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(Source: Royal Fleet Auxiliary by Captain E. E. Sigwart.
Royal Fleet Auxiliary by Tony James) |
PAGE THREE
Naval Aviation Store Carriers
RELIANT
Crown Copyright MOD
Built:1954 by Sir James Laing & Sons Ltd., Sunderland.
Tonnage: 7,298 grt.
Engine: Single screw, 6 Cylinder Doxford by Hawthorn Leslie, 17 Knots.
Built as the Somersby for Sir R. Ropner & Co. Ltd, sister ship was Swiftpool which eventually became Chakla for British India Steam Navigation Co. Ltd., and sold to the Admiralty for conversion in 1957. During conversion she had 700 tons of ballast fitted at tank top level and had another steel deck fitted. Extra accommodation for stores personnel was fitted along with holds all fitted out with shelving required to carry the vast array of parts. Replenishment at sea winches fitted and equipment required for RAS on deck, extra generating equipment fitted as standard. Served mainly with the Eastern Fleet and known with affection as the Yacht. Scrapped in 1976.
Salvage Vessels
Also came under the control of the Director of Stores and operated by the Department of Dockyards and Maintenance and were manned by specialist crews that did not exchange with other RFA personnel.
TYPHOON
©Wright & Logan
Royal Research Ships. Intermittently under the control of RFA.
DISCOVERY
Built: 1962 by Hall, Russell & Co. Ltd., Aberdeen.
Tonnage: 2,667 grt.
Engine: Single screw, 3 x 6 Cylinder Ruston Hornsbey diesel electric, 14 Knots.
Discovery replaced her namesake on completion and continued in the role of Oceanography research working for various agencies and was manned in the main by RFA crews. She could cruise at 10 knots for 15,000 miles and was ice strengthened and had a bow thrust propeller for manoeuvring in confined waters. Discovery had a crew of 43 with added accommodation for 20 scientists and included 3,400 ft of laboratories for research.
Helicopter/Aircraft Support Ships.
ENGADINE
Crown Copyright
Built: 1968 by Robb & |Co. Ltd.,
Tonnage: 6,384 grt, 8,000 dwt.
Engine: Single screw, 5 Cylinder Sulzer by Wallsend Slipway, 4,400 SHP, 16 Knots.
Engadie’s main role is to support the Flag Officer Naval Flying Training’s aircrew training programme. She also has the facility to launch airborne targets, a practice aid for sea to air missiles and the rapid fire protection guns, she also acts as a base for the transference of Naval personnel. Her hanger can accommodate four Wessex/Sea King and two Wasp helicopters and carries spares for all three types. A vast range totalling some 7,000 items of Naval and Air Stores are carried. Her ships compliment is 15 Officers and 46 Petty Officers and Ratings with accommodation for 2 RN Officers and 12 Ratings. Further accommodation for 29 Officers and 84 Ratings is available if required.
During both World Wars the RFA’s role was as arduous as it was tremendous, in the second of the two conflicts it lost fifteen ships with another eighteen seriously damaged, these were often replaced by other Merchant Navy ships but manned in some cases by RFA personnel and in others by the vessels respected shipping company’s. Since the 1939/45 conflict responsibility for the Fleet operation and management has shifted from the Admiralty to the Director of Fuel, Movements and Transport. RFA tankers also took on the role of replenishing the Navies of both Australia and New Zealand. Ships crews in the main were British or Maltese in the sixties and seventies but some ships had either Seychellois or Chinese. By far the largest single group of ships to join the RFA in 1970 were at the time manned entirely by Chinese crew, all from Hong Kong, I await to be enlightened as to where the manning comes from in the 21st Century.
When Captain Sigwart wrote his excellent reference work first published by Adlard Coles in 1969 the service employed 3,200 Officers and Men serving in thirty-seven ships and at the time was one of the largest employers of British Merchant Seamen. However the Captains work hardly touches on the wartime or peacetime exploits of the RFA which I am sure are both varied and numerous But first lets cover some of the ground to the best of my ability that occurred during and after Captain Sigwarts book.
