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41-582: Fairsky was laid down in 1941 as a C3 cargo ship named Steel Artisan , but with the entry of the United States into the Second World War , she was requisitioned by the U.S. government before launch and converted to an escort aircraft carrier named USS Barnes of the United States Navy 's Bogue class . However, just three days after launch on 27 September 1942, the ship was allocated under

82-701: A disabling engine-room fire mid-Pacific. Castel Felice also went to the breakers in October 1970, after a career of almost 40 years. Fairsky was laid up in Southampton in February 1972, not returning to the Australian service until November 1973. Fairstar was used more and more for cruising over the following years and in November 1974, the vessel departed Southampton for her last liner voyage. Fairstar then began cruising as

123-500: A further three years, until the sudden unfortunate demise of Fairsky in June 1977, after the vessel struck a submerged wreck near Jakarta , Indonesia and was found to be beyond economic repair. Several upgrades were made to Fairstar during her career, the most notable occurring in April 1989, not long after SITMAR was sold to P&O Australia for $ 210 million. During the refit, her boat deck

164-454: A maximum of 1,868 passengers in 488 cabins, all but 68 of which were equipped with private shower and toilet facilities. On 19 May 1964 the Fairstar left Southampton with a full complement of passengers, mostly migrants, on her maiden voyage to Sydney, Australia, joining older company vessels Fairsky , Fairsea and Castel Felice already operating in the same role. During the low season of

205-661: A permanent cruise ship from Australia in December 1974. Most of the cruises were to the South Pacific, however she often made annual trips to Asia where the vessel would be dry-docked in Singapore for routine maintenance and upgrades in between cruises. Fairstar thus joined Fairsky in full-time cruising, Fairsky having finally been withdrawn in July 1974 from the now unsubsidised UK-Australia route. Both ships remained in service together for

246-917: A writing room and library, Bavarian tavern and two further bars, also a cinema. Medical facilities included a fully equipped hospital with operating theatre and isolation ward. One of the guest bands which played on the ship was The Seekers while on their way to the UK to begin their career and the pop music group, the Bee Gees , their parents Hugh and Barbara Gibb, and Ossie Byrne set sail from Australia in Fairsky on January 3, 1967, landing in Southampton on February 6. The three brothers performed on board in return for their passage. The first female Prime Minister of Australia (2010-2013), Julia Gillard and her family migrated to South Australia from Southampton, UK, arriving at Adelaide, South Australia aboard Fairsky , in 1966. The family

287-465: A year, with her sea trials commencing on 29 January 1957. The Oxfordshire was officially handed over to the Bibby Line on 14 February 1957 when she steamed towards Liverpool to commence her trooping role. On 28 February 1957 Oxfordshire left Liverpool on her maiden voyage bound for Hong Kong via Cape Town . The vessel had the capacity to carry 1000 troops, 500 passengers (usually the families of

328-696: The Clyde to de-store and enter reserve. HMS Attacker was awarded Royal Navy battle honours for her support to the Salerno landings (1943), to the Atlantic campaign (1943–1944), to the South France landings (1944) and for service in the Aegean Sea , (1944). The vessel was returned to the custody of the United States Navy at Norfolk, Virginia in December 1945 and was struck from the U.S. Navy list in February 1946. The ship

369-596: The Empire . The Ministry of Transport had contracts with several shipping lines to transport the officers, troops and their families. One particular shipping company, The Bibby Line , had a long history of transporting troops; in fact from as early as 1854 during the Crimean War . In 1953, Bibby Line was made an attractive offer by the British Government to build a new vessel for troop transport. A simultaneous arrangement

410-632: The Oxfordshire into a ship that was suitable for both liner voyages and cruises was one of the most ambitious projects to be overseen by the Vlasov engineers. On 19 May 1963 the Oxfordshire entered the Wilton-Fijenoord shipyard at Schiedam to commence the transformation. The project was known as the "Conox Project" (Conversion of Oxfordshire). Unfortunately, the project took longer than expected and cost more than anticipated (£4.5 million). In May 1964 it

