The famous
S/S Uganda of the British India Steam Navigation
Company
Ltd was built in 1952 and served on their London to East
Africa service via the Suez Canal. She was notable as the 450th vessel
built for the British India Steam Navigation Company Ltd since the
formation of the company back in 1856. She later became a well known
educational cruise ship and finally saw active service as a hospital
ship and later as a troopship during the Falklands War. This very
popular ship was retired from service in 1985 and a preservation
campaign was launched to try to save her as a "classic example of
British passenger shipping". Sadly this campaign was unsuccessful and
the venerable Uganda set sail on her final voyage bound for the
scrappers after a distinguished, eventful and long career.
Design
and Construction (1947 – 1952):
In June
1947 BI placed the
order for two ships with Barclay Curle & Co Ltd of Whiteinch,
Glasgow. They
had already built 63 ships for BI and so they were well qualified to
build the
new vessels, which were given yard numbers 719 and 720. The former was
to be
named Kenya and the
latter
eventually became Uganda.
Early correspondence between the builders and the owners referred to
720 as
Karatina, but, in May 1949 BI settled on the name Uganda,
and they instructed the
builders accordingly.
The names Kenya and Uganda
were not new to BI, and in fact the first Uganda had entered service
in 1898.
She was a cargo vessel of 5,355grt fitted with triple expansion
engines, which
gave her a speed of 10 knots. She carried only 17 passengers and,
despite her
name Uganda,
spent most of her service in Indian and Australian waters. On the
outbreak of
the First World War she was employed as an ambulance transport and, on
17th
June 1916 when she was off Marseilles,
an enemy submarine attacked her. Although she had been hit several
times by
shellfire, her crew were still able to bring her own gun into action at
extreme
range. The sixth shot was believed to have hit the U-boat as it
submerged
immediately and was seen no more. Her luck ran out two years later,
when, in
May 1918, she was torpedoed 90 miles north of Algiers. She sank two days later,
fortunately
with no loss of life.
Meanwhile,
back on the
Clyde, work on the Uganda
had started. Her keel had been laid in 1950 and she was due to be
launched in
January 1952. Lady Hall duly launched the Uganda at 2.00pm on 15th
January.
On 15th July 1952 she started her sea trials and a speed of 19.108
knots was
recorded. On the second day of her trials, on her ninth and tenth runs
along
the Skelmorlie measured mile a mean speed of 19.245 knots was recorded,
marginally faster than her sister ship.
For her
inaugural cruise
from Gourock to London,
northbound, were the ship's sponsor, Lady Hall and her husband Sir
Halthorn
Hall. Included in the guest list were Directors of the Company,
representatives
of the shore staff, the builders, their wives, the press, and the
Grenock-born
historian and writer, George Blake. The inaugural cruise took them to
Tilbury
where the Uganda
was prepared for her maiden voyage. On 2nd August she left Tilbury to
join her
sister on the East Africa Mail service.
Both the new ships had a gross tonnage of just over 14,400. They were
just over
539f t long overall with a breadth of 71ft. They had a capacity for
425,000 cu
ft of general cargo and 25.000 cu ft of insulated cargo in five holds
served by
the same number of hatches. Each hatch was fitted with one 30-ton
derrick for
cargo handling.
They were handsome ships with well-raked stems and cruiser sterns, each
with
two masts and one funnel amidships. Uganda's
funnel was, in fact, 12 ft taller than the Kenya's,
mainly to prevent soot
falling on the passenger decks, as had been experienced on the latter
ship. The
main propulsion machinery consisted of twin sets of Parsons single
reduction
geared turbines, constructed by the Wallsend Slipway Engineering Co and
installed by the builders. Each set of turbines embodied one HP, one MP
and one
LP turbine in series, and each of these was geared to the main gear
wheel by a
single pinion. Astern turbines were incorporated in the MP and LP
casings, and
the total astern power was equal to 65% of the ahead power. Both ships
developed 12,300 shp, which gave them a service speed of 16.5 knots.
The main
boilers consisted of three Babcock and Wilcox watertube type, giving a
working
pressure of 450psi, superheated to 750 degrees F. a Cochrane vertical
boiler
was provided for domestic steam supplies in port, with a working
pressure of
100psi. Five 350kW diesel generators and a 50kW diesel generator in a
suitable
housing on the boat deck supplied the electricity.
Both vessels had five passenger decks, which were the boat deck,
promenade
deck, then 'A' to 'C' decks. The first class public rooms consisted of
a
lounge, smoking room, writing room, card room and library, a cocktail
bar and
veranda, and a ballroom. All these rooms were situated on the promenade
deck.