In 1964 Nyasaland and Malawi were granted independence from Great Britain but Ian Smith’s Southern Rhodesia made a Unilateral Declaration of Independence on the 11th of November 1965, as well as sanctions Great Britain was forced to blockade Beira the principle port of Portuguese Mozambique from March of 1966. Ships of the Royal Navy manned the blockade and were supported throughout by ships of the RFA. At about the same time Britain was trying to extract itself from a terrorist led insurrection in South Yemen. The two main groups of terrorists were the Front for the Liberation of South Yemen and the National Liberation Front. Both groups were to commit atrocities before our Forces pulled out and its fair to say that we perhaps gave more grief than we took onboard but pull out we did on the 27th of November 1967 with sovereignty being granted on the 30th. I had joined the BI managed ship Sir Bedivere at Marchwood and we sailed rather hurriedly from Southampton and headed for Aden calling in at Gibraltar for repairs on our way, new ship, lots of problems with SW cooling pipes fracturing. We arrived in Aden in the October and the Fleet, the largest since Spithead divided into two groups, one in the inner harbour one outside, our station was the inner and we all remained on Stand By till the day we finally left.
Within our group were another two LSL’s, a collection of LST’s and some of the RFA ships with which we fraternised at every opportunity, our orders were that should our forces have to beat a hasty retreat we were to beach and take them off. In the event our last forces, which I believe were 1 Para, marched out of Camp Radfan on the 27th with weapons loaded and boarded our ships in a more conventional manner. We had also taken onboard Marines, also a number of logistical troops for our tank deck and upper deck had been loaded from the mexi floats with all manner of colonial paraphernalia plus ammunition and other ordinance. All the ships left the inner harbour without incident and we formed up with the outer ships into one group to await the last defiant gesture which was a fly past of helicopters led by a single Sea King carrying our last High Commissioner, Sir Humphrey Trevelyan. After a bitter inter terrorist struggle and 128 years of British control Sir Trevelyn signed over Aden to the NLF which had beaten the Egyptian backed FLOSY
With that completed the Fleet sailed for various destinations, some went down to the Beira Patrol others returned to the UK, we sailed for Singapore but not before stopping mid Indian Ocean dumping into the sea most of that which we had refused to leave the new authorities in Aden.
In 1968 I joined Sir Geraint and after completing nearly a year out on the Singapore station we returned to the UK for refit and it was at this time that RFA’s involvement with LSL’s began. We were informed shortly after our arrival that RFA were to take over the running of the Logistic ships which comprised Sir Lancelot, Bedivere, Geraint, Percivale, Tristram and Galahad and British India’s personnel department had agreed with RFA’s that we could transfer over if all parties concurred. Prior to this event BI had taken over the running of the LST’s from Atlantic Steam Navigation and had commenced a scrapping programme of the fleet, some sixteen ships during the sixties. As the programme progressed more and more ASN Officers crossed over to the LSL’s replacing the BI Officers thus allowing them to return to their more familiar vessels. By the time that RFA took over the management from BI only one of the LST’s remained, Empire Gull.
EMPIRE GULL.
Built: 1945 by Davie Shipbuilding & Repair Co. Ltd., Levis.
Tonnage: 4,258 grt, 2,303nt, 1,640 dwt.
Engines: Twin screw, 2 x 4 Triple expansion by Canadian Pacific Railway Co. Montreal, 5,500 IHP, 13 Knots.
Launched 9th July 1945 and completed in the same year.
Built for the Royal Navy as LST 3513 (LST(3) type) and renamed Trouncer in 1947. Spent most of her time laid up in the Reserve Fleet on the Clyde until being taken over by the Ministry of Transport becoming Empire Gull with ASN as managers in 1956. Went to BISN Co as managers in May of 1961 until transferred to the Ministry of Defence in 1970 and manned by RFA. Sold for scrapping in 1980 and work commenced on the 24th of March in Santander, Spain.
LSL SIR LANCELOT
©I.L.
Built: 1964 Fairfield Shipbuilding & Engineering Co. Ltd, Govan
Tonnage: 6,390g, 3,315n, 2, 180 dwt
Engines: Twin Screw 2x12 Cylinder 2S.C.S.A. Sulzers, 9,520 BHP, 17 knots.
Built for the Ministry of Transport with British India appointed as Managers.
340 Troops, 18 Officers and 50 Ratings.
Launched 25th June 1963, completed 16th January 1964. Yard No: 818
The first ship of her type and class she differed slightly from her sisters but the main difference was in the Engine Room, the Lancelot having Sulzers, the remaining ships Mirrlees Monarch Propulsion Units. If my memory serves me correctly the Lancelot along with Bedivere, Galahad and numerous LST's were present in Aden for our withdrawal before all the facilities were handed over to the Southern Yemeni Authorities, at the time I was Fourth Engineer on the Bedivere. The ships not only had the ability to beach but were able to carry Mexi-floats secured port/starboard and when fitted with engines could land personnel/ equipment in some of the more remote places that the ships visited. The helicopter pad was above the Military Officers' accommodation and if required the helicopters could refuel. Vehicles were not only carried on the top deck but on the tank deck below, other Military Ranks were accommodated either side on the tank deck. On the 3rd January she was handed over to the Royal Fleet Auxillary. On the 24th May 1982 two Argentinian bombs struck the ship which fortunately failed to explode during the Falklands War.
