A Voyage to Tristan Da Cunha.
23-01-93 – 05-02-93. Cape Town to Tristan Da Cunha.
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The St Helena has now emerged from Cammell Laird dry dock 6 in Merseyside, United Kingdom (19/09/2020) in her new EXTREME.E livery. Images courtesy of Christopher Trigg and are used with permission.
The former RMS St Helena in her new guise
MNG Maritime sold the St Helena in late 2018 reportedly for conversion into a private yacht. The vessel then returned to the UK and on 31 January 2019 arrived in London as the venue to promote a new and innovative series of off-road races for electric vehicles. The races, to be known as the Extreme-E series are scheduled to commence in 2021. The St Helena was to be converted into a “floating paddock” for the races, and a refit and refurbishment plan will see some internal spaces converted into garages and workshops in Falmouth and Portland. (https://www.bairdmaritime.com/work-boat-world/specialised-fields/4574-feature-new-high-tech-role-for-iconic-colonial-ferry) (Refit happened in Liverpool and not Falmouth/Portland as per the article)
It was announced that the RMS had been sold to Tahiti Shipping, a subsidiary of MNG Maritime, bought the ship for an undisclosed amount. Under the name MNG Tahiti she is to be based in the Gulf of Oman, and used as a floating armoury, packed with automatic weapons, bullet-proof jackets and night vision goggles, all stored for maritime security operatives who keep vessels secure from piracy attacks.
10/02/2018. The RMS sailed from St Helena for the last time. The ship, which has supplied the island since coming into service so long ago was expected to reach Cape Town on the 15th of February (Since revised to 17 Feb) where they will disembark the last passengers who sailed on the ship. Thereafter she will go into lay up or alternatively head off to her next destination, whether it is the beaches of Alang or a new career. The master was unable to reveal what the final destination of the vessel will be as he would only find out while en route for Cape Town. Once I know more I will post it here too.
The Whatthesaintsdidnext blog has a wonderful post dealing with the departure of the ship and the farewell that she was given by the islander of St Helena.
RMS Sailing from Cape Town on her last voyage (24/01/2018). (Image by Glen Kasner)
On 7 June 2016 I went to London to see the RMS while she was berthed alongside HMS Belfast. It was quite a reunion with two of my favourite ships berthed next to each other. Sadly though, the RMS has very little time left, and this was to have been her 2nd last sailing. However, the new airport has proved to be prone to wind sheer and as such not as safe for passenger aircraft as was hoped, so the RMS has had a short reprieve while they sort out the wind. My blogpost about the ship lives at Musings and I will not flood this post with images from that visit. However, it was great to see the ship once again, and interestingly enough a lot of the people watching her arrive were previous passengers. There is no doubt that she was a very popular ship, and she will be sorely missed.
I heard about the voyage to Tristan Da Cunha quite by accident, having written to St Helena Line in Cape Town while researching an article. I was informed that a cruise on this last remaining mailship, the RMS St Helena would take place in January 1993 to Tristan Da Cunha and that places were very limited. I wasted no time getting on the list which was supposed to be sold out three times in advance.
Publicity image from my welcome pack
By October I knew that I had a berth and I duly went ahead preparing for my forthcoming voyage. I had always wanted to sail on the ship since she was launched and seeing her from the Canberra had only strengthened my resolve, however she is very difficult to get a voyage on and now the chance had come at last. By the end of December payment was made and I started to count off the days on the calendar.
St Helena in Cape Town
On January 21, I flew out of Johannesburg, and upon arrival discovered that the hotel I was booked into was older than Johannesburg and in a much worse condition. I had to find a new one and fast!
Tuesday 22nd. Hotel changed I then headed down to E berth to have my first close up of the ship that would carry me over 1500 miles to the island of Tristan Da Cunha in the South Atlantic. My first impression was of a hybrid cargo ship. The vessel has a large accommodation block on a short hull and actually looks quite strange. However her Oxford blue paintwork was clean and she look very neat and tidy. Embarkation was at 14H00 and so I walked back into town for a bit of sight seeing. By 10h00, the weather had deteriorated and it had started to drizzle. I made my way to the Castle and spent an hour looking it over before winding my way back to collect my luggage and head for the harbour where I would board the St Helena for her 12th voyage and her second call at Tristan.
Welcome on board.
My cabin was an inside “budget” on C deck, these small cabins are used when the ship does the shuttle service between St Helena and Ascension Island. They have no facilities, these being down the passage. The cabin was tiny, having two bunks, a wardrobe, basin and chest of drawers. Naturally all of these “budget” cabins were full and C deck was the most heavily populated.