The veranda ballroom was fitted with folding glass screens at the sides
which,
when opened, formed a dancing space the whole width of the ship. A
projector
and screen were fitted in the ballroom so that it could be converted
into a
cinema. The first class swimming pool was also situated on the
promenade deck.
The tourist class public rooms consisting of a lounge and a smoking
room with
bar, were situated on 'A' deck, as was the tourist class swimming pool.
Dining
saloons for both classes were situated on 'C' deck; the first class
saloon
being placed forward with the galley between the two. All the public
rooms,
both first and tourist class, were panelled with wood veneers from all
over the
world and mention must be made of the decoration of Uganda's public
rooms as
they contained more works of art than any other ship of her size built
since
the Second World War. To the forward end of the first class smoking
room and
over the buffet sideboard there was a large painted panel of ingenious
workmanship by P. A. Staynes, depicting the beasts of the forest in
their
natural surroundings, with a background showing the famous Murchison Falls
in Uganda.
On either side was one of a pair of elephant's tusks. The wooden wall
panels of
the rooms were of figured aspen, and the door surrounds were straight
grained
elm. In the first class dining saloon there was a decorative mural
painting in
the form of scenic panels on all sides of the raised roof. To the
forward end
was a scene of Mombasa in East Africa,
with Fort
Jesus,
an ancient Portuguese building dating back to the mid 17th century,
used as a
central focus. This was flanked by more modern and less imposing
buildings and
the immediate foreground was taken up by native craft. Opposite, and to
the
after end, the view was of the heart of London
between Blackfriars and Southwark Bridges viewed from the south side of
the
river with St Pauls dominant on the skyline. To link up these two
murals, full
width free painted vignettes of tugs, barges and feluccas with Arab
dhows were
carried on the side panels. In the promenade deck entrance foyer a 17ft
long
framed marquetry panel depicting the bird life of Africa
was fitted to a wide fronted alcove over a divan seat. This was the
work of Mr
Albert Dunn a marquetry specialist.
Uganda was launched at 2.15pm on Tuesday 15th
January 1952.
There were strong winds on the Clyde
that day
which caught her as she entered the water, causing her to be jammed for
about
20 minutes against the slipway, blocking part of the river.
Fortunately,
however, she sustained no damage and the tugs were able to get her
under
control and tow her to the engine works for the next stage of building.
Six
months later she was ready to undergo her trials, as mentioned
previously.
British
India Line scheduled liner voyages era (1952
– 1967):
She left London
on her maiden voyage on 2nd August commanded by Captain C R
Polkinghorn. On the
19th August at 12.25pm the two sisters Kenya
and Uganda met for
the first
time in the Mediterranean. Uganda arrived in Mombasa
to a quiet reception on the 24th August and, nine days later, she
berthed in Beira.
It had been a
successful voyage with no machinery problems and no passenger
complaints,
although she had encountered sandstorms in the Red Sea and heavy seas
south of Aden.
On Uganda's second
round voyage
in November 1952 she was entering the harbour at Dar es Salaam when she damaged her
port
propeller. The passengers were transferred to the Mulbera, and Uganda had to go into dry-dock at Diego
Suarez
in Madagascar
for repairs. However, the damage was not too serious and Uganda was able to resume her voyage at
Beira.
As Kenya and Uganda
settled
down to the London-East Africa service, the company were able to
withdraw the
four old 'M' class vessels. Matiana was scrapped in 1952, and in 1953
Mantola
was withdrawn; Modasa and Mulbera followed in early 1954. They were all
over 30
years old, a good age for any ship, and all had given good service.
Both Kenya and Uganda
soon became very popular ships, providing a reliable, trouble free
service to
and from the continent of Africa. In
1955 the
black hulls of both ships were painted white, and there is no doubt
that the
change suited them well.
By the
time the 1960's came
round the situation was beginning to change on the East-African route
and
several factors were combining to bring about the demise of the BI
service to Africa. The first factor
was political. In the early
1960's the British colonies and protectorates in East Africa gained
their
independence and by the mid 60's Rhodesia had signed the
unilateral
declaration of independence, as a result of which economic sanctions
were
introduced. Finally, in June 1967 the six-day Middle East war closed
the Suez Canal for 8 years. The other
factors which brought
about the demise of BI's East Africa
route
were the increased use of aircraft to convey passengers between the
continents,
and the increasing use of containers to carry cargo. At the end of 1966
it was
announced that Uganda
was to be withdrawn from service, and that she was to be converted to a
'schools ship'. She arrived in London
at the end
of her last voyage to East Africa on
14th
January 1967.