The Lancelot paid off on the 31st March 1989 at Southampton, she was sold to Lowline (Rambler) Ltd and renamed Lowland Lancer. In 1992 she was sold to the Ministry of Defense (Singapore) and renamed Perseverance as far as I know she is still in service.
LSL SIR GALAHAD
©I.L.
Built: 1966 Alexander Stephen & Sons Ltd, Govan
Tonnage: 4,473g, 2,179n, 2, 404 dwt
Engines: Twin Screw 2x10 Cylinder 2S.C.S.A. Mirrlees Monarchs, 9,400 BHP, 17 knots.
Built for the Ministry of Transport with British India appointed as Managers.
Launched 19th April 1966, completed 17th December 1966. Yard No: 690
On the 7th March the Galahad was transferred to the Royal Fleet Auxillary. On the 24th of may 1982 during the Falklands War she was struck by a bomb whilst off the Falklands which failed to explode, nevertheless she caught fire and had to be beached, she was later refloated. Two weeks later on the 8th June she was hit by an Argentinian bomb whilst at Bluff Cove catching fire again. But this time she had to be abandoned which led to the ship being scuttled off Port Stanley on the 24th June.
LSL SIR BEDIVERE
©I.L.
Built: 1967 by Hawthorn Leslie (Shipbuilders) Ltd, Hebburn.
Tonnage: 4,474g, 3,489n, 2, 404 dwt
Engines: Twin Screw 2x10 Cylinder 2S.C.S.A. Mirrlees Monarchs, 9,400 BHP, 17 knots.
Built for the Ministry of Transport with British India appointed as Managers.
Launched 20th July 1966, completed 18th May 1967. Yard No: 760
The first of the three Hawthorn Leslie ships arrived in Marchwood, Hampshire at Husband's Shipyard for exercises with the Royal Corps of Transport whose camp was adjacent to the yard. I joined the ship as Fourth Engineer on the 22nd June just before she sailed for Aden calling at Gibraltar for minor repairs before continuing the long way round via the Cape. The Bedivere along with half the Fleet anchored in the inner harbour with the remaining support vessels anchored outside, after approximately five weeks the Governor General attended a fly past and the largest British Fleet assembled since the Spithead Review dispersed, the Bedivere made her way to Singapore, the Far East being her allocated station. Whilst British India managed the ships it was usual for two ships to be stationed in Singapore, two in the Persian Gulf and the remaining two in the UK. On the 14th January 1970 she was transferred to the Royal Fleet Auxillary and is still in service.
I personally thought that this particular design of ship was excellent though when in bad weather they didn’t really cope too well as the Flume Tank concept of stabilisation leaves a lot to be desired. Fitted for RAS and also had the facility to refuel helicopters with arrangements made to fight fires should there be an accident when doing so. Able to offer the best available protection at the time against nuclear fallout with a fine mist shroud enclosing the accommodation and decontamination showers port and starboard side. Two ramps are available to drive vehicles down from the top deck to points on the tank deck for disembarkation through either the bow doors or the stern ramp. Mexi Floats can be fitted to both sides of the ship for disembarkation of vehicles should it not be in the ships best interest to beach. Equipped for manoeuvring down below in the engine room control room with the ability to steer and see using cameras and portable radar. Propulsion was provided by two 10 cylinder Mirrlees Monarchs though the first built, Lancelot had twin 12 Cylinder Sulzers and I’m sure I was told that these were in fact 6 cylinder back to back. Fully air conditioned troop and officer spaces and even the control room had its own unit, when extolling its virtue once I was informed by the Chief that it was in fact for the sensitive equipment therein and not for the benefit of the likes of me and the other Engineer on watch! Fully automated engine room and equipped with three 6 cylinder Allen’s alternators, two small boilers, a desalination plant and when on exercise this beast was operated by Royal Navy personnel requiring constant attention. Two radio rooms, one for the ships radio operators and the other used by RN personnel when on exercise with the Royal Navy. The ship could carry 400 personnel, including 18 ships Officers, 28 military Officers, 14 Senior Warrant Officers and 340 troops; these numbers did not include the Chinese crew. It would be interesting to know how these numbers changed in 1970 if at all.
