RMT Oxfordshire
At the beginning of the 1950s, Britain still had significant commitments, both politically and strategically, throughout the Far East, East Africa and the Mediterranean. To transport service personnel between Britain and the Empire, a fleet of troopships was managed by British shipping companies on behalf of the Ministry of Transport. Many of these troop transports were ageing German war prizes, whilst the remainder were pre-war British vessels.
In 1952 the British Government entered into an agreement with the British India Steam Navigation Company and the Bibby Line to replace and supplement these vessels. Each company would build a ship specifically for the transport of troops and their families. The first ship to enter service was British India's Nevasa. The Oxfordshire, built for the Bibby Line, began her career on 13 February 1957.
The Oxfordshire had accommodation for 1,000 troops and 500 dependents. The cabin accommodation could be divided into three classes when fare-paying passengers were carried. The troop accommodation was superior to that of any previous British troopship, with three-tiered bunks replacing hammocks and much greater space for exercise and recreation. Given that it was intended that the Oxfordshire would spend much time in the Far East, special attention was paid to the ventilation system, although only the hospital spaces were actually air-conditioned.
On her completion for the Bibby Line, she was placed on a 20-year charter to the Ministry of Transport. In 1962, after a mere five years' duty, her trooping career came to an abrupt end. The British Government decided that all future troop movements would be made by air. The contract with the Bibby Line was prematurely cancelled, and she carried her last troops from Malta to Southampton in December 1962. She was laid up in the River Fal, and the Bibby Line advertised her for charter or for sale.
In May 1963 the Sitmar Line took her on a six-year charter with an option to purchase, and the almost new liner was placed on the UK-Australia service for assisted-passage migrants. She was refitted at the Wilton-Fijenoord N.V. shipyard in Holland for £2.3 million and was renamed Fairstar. In March 1964, Sitmar purchased the ship outright from the Bibby Line. This was to overcome the stipulation in the charter party which stated that British officers and Indian seamen must crew the ship during the term of the charter.
She made four return voyages each year via the Suez Canal, carrying 1,868 passengers, all in one class. She had a crew of 460, and full air-conditioning had been installed. With the closure of the Suez Canal in 1967, the Fairstar made her southbound voyage via the Cape of Good Hope, returning to the UK via the Panama Canal.
Every five years the Australian Government put the contract for the carriage of British migrants out to tender. Sitmar had held the contract since 1955, but in 1970 the Chandris Line was successful. At a stroke Fairstar had lost the bulk of her southbound passengers. Worse still, on the assumption that it would retain the contract, Sitmar had just purchased Cunard's redundant Carinthia and Sylvania to add to capacity on the Australian migrant trade.
Initially Fairstar remained on her regular route from the UK to Australia carrying fare-paying passengers, but from September 1973 she was switched to full-time cruising from Australia with restricted passenger numbers of 1,280.
In the 1990s, now operated by P&O, Fairstar suffered from increasing mechanical problems brought on by her advancing years, but she consistently retained her position as the most successful cruise ship operating from Australia.
In April 1996 it became clear that large sums of money would need to be spent on her engines if she were to remain in service, and there would be further expense in bringing the old ship up to the standards required by new SOLAS regulations. P&O therefore reluctantly decided to retire her on 31 January 1997.
She is seen here in Southampton, tied up adjacent to Mayflower Park. Scanned in from a slide.
Built by the Fairfield Shipbuidling & Engineering Co. of Govan in 1955
Yard No: 755 Gross Tonnage: 20,586, Nett: 7,722 Length: 609.4ft Breadth: 78.1ft
Owned by the Bibby Line Ltd (on a 20-year charter to the Ministry of Transport)
4 steam turbines, double-reduction gearing to twin screws. Service speed: 17 knots
Passengers: 220 first class, 100 second class, 180 third class, 1,000 troops
RMT Oxfordshire
At the beginning of the 1950s, Britain still had significant commitments, both politically and strategically, throughout the Far East, East Africa and the Mediterranean. To transport service personnel between Britain and the Empire, a fleet of troopships was managed by British shipping companies on behalf of the Ministry of Transport. Many of these troop transports were ageing German war prizes, whilst the remainder were pre-war British vessels.
In 1952 the British Government entered into an agreement with the British India Steam Navigation Company and the Bibby Line to replace and supplement these vessels. Each company would build a ship specifically for the transport of troops and their families. The first ship to enter service was British India's Nevasa. The Oxfordshire, built for the Bibby Line, began her career on 13 February 1957.
The Oxfordshire had accommodation for 1,000 troops and 500 dependents. The cabin accommodation could be divided into three classes when fare-paying passengers were carried. The troop accommodation was superior to that of any previous British troopship, with three-tiered bunks replacing hammocks and much greater space for exercise and recreation. Given that it was intended that the Oxfordshire would spend much time in the Far East, special attention was paid to the ventilation system, although only the hospital spaces were actually air-conditioned.
On her completion for the Bibby Line, she was placed on a 20-year charter to the Ministry of Transport. In 1962, after a mere five years' duty, her trooping career came to an abrupt end. The British Government decided that all future troop movements would be made by air. The contract with the Bibby Line was prematurely cancelled, and she carried her last troops from Malta to Southampton in December 1962. She was laid up in the River Fal, and the Bibby Line advertised her for charter or for sale.
In May 1963 the Sitmar Line took her on a six-year charter with an option to purchase, and the almost new liner was placed on the UK-Australia service for assisted-passage migrants. She was refitted at the Wilton-Fijenoord N.V. shipyard in Holland for £2.3 million and was renamed Fairstar. In March 1964, Sitmar purchased the ship outright from the Bibby Line. This was to overcome the stipulation in the charter party which stated that British officers and Indian seamen must crew the ship during the term of the charter.
She made four return voyages each year via the Suez Canal, carrying 1,868 passengers, all in one class. She had a crew of 460, and full air-conditioning had been installed. With the closure of the Suez Canal in 1967, the Fairstar made her southbound voyage via the Cape of Good Hope, returning to the UK via the Panama Canal.
Every five years the Australian Government put the contract for the carriage of British migrants out to tender. Sitmar had held the contract since 1955, but in 1970 the Chandris Line was successful. At a stroke Fairstar had lost the bulk of her southbound passengers. Worse still, on the assumption that it would retain the contract, Sitmar had just purchased Cunard's redundant Carinthia and Sylvania to add to capacity on the Australian migrant trade.
Initially Fairstar remained on her regular route from the UK to Australia carrying fare-paying passengers, but from September 1973 she was switched to full-time cruising from Australia with restricted passenger numbers of 1,280.
In the 1990s, now operated by P&O, Fairstar suffered from increasing mechanical problems brought on by her advancing years, but she consistently retained her position as the most successful cruise ship operating from Australia.
In April 1996 it became clear that large sums of money would need to be spent on her engines if she were to remain in service, and there would be further expense in bringing the old ship up to the standards required by new SOLAS regulations. P&O therefore reluctantly decided to retire her on 31 January 1997.
She is seen here in Southampton, tied up adjacent to Mayflower Park. Scanned in from a slide.
Built by the Fairfield Shipbuidling & Engineering Co. of Govan in 1955
Yard No: 755 Gross Tonnage: 20,586, Nett: 7,722 Length: 609.4ft Breadth: 78.1ft
Owned by the Bibby Line Ltd (on a 20-year charter to the Ministry of Transport)
4 steam turbines, double-reduction gearing to twin screws. Service speed: 17 knots
Passengers: 220 first class, 100 second class, 180 third class, 1,000 troops