British India Line
schools ship era (1967 – 1982):
On the 4th
March 1967, two
months after her final line voyage, Uganda
left London for Hamburg where she was to be
converted into a
schools ship. The contract for this conversion had been won by the
German
company Howaldtswerke AG of Hamburg
and it was to take almost a year. When she emerged she was hardly
recognisable
as the Uganda
of 1952.
Educational cruising was not new to BI for they had been organising
'schoolboy
cruises' as far back as the 1930's. They were not a permanent
occupation for BI
vessels in those days, but were run in the summer months prior to the
start of
the trooping seasons. The students slept and lived in the mess decks
fitted
with hammocks as used by the servicemen.
It was
these pre-war cruises
which provided the germ of an idea in 1961, when a decision by the
government
to discontinue trooping by sea suddenly made all the troopships
redundant. BI
had to find an alternative employment for the vessels, or sell them.
The school cruises of the 1960's were to be very different from their
earlier
counterparts. Then there had been no formal education on board, they
had simply
enabled the students of the 1930's to travel abroad. This time there
would be
proper facilities for classes and lectures and purpose built
accommodation.
By 1967
the Dunera and
Devonia were 30 years old and the time had come to replace them. The Uganda
was to
take this role, and at the end of that year, the two old ships were
sent to the
breaker's yard. In early February 1968 Uganda's £2.8 million
conversion
was completed, and on the 3rd and 4th of that month she successfully
completed
her post-conversion trials. Eleven days later she left Hamburg,
arriving at Tilbury the following
day, 16th February. Gone was the old, rather graceful looking Uganda,
and in
its place was a rather top heavy looking ship. Her gross tonnage had
been
increased to 16,907, although her draft had been reduced to 25ft 3in.
Outwardly, only her funnel appeared to be the same. Her mainmast had
been
removed, and replaced by a radar mast above the navigation bridge. Her
forward
mast had been drastically shortened, and immediately aft of it, were
there had
once been cargo hatches, there was now a swimming pool surrounded by a
screened
verandah and flanked by two lifeboats.
Her first
class
accommodation and, fortunately, all the beautiful decoration and
woodwork were
left intact. This, and the forward swimming pool, was for the use of
the fare
paying passengers. Further aft all the cargo holds and handling gear
were gone,
and in their place were 43 dormitories fitted with two tier-bunks.
There were
14 well-equipped lecture rooms, seating over 330 students at a time,
and also a
library and information room. The tourist class dining saloon was now a
mess
hall, fitted for cafeteria service with seating for over 300 students
at one
sitting. Right aft, on the promenade deck, was the student's common
room with
large panoramic windows. Above this, at the after end of the boat deck,
was the
students' swimming pool and sports deck. The students' dormitory
accommodation
was totally separate from that of the cabin passengers, although the
assembly
hall/cinema, situated on the boat deck, was shared by all the
passengers. It
could seat 400 people at one time. This meant that the cabin passengers
did not
need to improvise and use their ballroom for film shows. Additionally,
the
whole ship was fitted with air conditioning which added to the comfort
of both
passengers and crew. Uganda
could now carry 920 students and 304 cabin class passengers on her
'voyages of
discovery'.
Uganda sailed
from
Southampton on her first voyage in her new role on 27th February 1968
with over
860 students from the counties of Norfolk
and
Northumberland and 50 from Czechoslovakia.
Her cabin accommodation was almost full as well. This cruise took her
into the
Mediterranean with calls at Athens, Istanbul and Heraklion and it would not be long
before the
ship became a very familiar sight at ports all round the Mediterranean Sea. During these early years in
her new career Uganda
operated
in conjunction with Nevasa. In the summer months she would sail from UK ports on cruises to the Atlantic
Isle and the
Iberian Peninsula, and in mid-summer, to the Baltic ports and the North Cape. Sometimes she would run charter
cruises for
various organisations, one of the most popular being for the National
Trust for Scotland,
when she would call at lesser known ports round the Scottish coast. On
these
chartered voyages cabin and dormitory accommodation were usually both
occupied
by adult passengers, all of them sharing the cabin class public rooms.
In the
autumn of each year Uganda
would undertake a positioning cruise into the Mediterranean and operate
fly
cruises during the winter months, usually undergoing an annual overhaul
at Marseilles.