By 14H00, the passengers had gathered on the quayside next to the St Helena and we slowly started to go on board. The gangway opens into the bureau square which is on B deck. The shop and pursers office was located in this area, as was a beautiful display case with models of ships that had called at St Helena.
There are two sets of companionways that lead to the various decks, however only the for’ard connected to the dining room on C deck and also led to the officers accommodation and bridge higher in the ship. I then headed up to the deck to look around, the aft companionway goes through B deck (bureau, shop and gangway), A deck (forward lounge) and finally comes out behind the sun lounge. This lounge faces out onto the sun deck where the pool is situated.
A children’s playroom is also situated by the lounge entrance. Outside, there are two small promenade decks under the lifeboats and a large open area behind the funnel for deck games. By now all the passengers were on board and our luggage had finally been delivered. The ship was getting ready to sail. The voyage had a few purposes, one being the delivery of cement for the completion of the breakwater that was being erected to protect the harbour of Tristan.
Cape Town sail-away
At 16H00 we singled up and under a now sunny sky slowly started our voyage out from E berth, leaving Table Mountain behind, heading down the coast almost to Cape Point before turning our bows west towards Tristan. I had been allocated a seat in the first sitting dinner at 18H45 and after changing went for another look around the ship. Everywhere I turned was a new surprise, I found the famous 5 ship Union-Castle poster, prints of Union Castle liners, Falklands plaques, more models and lots of pride wherever I looked. On my voyage the vessel had British officers (a fair amount being ex Union-Castle) while the rest of the crew came from St Helena.
The dinner gong sounded and I entered the dining saloon, it was reasonably large and very nicely laid out, on all the walls were enlarged reproductions of famous shipping postcards, It really was a beautiful room. I was very surprised however to find out that there were only about 30 people at the first sitting and it made this lovely room look very empty. After dinner I went to the forward lounge which stretches the width of the ship and has a very good view of the number 2 hatch and the forecastle with our bows plunging into the waves. Second sitting takes place at 20H00 and the first event or happening at night usually takes place at 21H15.
Looking towards the bridge
The ship does not have a cinema, however there is a TV and video machine in each lounge and a pull down screen in the sun lounge for showing movies on. A continental breakfast and buffet lunch are served in the sun lounge and there is coffee and tea available most of the time. By now I had discovered that there were only 81 passengers on board and I was very upset because all along we were under the impression that the voyage had been overbooked and that the ship was full. One man had even left his wife behind because he didn’t think he would be able to get a berth for her! (a likely story!).
The passengers were a mixed batch, there were the Governor and his wife, a Tristan administrator, two priests, Americans, Irish, British, South Africans, Canadians, Tristanians, and people from St Helena on board. Most were elderly and at least 50% had sailed on the ship or the previous St Helena and most wanted to see Tristan. It was all too much for me and I had an early night!
Sun deck (aft)
The next day was bright and breezy, with breakfast at 08H00 with a taste of black pudding (not recommended) and the rest of the day to park off and catch up on my reading.
Daily program for 22 January
There was a very well stocked library aboard, two bars, 3 slot machines and lots of tournaments to enter as we were only due to arrive at Tristan on the 25th, a Monday.
Daily program for 27 January, anchored off Tristan
In the days before we arrived we were treated to a series of talks and video’s about the island. From the start it was stressed that we could have problems at the island. The landing could be very tricky and the weather was very unpredictable.
The settlement at Tristan
However it did not scare us off altogether as we were all on deck at 05H00 to see Tristan emerge out of the gloom. We anchored off Calshot harbour at about 07H00 and watched as the islanders came walking down to the harbour. It was evident that the landing was going to be a problem as we were going to go ashore in “barges” along with the cargo. However the passengers were more interested in watching a bull (whom was dubbed Ferdinand) being landed. He had made the whole trip in the livestock pen in the forecastle from Cardiff and was very placid. Once he was off we all grabbed our packed lunches and waited by the gangway for the first boat.
There is a small crane on the Sun Deck aft that can be used to lower passengers into boats using a small wooden cage affair, although in our case disembarkation was via the gangway.
The boat came bouncing alongside, rising about 6 feet in the swell before dropping away and astern. Fortunately the ship was not rolling too much and with much patience and scrambling we got on board. A quick 300 metre sail, and we surfed into the harbour, being drenched by a passing wave as we did so
Boat en route to the harbour
Then it was up a very precarious ladder onto shore. A short walk took us to a sign that read “Welcome to the Loneliest Island” with lots of arrows pointing in different directions giving distances. Behind us the ship lay discharging her long awaited cargo. There was mail for the islanders, office supplies, beer, cement, re-reinforcing rods, beer, parcels, beer and lots of basic essentials (like beer) as Tristan can only be supplied by sea. They had a lot of unloading to do in the next few days, or until the weather deteriorated, whichever came first.
