 141,00 tons will each carry 3,650 passengers. ‘Regal Princess’ is the first large passenger vessel to be fitted with a 17 deck high, glass bottomed ‘Sea Walk’ which will be able to be cantilevered out from the side of the vessel over the Ocean. It will then extend nearly 30ft from the ship and feature glass walls and floors. She will also have another cantilevered feature on the port side of the same deck which will have space for 20 people. It is expected that the Royal Princess will debut in June 2013 and will be named by the Duchess of Cambridge on June 13th at Southampton. She is Princess Cruises largest ever vessel and the company’s first new vessel since 2008. Regal Princess will debut in the Spring of 2014. P&O have also a new cruise liner on order from this yard, currently under construction and due to make her maiden voyage in 2015. She also will be of 141,000 tons and will accommodate 3,611 passengers. She will have two funnels.

15.3 Peel Ports Liverpool

Peel Ports has invested in a substantially larger vessel for their Manchester Ship Canal Container Service after another marked interest in demand from customers who include Kellog, Princess Foods and Kingsland Wine. The new vessel, Coastal Deniz has a 260 TEU capacity which equates to more than a 60% increase in capacity compared to the previous vessel used. The ‘Deniz’ will make up to 4 sailings a week between the Port of Liverpool’s Seaforth Container terminal and Irlam Container Terminal near Trafford Park.

The service also includes a call on route at Ellesmere Port. The Coastal Deniz will move in the region of 20,000 containers in 2013 which means 20,000 fewer trucks making the journey between Liverpool and Manchester by road. A series of mini ports and multi-modal logistics hubs are being developed along the canal. As well as handling containers, the Manchester Ship Canal handles over 7 million tonnes of dry bulk cargo and petrochemicals each year.

In addition to Liverpool and the Manchester Ship Canal, Peel Ports operates facilities at the Port of Heysham, Clydeport in Scotland and the Medway Ports of Sheerness and Chatham Docks.

16 Kingsley Likukutah, Lakefarer Extraordinaire - Chris Marrow (1960)

Do you remember your first day as a cadet at Warsash? Resplendent in our uniforms, we arrived with a kaleidoscope of emotions - pride, self-consciousness, perhaps some home-sickness, but mostly nervousness and a fear of the unknown. How much worse was it for young Kingsley Likukuta, a lad thousands of miles from home and plucked from a small landlocked African nation? He must have added utter bewilderment to the list of feelings. Britain in the 1960s might have been quite serene to our 21st century eyes, but to Kingsley it would have been mind-blowing.

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I knew Kingsley after the turn of the millennium. By then he was a venerable lake captain, for all the world like an African Captain Birdseye. He had a white beard and a kind face, and rarely spoke badly of anyone.

I shared many a sundowner with him, looking out over the beauty of the lake, and he regaled me with stories of life in the heart of Africa. “When I was a boy, at one point I shared a bed with an uncle,” he told me once. “When he came to bed one night I was already asleep. There lying beside me, enjoying the warmth, was a large snake. The uncle snatched me up and removed me to safety before beating the snake to death with a stick.” Few of us at Warsash had that sort of incident in our background.

Until 1964 Malawi was known as Nyasaland and the country was part of the British Empire. The organs of state, including lake shipping, were run by expatriates. For an African boy to be chosen to go to Warsash he had to be the crême de la crême.

Only the most exceptional student would have been chosen. Kingsley was that exceptional student who went on to be an exceptional man. Armed with his Warsash training and an apprenticeship in British & Commonwealth, he would navigate Lake Malawi for decades and become the Commodore of Malawi Lake Services in an era when the expatriates had largely gone. It was a job that didn't need nautical astronomy or celestial navigation, but one that instead called for an encyclopaedic knowledge of the lake; every rock, every mood. It also required political and diplomatic skills. There was scarcely a politician, Government minister, Army Chief of Staff or Lord Chief Justice who didn't travel on the Lake at some point, and they all expected to mix with the captain. In Kingsley they found a modest and self-effacing man; always polite, always calm.