For Uganda's
cabin passengers there was the plush comfort of the ship's original
first class
accommodation, which, fortunately, was unspoilt. The wooden veneers,
and the
atmosphere of 'colonial splendour', so different from the 'plastic'
cruise
ships that were being built, soon became very popular and it was not
long
before the Uganda had built up a regular cruising clientele. For them
there was
also the added interest of the ports of call, all of them directed
towards the
educational aspect for the students. One example of this was when, in
November
1973 she visited the locations of many epic sea battles. The battles
which took
place in the Dardanelles, off Malta,
Greece and Crete
and during the North African campaign in the Second World War, were all
fully
described by the distinguished naval historian and author, Captain Eric
Bush
DSO, DSC, RN (ret'd).
It was during 1973 that the title 'BI Discovery Cruises' appeared in
the
publicity brochures for the first time - although, probably unknown to
most
passengers, the BI had ceased to exist as a separate entity in 1972.
The years of the early 1970's were not happy ones for the passenger
liners, and
many fine ships went prematurely to the breakers' yards. As for Uganda
and
Nevasa, it seemed that the problem of huge increases in the cost of
fuel oil,
and the competition of the airlines had not affected them quite so
badly, and
in 1974 they added nine more ports of call to their itineraries. Sadly,
however, for the Nevasa this was to be her last year. Although a full
program
of 1975 cruises was announced for her in September 1974 she had only a
few
months left before she would go to the breaker's yard. In March 1975
she was
withdrawn from service and sold to shipbreakers in Taiwan.
This left Uganda
as the
last of the educational and discovery cruise liners. Her programme was
still
very similar to what it had been in 1968/1969, but now she spent rather
more of
her year based in the Mediterranean.
Her
annual refit was carried out by the Malta Drydocks Co, usually during
the end
of January and the first half of February. In May 1976 another event
took place
which was one more sad loss to BI. After 28 years service the 10,294grt
Karanja
was handed over to the Shipping Corporation of India,
thus marking the end of BI's 100 years of service between India and Africa.
The distinctive BI funnel colours were now becoming a rare sight on the
high
seas.
On the
29th August 1976 Uganda
was delayed for most of the day when she
ran aground in the early morning on a sandbank at the mouth of the Tay
off Dundee. She had arrived at
Tilbury at 11am on 27th August
after completing a Fjords cruise; the following day she sailed for
Dundee to
begin a ten-day cruise on charter to the National Trust for Scotland.
Fortunately, she was refloated with the aid of tugs that same evening
and she
was able to embark her passengers and leave on the cruise which took
her to
northern Scotland
and Iceland.
During
1977 the usual two-day turnaround of passengers joining and leaving Uganda
on fly
cruises was reduced to one. This was no mean feat considering that it
usually
involved 2,400 passengers and students joining and leaving the ship. It
called
for precise timing for charter flights, and the last of the homecoming
passengers was usually clear of the ship by 7pm, with the last of the
embarking
passengers on board by 8.45pm the same day. This obviously added to her
efficiency, because in 1978 Uganda
recorded her best ever season for the number of passengers carried and
revenue
earned. Even increases in fares to cover rises in the price of fuel oil
did not
adversely affect the ship's popularity.
By
mid-January 1982 Uganda
had completed her annual overhaul in Malta,
and was embarking passengers for a 13-day
cruise to Egypt, Greece, Turkey
and Yugoslavia.
Meanwhile, in Argentina,
a general named Leopoldi Galtieri had been president and C in C of the
country's armed forces for a month - although at the time the two
events could
not be linked by any stretch of the imagination. By March Uganda was half way through her series
of
Mediterranean cruises, while in the South Atlantic the diplomatic
situation
over Argentina's
claim to
the Falkland Islands had
deteriorated. On 22nd
March Uganda sailed
from Malta once
again, this time for a 13-night
cruise that would take her to Turkey,
Greece, Israel and Italy.
Far away in the South
Atlantic the base commander of the British Antarctic Survey Team at
Grytviken, South Georgia, reported
that the Argentine naval
transport Bahia Buen Suceso had landed men and supplies on the island,
and that
they were flying the Argentine flag. It was to be Uganda's
last full cruise before she sailed to war in the South
Atlantic.
Falklands War hospital ship service (1982):
As Uganda
set sail on cruise 276 on
4th April 1982 she had on board 315 cabin passengers and 940 children
on a trip
organised by the Incorporated Association of Preparatory Schools. They
were all
looking forward to a 13-night cruise to Venice,
Gyathion, Alexandria, Antalya,
Rhodes and two ports in Italy.