Ashore at last.
The main island is roughly circular in shape and a mere 8 miles in diameter with a coastline of approximately 24 miles. There are steep basalt cliffs rising up to a plateau upon which the volcano sits, mostly shrouded in cloud. It was first discovered by the Portuguese navigator Tristao Da Cunha in 1506 but the first inhabitant only arrived in 1910, He was Captain Jonathan Lambert of Salem Massachusetts. In 1816 the island was annexed by the British who set up a garrison there. One of the garrison, Corporal William Glass settled on the island and he is regarded as the founder of the present community. There are only 7 surnames on the island: Glass, Green, Hagan, Lavarello, Repetto, Rogers and Swain, and these are as a result of 7 families of British, American and Italian settlers. The main language is English with a decidedly Georgian dialect and Biblical flavour. Nearly 300 people make up the population, most of whom exist oblivious to the outside world and its problems. The settlement of Edinburgh lies in a hollow formed by huge cliffs that rise up to the plateau and boasts a post office, a small museum, supermarket, running water, sewers, electricity and a school.
The hills are green and tranquil, sort of like a small village. Quaint names abound like “Down Where The Minister Landed His Things” and “The Place Where The Goat Fell Off The Cliff,” there are even “gulches” ala cowboy movie style. The weather on Tristan can be extreme as it lies on the edge of the “Roaring Forties.” Summer sunshine only averages 2,5 hours a day and about 60 inches of rain fall a year.
The central peak of Tristan rises 6760 feet and in winter is covered in snow. In the 4 days that our vessel lay at anchor we only saw the sun on 2 of these and the rest of the time it rained or was misty. In 1961 the island was evacuated when the volcano erupted forcing the evacuation of the people to Cape Town and later to the UK, it was the first time many had left the island and most would return to it, forsaking the comforts of our modern world for the solitude and crime free existence of the island. The other 4 islands in the group, Inaccessible, Nightingale. Stoltenhoff and Middle island are an Ornothologists dream, providing home to a variety of sea birds and penguins.
The RMS unloading. Image taken from Tristan
The RMS at anchor
I chose to make a trip to the penguin rookery and set out across an incredible moonscape of hardened lava before returning later for a quick bite to eat at the cafe. (The crawfish pie is recommended!). The prices there were cheaper than on the ship and the beer came from South Africa. I then popped up to the post office before making my way back to the harbour and the tranquility of the ship.
The view ashore
Getting back on board was equally hairy and I was glad to be “home”. That afternoon I watched some of my fellow South Africans catching fish off the stern of the ship – it was evident from the pile of snoek on the deck that they were having much success. Little did I know that I would end up joining them over the next few days.
Our second day was cold and I went ashore again for a trip to the “potato patches” which is a longish walk. Unfortunately the Tristan weather started to play up and I had to turn back before I got totally soaked in the rain. After a quick trip to the cafe I returned to the ship to change and join our intrepid fishermen. By now the swell was getting worse and when the one boat returned they were unable to land the passengers from it, cargo unloading was getting increasingly more difficult and would have to be abandoned. The captain decided to recall everybody to the ship in case we had to up our hook and move out to sea. On the other hand I was too busy trying to land my first snoek to really notice the coming and goings! Our last passengers on board we waited and watched the island disappear in the gloom. That night the wind rose to a force 9 and a very close watch was kept by the officers on watch.
Calendar image of the RMS at Tristan, signed by senior crew members
The third day was still dangerous and there was no unloading or going ashore. The conditions were too dangerous. Time to catch up on my fishing! The fishing had become so popular that at any given time there were 8 lines over the side, people having even bought fishing tackle ashore! It helped pass the time.
On our last day the Captain decided that in view of the weather we would make a trip out to the islands of Inaccessible and Nightingale which are about 20 miles away. It was a rough passage with the St Helena shipping it green over the bows. When we reached Inaccessible we turned around and headed back to pick up the Governor and embark passengers before heading for home again.
This was duly done and at 16H00 we sailed for home, the sun was shining and for a few moments the peak of the volcano was visible before it was shrouded in clouds again. We were a day behind in schedule and were taking most of our cargo back home to Cape Town.
By this time most of us had visited the bridge which featured all the latest electronic gadgetry, including a “servo-watch” which monitored over 600 transponders in the vessel, setting off alarms whenever they found anything wrong.