Control Room, Main Switchboard
Control Room. Engine Consul to Left, Switchboard Centre, Data Logger to Right
Air Conditioning Plant
Port Main Engine Cylinder Heads
Forward Support Ship.
DILIGENCE
Built: 1981 by Oresund-svarvet.
Tonnage: 5,814 grt.
Engine: Diesel Electric.
Underwent extensive conversion in 1984 and prior had served in the Falklands as Stena Inspector, deployed in the South Atlantic with RN maintenance crew onboard.
OLWEN
With thanks to W. McGee.
Of its twenty seven ship fleet RFA deployed twenty two to the South Atlantic for the confrontation with Argentina over sovereignty of The Falklands. The problems first materialised when the Argentineans had occupied South Georgia and from that moment on events went from bad to worse. In support of the Royal Navy that sailed south were Fleet Replenishments Regent, Resource, Fort Austin and Fort Grange. Fleet Tankers Olmeda, Olna, Tidespring, Tidepool and Blue Rover, the latter also carried dry cargo as well as fuel. Support Tankers Appleleaf, Bayleaf, Brambleleaf and the two older ships Pearleaf and Plumleaf.
©Crown Copyright
The oiler Plumleaf enters Portsmouth in the summer of 1979; chartered by the Admiralty, she was owned by Wm. Cory & Son and built by the Blyth DD & SB Co., Blyth, in 1968; returned after charter, she was broken up at Kaohsiung in 1986.
Stores Support Stromness and the Helicopter Support Engadine. Last but not least all six of the Landing Ship Logistics, Sir Lancelot, Sir Galahad, Sir Bedivere, Sir Geraint, Sir Tristram and Sir Percivale. The Royal Maritime Auxiliary Service provided the Ocean Tug Typhoon and the Mooring Salvage and Boom Ship Goosander.
LSL SIR BEDIVERE
On the 24th of May three of the LSL’s suffered damage in San Carlos Water when the Argentinean Airforce attacked them, Sir Bedivere came off lightest when a bomb glanced off her, Sir Lancelot’s damage by an unexploded bomb made her non operational for three weeks whilst Sir Galahad was out of action for a few days due to an unexploded bomb.
Sir Bedivere
Sir Tristram and Fearless
In a decision taken to advance 5th Infantry’s move forward Sir Tristram arrived at Fitzroy on the 7th of June and commenced to discharge her ammunition. Meanwhile round at San Carlos Water Sir Galahad by now fully operational embarked the 1st Welsh Regiment from HMS Fearless before sailing around Lafonia to arrive in the morning of the 8th. After landing her Rapier Missiles and Field Ambulances it had been planned to move Sir Galahad round to Bluff Cove but before she could sail five Skyhawks of Grupo 5 and five Daggers from Grupo 6 attacked the ships just after 1400 Hours.
Sir Galahad
On their way to Fitzroy they had attacked the frigate Plymouth in Falkland Sound leaving her with minor damage but the real targets were the two Logistics totally unaware of their imminent arrival. Three of the Skyhawks attacked the Sir Galahad whilst the other two concentrated on Sir Tristram, very soon both ships were on fire with two crewmen killed on Sir Tristram and tragically forty eight on Sir Galahad, five RFA personnel, 32 Welsh Guardsmen and eleven other troops with many others severely burned and wounded.
Sir Galahad BBC Copyright During evacuation
Beyond repair Sir Galahad was towed out and sunk on the 25th of June and is now a war grave, more fortunately Sir Tristram was not as severely damaged and was successfully returned to the UK for repairs and is still in service over twenty years later. A replacement for Sir Galahad was eventually built and proudly carries the same name. Other casualties of the campaign were HMS Sheffield, HMS Ardent, HMS Antelope, HMS Coventry and MS Atlantic Conveyor.
At the time of the Argentinean surrender on the 14th within the Exclusion Zone there were 18 Royal Navy Ships, 14 RFA Ships, 6 RMAS Ships, 8 Transports, an unspecified Submarine force, Hospital Ships, a Repair Ship in Trala and various tankers. Within a few days of the surrender most of the ships started out on the long voyage north arriving at various ports to tumultuous welcomes whilst others remained helping to man the garrison. Finally it sadly fell to Sir Bedivere to return over sixty bodies who’s families had requested that they be brought home for burial leaving sixteen of their comrades interred in the Falklands.
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