However, two days previously, in a massive air and sea operation Argentina had invaded and captured the Falkland Islands. In a House of Commons debate
on
Saturday 3rd April, the Prime Minister, Margaret Thatcher, gave a
pledge that
the islands would be liberated and the first units of a huge task force
would
sail on the following Monday.
The P&O liner Canberra and the
ro-ro ship
Elk were requisitioned early in the following week, but it seemed that Uganda
would be
unaffected. Then, on 10th April, when the ship was at Alexandria,
notice was received that she too
was to be requisitioned for government service. The Department of Trade
ordered
that 'proceed immediately to Naples,
there
disembark its passengers, and then proceed to Gibraltar.'
So Uganda arrived
in Naples
on 13th April, to
finish the cruise four days earlier than had been planned. If the
children
aboard were disappointed, they certainly showed no signs of it as they
entered Naples
harbour. All the
television newsreels and the newspapers were full of pictures of
hundreds of
schoolchildren and the cabin passengers packing the decks and singing a
rousing
chorus of 'Rule Britannia'.
It soon
became clear that Uganda
was to be converted at Gibraltar
naval dockyard for service as a hospital ship. This came as quite a
surprise,
because it had always been understood that the Royal Yacht Britannia
would take
on this role in an emergency. There were a few protests, including one
from an
MP who suggested that the Royal Yacht should take on Uganda's
educational
cruise role, but these were soon forgotten as work went ahead to
assemble the
task force. In fact, the MOD had considered the use of the Britannia as
a
hospital ship, but this was a campaign which was to be fought 8,000
miles away
from home, and about half that distance from a base. Therefore they had
to find
a ship which could be self sufficient for a considerable period of
time. In
addition to meeting this requirement, Uganda's accommodation lent
itself
too much easier conversion and made the ship an ideal choice.
In order to assist a speedy job in Gibraltar, two senior dockyard
officials
were flown from the colony to Naples
in order to familiarise themselves with the ship. Uganda
arrived in Gibraltar on Friday 16th
April,
into a naval dockyard, which was facing the axe as a result of the
MOD's
expenditure cuts. However, this did not deter the hundreds of dockyard
workers
who were prepared to work round the clock to ensure that Uganda sailed for the South Atlantic as quickly as possible. Work
started immediately to build
a helicopter platform on the students' games deck aft, to construct a
gantry to
enable the ship to replenish at sea, to fit a satellite communications
antenna,
and, of course, to build her wards and operating theatres. The smoking
room,
shorn of its luxuries and decorations, became the intensive care ward
and the
students' verandah became the operating theatre. The spacious students'
common
room on the promenade deck aft became the Seaview Ward, which was the
largest
ward in the ship and for the care of patients out of intensive care.
Two
supplementary water distillers were fitted on the after sports deck and
these
became known as Niagara and Kariba.
In accordance with the Geneva Convention the ship was painted white
overall,
obliterating the blue band round her hull. Eight large red crosses were
painted
on her, two on each side of the hull, one facing forward on the bridge
superstructure, and one on the upper deck which was visible from the
air. Her
distinctive BI funnel was also painted white, with a large red cross on
either
side. There was to be no mistaking what Uganda's role was in the
campaign.
Meanwhile a team of 135 medical staff, including 12 doctors and
operating
theatre staff together with 40 members of the Queen Alexandra's Royal
Nursing
Service, left Portsmouth
to join the ship. Large quantities of medical supplies as well as extra
beds
were also sent.
On the
morning of Monday
19th April Uganda
left
Gibraltar bound for the South Atlantic.
Escorted out of the harbour by an RAF launch, she looked very smart in
her new
'nurses uniform' and there is no doubt that everyone involved had put
in an
enormous amount of hard work to get her ready for sea in just 65 hours.
She was
a week behind the main task force, but that did not matter as they had
a long
wait ahead of them at Ascension Island, and Uganda
was to go directly to the
battle zone.
Soon after Uganda
left Gibraltar, her commander,
Captain Brian Biddick, fell
ill. An emergency operation was performed on board, and he was
repatriated from Freetown
by an
RAF medical flight to the hospital at Wroughton but, sadly, he died on
12th
May. Captain Biddick had joined BI in 1951 and had been involved with
educational cruising since 1967. Uganda's deputy captain, J
G
Clarke, now took command and his ship was in position to take her first
casualties from HMS Sheffield. Uganda had been designated a 60-mile
square area
of South Atlantic and when she was needed she sped down to a similar
area known
as the 'Red Cross Box' just off the Falklands where she could pick up
casualties.