We also got a chance to visit the galley and the storerooms which were situated on C deck. An engine room visit was promised and we reminded the chief engineer every time we saw him. The 4 days home were spent in typical Indian Ocean weather. We entered more tournaments, ate ourselves into a frenzy, watched the albatross following the ship and generally lounged about like typical passengers. Our engine room visit came through eventually, with us going from funnel to shaft and rudder.
Daily program 01/02 (1500×746)
With that concluded it was soon our last day and we spent this packing and doing those 1000 things which should have been done long ago. By 04H30 on Tuesday 2nd of February we were in sight of the Cape Coast and by 07H00 we were alongside. It was over. The Yugoslavian passenger liner, Adriana was sitting in the corner of the harbour while the German research vessel, Meteor was in the process of swapping scientific staff around, it made a nice change from the empty harbour that we had left behind so long ago.
Alongside in Cape Town
RMS in Cape Town
I spent the rest of the day visiting the book shops in Cape Town and the V&A waterfront where the very immaculate schooner Aquarius was moored. The Maritime Museum had also added a General Botha exhibition to its collection and that is really worth seeing. After all that, it was time to come home.
The new RMS and the stern of the old RMS
I know many people were sad to get off, many were already inquiring about the next Tristan cruise. Personally I would have loved to have sailed on her. The ship is lovely, the crew exceptional and the experience is one not to be forgotten. A word of warning though, the weather in that part of the world is very changeable, take raingear and warm clothing, the conditions for landing are hazardous and should not be attempted unless you are reasonably sure footed and fit.
The RMS is sadly no longer sailing to St Helena, like so many ships she was replaced by an aircraft and became surplus to requirements and you cannot sail to St Helena or Tristan Da Cunha anymore. The voyage I made was unique and I am one of the few people who have actually been ashore on the “Loneliest Isle”. I was fortunate enough to see her one last time in London in 2016, and she was still beautiful!
RMS St Helena. London 2016
The RMS Has a huge following of ex passengers and crew and we hope that she has much success in her new career. Happily the new owners have decided to stay with St Helena as a name for her, and long may she still be with us.
The original RMS St Helena.
Originally built in 1963 by Burrard Dry Dock in North Vancouver, Canada as a part passenger, part cargo ship sailing under the name Northland Prince. She was bought by St. Helena Shipping to service the island of Saint Helena, entered service in September 1978 on a route from Avonmouth, England to Cape Town, calling en route at Las Palmas, and Jamestown, Saint Helena. The 3,150 ton ship could carry 76 passengers and supplies. She saw service with the Royal Navy during the Falklands War as a minesweeper support ship. By the 1980s it was becoming apparent that the ship was too small for the island’s needs, resulting in the building of a new RMS St Helena, built in 1989.
The former RMS St Helena
As for the previous RMS St Helena. Once the new RMS entered service, she was “surplus to requirements” and an attempt was made to take her cruising under the name Avalon. This was a disaster and the vessel probably only completed one cruise before entering a long period or layup. I was fortunate enough to see her in Durban in March 1992 under the name Avalon, and at that point her future was in doubt.
Alongside in Durban
Things did not go well for her, she was moved to the layup berths at Salisbury Island and then put on the market. The venture to take her cruising had failed, and high prices were probably to blame for that, Realistically though, she was a tired old ship, worn out by the long voyages she made between the UK and South Africa, as well as her Falklands service as a minesweeper mothership. When we returned to Durban on a later trip we found her berthed around the corner from N Shed, her hull was a darker colour than when we had last seen her. It is possible that she had just been sold by then.
And I would see her once more as she was getting ready for her new role in Mauritius, under the name Indianoceanique. I never saw her after that, and I heard that she was broken up in at Alang in 1996.
Indianoceanique in Durban
This image may have been taken in 1994 as the Achille Lauro was still afloat, yet it was taken off the back of a cruise ship, and I suspect it was from Kazakhastan II. Sadly the former Northland Prince/St Helena has faded into history, although I have never forgotten her. Her replacement has also ceased sailing to St Helena and is now the mothership for Extreme E electric SUV racing series, although that still has to happen as the global pandemic has resulted in many changes of plans for everybody.
DRW. © 1992-2021. Updated pics 09 September 2010. Moved to blog 16/12/2013, updated 12/06/2013, 15/02/2018. More images added 30/03/2019 and 11/03/2019. Some items were courtesy of Curnow Shipping. 22/09/2020 Images of St Helena in EXTREME.E Livery courtesy of Christopher Trigg and are used with Permission. Moved to Musings 14/11/2021. Tagged 14/11/2008