Lake Malawi is an inland sea. The regular round the lake passenger service leaves the evocatively named Monkey Bay every Friday morning and sails day and night to return the following Wednesday. Winds of up to gale force can whip up nasty short seas at times. Katabatic gusts can sweep down and catch the unwary. There are few ports. At most stops passengers are ferried to and from beaches in the ship’s boats, and there are no better seamen anywhere for their launching, handling and recovery. Reflecting the frequency of the stops, the lifeboats are never returned inboard, but are left hanging on the davits, but bowsed well in. Once at the beach, a gathering of people comes to see new arrivals and departures. Children prance around in great excitement, diving and cavorting in the water to celebrate a break in their normal existence.

The habit of bowsing in the lifeboats nearly caused the loss of the old Chauncy Maples. Only quick action by Kingsley saved one of Africa’s oldest ships. Built in kit form in Glasgow in 1898, the Chauncy Maples was assembled on the shores of the lake and went into service as a mission ship. For half a century she had taken medicines and education and the word of God to lake dwellers. She took her name from Bishop Chauncy Maples who had been so keen to get to his diocese on Likoma Island that he had persuaded a small mission boat to sail in bad weather. Overwhelmed by the conditions, the boat had sunk and the good bishop disappeared beneath the waves singing hymns. He had refused to remove his cassock.

Later the Chauncy Maples had been converted to a passenger vessel, and she also ran into heavy weather one trip with Kingsley in command. Rolling heavily, she had heeled so far that her boats had filled with water, and the ship lay over on her side. It was only a matter of moments before she would founder, but Kingsley acted with speed and strength and chopped away the falls. With agonising slowness, the ship had righted herself. A second major disaster on the lake had been averted.

The old Chancey Maples Ilala

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Upper deck of th Disembarking passengers from the Mtendere

The first disaster came in 1946 when the brand new lake ship Vipya was on her fourth voyage around the lake. Under the command of the commodore who had overseen her construction, she crossed from what was then Tanganyika in weather that was far beyond the capacity of the ship. The foolhardiness was compounded when the hatch covers were removed in anticipation of her arrival off the Malawi coast. A massive sea swept her decks and fi l led her hold and she sank in moments. Some 150 people lost their l ives, including the officers. In a bizarre series of tribunals, the captain was first blamed posthumously and then exonerated, such that it was eventually concluded that the foul weather experienced by the survivors was in reali ty a day of zephyrs and calm seas.

I have often wondered if the Vipya was just a mistake, designed in the war years for an Engl ish lake and not an inland sea by a government that was distracted by conflict. Her freeboard, or lack thereof, would tend to indicate this, and it would go a long way to explain the contradictions of the Courts of Enquiry. There is much reason to suspect that an unseemly conspiracy rewrote the circumstances of the ship’ s demise. The Colonial Power did not want to be seen to be at fault in any way. The eventual result of the catastrophe was the design and construction of the I lala - as good a ship as the Vipya was poor.

The Ilala continues to this day. Alas, Kingsley does not. In one of the world’ s least developed countries, legion are the maladies that attack people. Malaria, blackwater fever, TB, AIDS; all take their toll. Kingsley once mused to me prophetically, “ I often wonder why I am sti l l here. Al l my contemporaries have gone.” It was with great sadness that I heard that he had died. Malawi had lost one of nature’ s gentlemen, and someone who had been a tremendous asset to a small impoverished nation in a period of enormous change.

Kingsley C Likukutah is in the centre of the middle row of this picture of the 1969/3 passing out ceremony. He joined Warsash as a Cadet in the first term of 1969, was promoted to JLC in his second term and SLC in his final term.

At the end of his final term he won the Ian Wallace Bateman Prize awarded to the SLC carrying out his duties most efficiently and the Dr. Rynikes Memorial Award, awarded to the Cadet who in the opinion of his Officers and Brother Cadets, had shown the greatest wisdom and kindness in dealing with others. (Editor).

Senior Cadets Winter Term 1969

17 New Scaled Container Ship Launch at Timsbury – WMA Website

(This article is adapted from publicity on the Warsash Maritime Academy website.)

Warsash Maritime Academy will reaffirm its place as a world-leading training platform for seafaring pilots, masters and ships officers when it welcomes the eighth scaled ship model to its fleet in May 2013.