Working closely with Uganda
were the converted survey ships HMS Hecla, HMS Hydra and HMS Herald. It
was not
long before Uganda became known affectionately as a 'Naval Ocean-going
Surgical
Hospital' or 'Nosh', a skit on the well known, long running TV series
'MASH'.
To the 3,500grt former survey ships she became known as 'mother hen'
and they
were her 'chickens'.
On Friday,
21st May the
landings to re-occupy the Falklands began at San Carlos, and British forces soon
established a bridgehead. However, the Argentinian air force started
its series
of bombing raids on the Task Force ships anchored in San Carlos Water.
On 24th
May Uganda left the
box and
arrived in Middle
Bay, near
the northern
entrance to the Falklands Sound, to receive more casualties. While she
was in
this position two Argentinian aircraft flew over her, but they left her
alone.
On 28th May the Parachute Regiment set out to take Goose Green and the Uganda sailed to and fro between 'the
box' and Middle Bay,
taking on casualties, both British and Argentinian, and transferring
those who
were well enough to her 'chicks' for passage to Montevideo. Again Argentinian
aircraft flew
over her, apparently just 'looking'. This time, however, the
Argentinians
claimed that the Uganda
had been present during operations in Falkland Sound, implying that the
hospital ship had taken part in them. This serious charge was soon
denied in London; it was totally
without foundation and it can only
have been part of Argentina's
strange propaganda war. The next two days saw Uganda anchored in
Granthan
Sound, 11 miles north west of Goose Green, where casualties from both
sides
arrived by helicopter. It must have been a welcome sight for her ships'
company
to see the land so close. By Monday 31st May she had 132 casualties on
board
and the medical staff were exteamly busy, but morale on board remained
high.
At one stage not only was Uganda co-ordinating the movements of the
four
British hospital ambulance ships, but also three Argentinian hospital
ships
Bahia Paraiso, Almirante Irizar and Puerto Deseado. At the peak of the
campaign, Uganda
took on 159 casualties in four hours, and the crew assisted the naval
medical
and nursing staff. During the campaign she treated 730 casualties, 150
of them
being Argentinian prisoners, and she made four rendezvous with the
Argentine
hospital ships.
Fortunately, however, on 14th June, the Argentine garrison in Port Stanley surrendered, and the intake of new
casualties was
drastically reduced. There were still casualties from accidents, booby
traps
and mine clearance, but the main effort was now to continue treatment
for those
already on board. By 10th July her role as a hospital ship was over,
and the
crew on board threw a party for 92 Falkland
children. It was much appreciated by the children, and much more in
keeping
with her peacetime role. On Tuesday 14th July, Uganda
was deregistered as a hospital
ship. The following day the red crosses were painted out, and her
funnel was
painted buff. Two days later she went to Grantham Sound, where she
embarked the
Gurkha regiments and their equipment, before sailing for the UK on
18th
July.
Uganda arrived at Southampton on Monday 9th
August 1982,
113 days after she had sailed from Gibraltar
to join the Task Force. By this time the country had got used to one
ship after
another being given a rapturous welcome home. But this did not detract
from Uganda's
welcome and, once again, the flotillas of yachts, launches, tugs and
fire
tenders turned out to pay their respects. Hundreds of people packed
onto Southampton's 105 berth, and,
once again, the banners
draped over the dockside warehouses proclaimed a welcome. Uganda
had
travelled 26,150 miles and consumed 4,700 ton of fuel. There had been
1,063
helicopter landings on her flight deck and 3,111 personnel had been
transferred
to or from the ship. 212,343 meals had been served on board, which
included the
use of 17.5 tons of potatoes and 40,000lb of meat. Most important of
all, she
had completed her mission of mercy.
Troopship
Service (1982 – 1985):
Now she
was berthed once
again in Southampton's Western Docks, and just forward of her was Canberra,
undergoing her
post-Falklands refit. Uganda
too would now have to be refitted and made ready to resume her former
role, so
shortly after she arrived home, she sailed north to Smiths
Ship-repairers in
North Shields to be converted back into a cruise ship. She was due to
sail on
the first of her regular educational and discovery cruises on 25th
September,
and there was an enormous amount of work to be done. During this period
all
traces of her military service were eradicated. Damage to shell and
superstructure plating was repaired, her hull gritblasted and painted,
and the
starboard hatch was reduced back to its original size. A total of
15,000ft of
wooden decking was renewed, as well as extensive areas of composition
deck. In
the students' common room the linings, ceilings and floor were renewed,
and in
the smoking room the pictures and tusks were rehung, and the wood
panelling was
polished. All the other public rooms and dormitories were completely
refurbished, as were the passenger cabins. Down below in the boiler and
engine
rooms Lloyds surveys were carried out to brickwork and turbines. The
entire
refit was completed to schedule and by Saturday, 18th September 1982 Uganda
was once
again in tip-top condition and ready to commence her winter season.
Uganda's return to cruising had had plenty of
publicity but
the company was worried about the effect her withdrawal from cruising
may have
had. The first cruise to the Mediterranean
was
fully booked with 300 cabin passengers and 870 schoolchildren. A full
brochure
of 1983 cruises had been published so it appeared everything was back
to
normal. But it then became clear that Uganda's future was, once
more, far
from certain. The ship had been requisitioned during the peak selling
season,
and the schools needed more time to plan their cruises than cabin
passengers.
It was obvious that the early half of 1983 was going to be very
difficult, with
schools' bookings down. It was hoped that government compensation might
cover
these losses. On 20th November 1982 the government rescue came, but not
in the
form of compensation.
Although the Falklands campaign was over, a large garrison would have
to be
maintained on the islands, particularly in view of the fact that Argentina
refused to acknowledge the end of hostilities. The airport at Stanley was not
big enough to cope with
wide-bodied aircraft needed to convey troops, so the answer was
troopships. In
October 1982 the MoD had chartered the Cunard Countess for six months,
but
there was an urgent need to acquire a ship for a longer term. So
P&O
decided to charter the Uganda
to the government for two years, starting on 16th January 1983. By that
time it
was expected that the new airport on the Falklands would be complete,
and so it
became almost certain that Uganda
was embarking on the final years of her long career. Her last cruise
ended at Malta on
2nd January 1983, and she then sailed
for Southampton for conversion to a
troop
transport.
The work this time was carried out by Vosper Thornycroft and it
included
fitting a helicopter landing deck once more in the same place that it
had been
fitted only five months before. The Asian members of the crew were paid
off and
replaced by a full British crew. On 14th January 1983 she sailed for
Ascension
and then the Falkland Islands, her role being to transport troops
between
Ascension and Port Stanley. The round
voyage
took approximately three weeks depending on weather conditions.
By this time the Uganda
was the last ship to wear the colours and fly the houseflag of the
greatest of
all Merchant Navy companies, the British India Steam Navigation
Company, for
another famous BI ship, the Dwarka (4,851grt), had been withdrawn from
service
in 1982.
As the
months passed, Uganda's
once immaculate white livery became
dirty and rust-streaked, for not only was she operating in the stormy
waters of
the South Atlantic, but she was
unable to go
alongside or to receive any dockyard maintenance.
Although Uganda
had accommodation for approximately 1,200 passengers, her average
complement
was 650, with 850 passengers being considered a heavy load. Cabins were
allocated according to rank, with those on the boat deck being the most
sought
after. The cost of a one way trip to the Falklands was about £400 and
included
the airfare between Brize Norton and Ascension
Island.
There was a permanent military staff on board whose duties included
organising
troop movements and discipline. The troops were accommodated in the old
school
dormitories and the forward music room and smoking room were used by
officers
and civilian passengers. Initially the Mod charter was for two years to
December 1984, but this was extended to April 1985 and, with the new
Falklands
airport to open in May 1985, it was clear that Uganda's
days were numbered.
Uganda underwent a refit in Falmouth's Queen Elizabeth dry-dock
in late
November 1983. She made eleven round voyages between Ascension and Port Stanley and the long periods at sea with
only a
minimum amount of maintenance had taken their toll. She was showing a
lot of
overside rust to her once immaculate white hull. The refit cost some
£600,000
and work continued on the ship day and night for the twelve days she
was in
dock. It included the renewal of her pipework, the overhaul of her
machinery
and refurbishment of her accommodation. A portion of her tailshaft was
replaced, and the large windows forward of the promenade deck swimming
pool
were plated in (they were being continually broken by the heavy seas of
the South Atlantic). On 7th December
1983 with the work
completed, Uganda
sailed
once more for Ascension Island and the South
Atlantic.
Uganda's
career as a troopship came to an end just 16 months later. She left
Port
Stanley for the last time on Tuesday 4th April 1985, bound for
Ascension and
then Falmouth where her contract to the MoD was due to end later that
month.
Shortly before she arrived in the UK
the first RAF passenger aircraft landed at Mount
Pleasant,
drastically reducing the flight time between Ascension and the Falklands. Once again air transport had made
troopships
redundant.