It will be the first container ship to join the existing fleet at Southampton Solent University’s Ship Handling Centre when it is officially launched at a special ceremony. Industry leaders, dignitaries and University staff were present at the launch and naming ceremony presided over by Admiral, The Right Honourable Lord West of Spithead, at the Centre in Timsbury, near Romsey on Thursday 16 May 2013.

“This valuable addition to the fleet demonstrates the sustained level of investment from Southampton Solent University in its facilities at the Academy,” says Andrew Hair, Director of Warash Maritime Academy (WMA).

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“Our extensive fleet, expert teaching staff and unique training facilities, reaffirms the reputation of the Academy’s Ship Handling Centre as one of the best in the world.”

The model was built locally by Composite Manufacturing (Design) Ltd (CML).

Modelled on a real 13,300 TEU container ship that is 365 metres long, the scaled vessel replicates the most widely used container ship size trading globally by major shipping companies such as CMA CGM Group, Maersk and MSC. The 1:25 scaled model is 14.62 metres long, weighs 12.5 tonnes, has operational power anchors, electric hydraulic steering, bow thrust and main propulsion systems. Transferable water ballasts enables it to operate in light or loaded conditions.

Artist’s impression.

One of only three major centres in the world, the Ship Handling Centre provides a world-class training platform for pilots, masters and ships officers, using various manned models, accurately scaled to that of a real ship.

“It puts mariners aboard a genuine, albeit scaled, ship, in real environmental conditions. The models handle in the same way as a real ship, giving officers the opportunity to see how to handle a large vessel – particularly in restricted waters, such as a crowded anchorage or through a narrow canal or channel – allowing them to navigate through a variety of scenarios in a safe environment.”

“With 95% of the world’s trade moved by sea, ships are getting larger and waterways and ports more crowded, so scale model training is more important than ever,” says Andrew.

Since the opening of this 20-acre lake facility at Timsbury in 2011, the Ship Handling Centre has been operating a fleet of seven scaled models, including a Panamax vessel, twin screw Ro-Ro Ferry, Very Large Crude Carrier (VLCC), 40,0000 dwt Product Tanker, Twin Screw Shuttle Tanker, Suezmax and an Ultra Large Crude Carrier (ULCC) .

In addition to the new container ship, WMA is undertaking the build of a sister ship to the popular Panamax vessel, to be named ‘Intrepid’. Due to be operational this summer, it will increase the fleet to nine models.

Visit Ship Handling Centre for more details.

18 Obituaries

"Crossing the Bar" by Alfred, Lord Tennyson

Sunset and evening star, And one clear call for me! And may there be no moaning of the bar, When I put out to sea,

But such a tide as moving seems asleep, Too full for sound and foam, When that which drew from out the boundless deep Turns again home.

Twilight and evening bell, And after that the dark! And may there be no sadness of farewell, When I embark;

For though from out our bourne of Time and Place The flood may bear me far, I hope to see my Pilot face to face When I have crossed the bar.

18.1 Geoff Dobson (1949) - John Metcalf (1949)

Geoff, known to all his ‘Rakaia’ shipmates as Dobbo, was born in Bradford on the 5th February 1932. Although he lived in New Zealand for almost 60yrs, he never lost his North Country accent. On leaving school he saw an advert for a career at sea with the New Zealand Shipping Co. which appealed to him. His family had no connections with the sea but, with the blessing of his parents, he submitted his job application. He was called for interview at 138 Leadenhall Street and was overjoyed to be accepted as a cadet, on condition that he pass the one year training course at the School of Navigation, Warsash. He went down to sit the entrance exam, the worst part of which was the ‘grilling’ by Capt. Wakeford. He later described it as a truly terrifying experience! However he was accepted and started his training in January 1949. This was when we first met, I was in my second term. Dobbo was revealed as an accomplished bugler and his talent was put to good use on special occasions. Having completed his training at Warsash, his appointment with the NZS was confirmed and he joined the company’s cadet ship ‘Rakaia’ at Gladstone Dock Liverpool, loading general cargo for New Zealand.