Uganda arrived in Falmouth
on the evening of Thursday 25th April 1985. She had been at sea without
going
alongside for nearly 500 days, and once again her hull and
superstructure were
red with rust. Crowds had gathered at Pendennis Point to greet her and
the four Falmouth tugs St Piran, St
Gluvias, St Budoc and
St Eval went out into Falmouth
Bay to greet
her. At just
7pm, with the four tugs in attendance, she entered Carrick Roads before
being
manoeuvred alongside the County
Wharf
shortly after 8pm.
The next few days were spent destoring and P&O removed many of her
works of
art and artefacts for safekeeping. On Saturday 27th April, two days
after her
arrival, the MoD finally handed her back to P&O, three years after
she had
first been requisitioned as a hospital ship.
The
Final Years (1985 – 1986):
On Tuesday 30th April, with destoring completed, Uganda
was moved from County
Wharf to the
Cross Roads
Buoy in Carrick Roads. Four days later she was towed to a lay-up
mooring in the
river Fal.
For a year
the Uganda
lay
rusting at her mooring in the river Fal, for most of the time flanked
and
hidden by one or more merchant vessels in a similar state of idleness.
There
was a faint hope that she might be saved from the breaker's yard; in
October
1983 a devoted band of followers had formed the 'SS Uganda Society',
their
principle aim being the long term preservation of the vessel 'as a
classic
example of British passenger shipping'. It was a commendable idea, even
though,
since her rebuilding in 1967, the Uganda was hardly a classic
example
of a British passenger ship. The society worked tirelessly in an effort
to
realise their aims. At one time they had hoped to preserve the ship as
a sea
going vessel, but, whilst her hull and machinery were in reasonable
condition,
the cost of refitting and conversion would have been prohibitive. Right
from
the start the society was fully aware of the considerable financial
hurdles
which would have to be overcome.
Whilst the Uganda's
Society's members tried hard to find ways to save the ship, P&O
themselves
were active in trying to find a viable alternative to scrapping her. It
seems
that interest was shown in the liner by the Peoples' Republic of China
which
wanted to turn her into a floating leisure centre. However, the
negotiations
came to nothing, and perhaps it is just as well because this sort of
fate is
probably what Lady Hall, the Uganda's sponsor, had in mind when she
said, 'I
think I would rather she went to the breaker's yard than be sold for a
possible
sordid life.'
Faced with no prospect of a sale and with the continuing need to pay
lay-up
costs, in March 1986 P&O placed the Uganda on the demolition
market.
Soon after this, at the end of April, she was sold for breaking up in Taiwan
with
delivery expected to be within six weeks. She had been bought by the An
Sung
Iron & Steel Company of Kaohsiung,
and was to be delivered there by the London-based Triton Ship Delivery
company,
being renamed Triton for the voyage.
Originally the ship was scheduled to leave on Wednesday, 14th May, but
the long
lay-up had taken its toll, and in the event the departure was delayed
because
of boiler troubles. But the reprieve was short lived and the Uganda
sailed
on her final voyage to oblivion on Tuesday 20th May 1986.
Coincidentally, over
the intervening weekend, the World Ship Society held its AGM at Falmouth. The
delay in
the Uganda's
departure therefore enabled many ship enthusiasts to see her for the
last time.
In the words of one onlooker, Mr Tony Atkinson, as she sailed 'She laid
down
such a good smoke screen that at times it was difficult to see her.'
At first
it was thought she
would sail via Cape Town, but this was
changed
to the route via the Suez Canal - a
passage
with which the old liner was familiar. At Port Said the ship was plundered by
thieves and a lot of
food and equipment was stolen. It had been hoped to bunker at Jeddah,
but when
only a few hours from arrival there, the crew were informed that
despite her
new identity, she was still on the Arab boycott list, having visited
Israeli
ports during her years as an educational cruise ship. Fortunately she
was able
to continue to Aden
where she could take on fuel. Eventually she arrived at Kaohsiung at
11.52pm on 15th July 1986. The
final indignity came just over a month later when, in the last week of
August,
the tropical storm 'Wayne' created havoc to shipping in the South China
Sea.
With winds blowing up to 40 knots the typhoon, which was moving
west-south-west, passed over Taiwan.
The Uganda, which
had been
grounded prior to scrapping, succumbed to the storm and ended up on her
side
off Kaohsiung.
It was the end of a proud ship, and the final chapter in the history of
the
British India Steam Navigation Company Ltd. With the passing of the Uganda,
BI's
once familiar colours of two white bands on a black funnel disappeared
from the
sea-lanes of the world.
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