The ‘Rakaia’ was under the command of Cdr. Arthur Ian Robertson RNR - a formidable character, once seen, never forgotten. Dobbo and I met up again on the ‘Rakaia’ and we sailed together until 1952. His bugling skills were again put to good use, a great improvement on the deck boys. He also decided to take up the euphonium

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but the sounds produced were such that he had to practise in the ship’s hospital out of earshot! Having obtained his 2nd Mates certificate, he left the NZS and joined the Union Steamship Co. trading between New Zealand and Australia. He also did a stint on the inter-island ferry ‘Maori’ He spent about 10 years with Union Steamship and attained the rank of Chief Officer. By then, he was married to Jill and with a family so he decided to “swallow the anchor”. He was fortunate to be taken on by Woolworths and became manager of their Omaru Branch and then at Ashburton where he then lived. His skills were much appreciated by his superiors and he was offered a chance to transfer to Wellington with a view to becoming a general manager. Leaving his family for long periods did not appeal so, regretfully, he resigned and looked for a new direction. He was recommended by a friend to two brothers who had taken over Hallidays, a local timber company and with a glowing reference from his previous employers, he was offered a job.

It soon became apparent that the brothers were at loggerheads and it was Geoff’s job to act as go between and when one brother died, Geoff was given an almost free hand to run the company as the surviving brother was happy to control the finances. Geoff was then responsible for extending the company’s activities and introduced many innovations which contributed to its success. He retired in 1992 after 35 years. In retirement, he returned to his love of the sea by becoming involved with the local RNR Unit in Ashburton. He was an avid reader particularly of Historical and War stories-subjects on which he had an encyclopaedic knowledge. His health failed in recent years and a minor stroke affected his memory. He died on January 13th 2013, just short of his 81st birthday.

Geoff was a caring man with a bright smile, full of kindness and generosity. He will be greatly missed by his family, friends and shipmates.

18.2 Captain Peter Stead (1949) – John Downs (1950)

Past Captain Peter Stead was Captain of the Cachalot Club (Southampton Master Mariners) in 1995. He went aloft on the 9th April 2013.

Peter went to Warsash in 1948 and joined P&O as a cadet the following year. In 1953 he joined Union Castle as a junior officer and in ’57 moved to Elders & Fyffe’s. He joined Texaco in 1961 and spent the rest of his career with them, serving twenty years as Master. He represented the company in the Gulf, being appointed Vice President and General Manager of Texaco Arabia from 1984 - 87. He retired in 1992.

As well as being a Cachalot (Southampton Master Mariners) he was a Liveryman of the Honourable Company of Master Mariners, a Younger Brother of Trinity House and a Fellow of the Nautical Institute.

He lived with his wife Jill and their family in Romsey and at Romsey Abbey on the 23rd April 2013 Peter kept his last watch, from 1000 - 1400, his coffin draped with the Club Ensign and topped with his uniform cap. The moving Service of Thanksgiving that followed was well attended by Cachalots and their spouses, twenty in all, including eight Past Captains. There were family tributes from both his daughters and readings of his favourite poems, including a poignant rendition of Kipling’s ‘If’ from two of his grand-children.

Following a private family burial at Woodley Cemetery, the family joined members of the congregation at a nearby Romsey Hotel to remember a fine man, seaman and shipmate. Our condolences to Jill, his daughters Joanne and Wendy and his grandchildren, Alastair, Rachel and Andrew.

18.3 Captain Kingsley Likukutah (1969) – Chris Marrow (1960)

It has taken a long time for the news of Kingsley Likukuta's death to reach All Hands. In 2005 when I first heard the news it was already some months old. I was immensely sad because he was a man of stature who was nonetheless humble and kind. The young cadet at Warsash went on to become a well-known personality in Malawi, the land of his birth. In a country that is so closely associated with and reliant on the lake of the same name, it is perhaps not surprising that the senior captain of the main passenger ship should become well known.

There are many places that are best reached by ship, and travelling dignitaries would always sit at the Captain’s table. Also more than a generation of backpackers have cause to retain happy memories of the calm, authoritative figure who transported them to remote and beautiful places. In the time that I knew him we shared sundowners, reflected on the changes in Africa, and I was honoured to be a guest at his daughter's wedding.

“The old order changeth, yielding place to new”; there are new Portuguese owners on the Lake. Kingsley's era is passing into history, but we should remember with fondness a fine man and a credit to Warsash.

Memories of J Lauritzen Lines

Chilean Reefer El Sol

Greta Kosan Orient Bulker

Nona Bulker Helga Dan

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