451-530: The Type C1 ships and Type C2 ships , MARCOM circulated preliminary plans for comment. The design presented was not specific to any service or trade route , but was a general purpose ship that could be modified for specific uses. A total of 162 C3 ships were built from 1939 to 1946. The C3 was larger and faster than the C1 and C2 contemporaries, measuring 492 feet (150 m) from stem to stern (vs. 459 feet (140 m) for

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492-491: The lend-lease program to the Royal Navy , which commissioned her as HMS Attacker (D02) . Attacker saw extensive wartime service – initially in convoy escort duties and after further conversion by the Royal Navy in October 1943 – as an assault carrier for the remainder of the war. In September 1945 HMS Attacker was present at Singapore as part of the allied force used for reoccupation, sailing immediately afterwards for

533-598: The 1950s and the result was perhaps the most detailed conversion of a former C3 hull to passenger ship. On 26 June 1958 the vessel commenced service from Southampton under the command of Sitmar's senior Master, Captain Jorge Petrescu. Fairsky was registered in Panama under the nominal ownership of the Fairline Shipping Corporation, though remained operated by Sitmar while in Vlasov ownership. The port of registry

574-770: The C2), and designed to make 16.5 knots (30.6 km/h; 19.0 mph) (vs. 15.5 kn (28.7 km/h; 17.8 mph) for the C2). Like the C2, it had five cargo holds. A total of 465 of these ships were built between 1940 and 1947. A total of 75 ships were built with C3 hulls and engines, but not built as cargo ships. During World War II , many C3 ships were converted to naval uses, particularly as Bogue -class escort carriers , and as Windsor -class and Bayfield -class attack transports , Klondike -class destroyer tenders , submarine tenders , and seaplane tenders . TSS Fairstar TSS ( Turbine Steam Ship ) Fairstar ( Fairstar,

615-598: The Fun Ship ) was an Australian -based cruise ship operating out of Sydney for 22 years. Originally completed in 1957 as the British troopship Oxfordshire , it was converted to become the Fairstar in 1964 for immigrant voyages and from December 1974 was permanently engaged in cruising. In the early 1950s, the British War Office still regularly required the transportation of troops to and from garrisons in many parts of

656-624: The Suez Canal was closed until 1975. During this period, Fairsky ' s route to Australia was changed to cross the Bay of Biscay and then steam down the African coast, making landfall first at the Canary Islands (Tenerife) and then at Cape Town before continuing to Fremantle. Passengers were able to alight at each port and these calls were often overnight. An alternative route sometimes used by Fairsky

697-560: The Sun Deck, beneath the Bridge Deck. Air-conditioning was installed throughout the ship and a good range of comfortable public rooms was provided, mostly on the Boat Deck. Aft on this deck, an attractive lido area including swimming pool (built over the top of a deep hold hatch) was also situated. Fairsky ' s design was strongly influenced by that of the larger Italian transatlantic liners of

738-589: The Yemeni port of Aden . The ship would first berth at Fremantle, Western Australia , then steam through the Great Australian Bight to Melbourne , Victoria and finally onto Sydney , New South Wales , dropping passengers off at each point. Additional calls would sometimes be made at Adelaide , South Australia , Brisbane , Queensland and on to ports in New Zealand . Following the 1967 Arab-Israeli War ,

779-505: The balance paid by the Federal Government. The Vlasov Group passenger division, SITMAR Line , was already well established as a migrant carrier to Australia and they quickly showed an interest in the idle Oxfordshire . A six-year charter agreement with an option to purchase the ship was signed in February 1963 between the Bibby Line and Fairstar Shipping Corporation (another subsidiary of Vlasov Group). The complex plan to convert

820-408: The cost of only ten pounds per head and their children for free. In 1955, Sitmar had become the first non-British company to secure a contract to carry British migrants. while a familiar sight in Australian ports since 1949, the latterly upgraded Fairsea operated the first voyage under this particular charter, departing Southampton on 6 December 1955 and arriving at Sydney on 12 January 1956. In 1964

861-440: The larger Fairstar in December 1974. Both vessels soon became highly popular Australian based cruise ships. Fairsky served well in this new role for another three years, but in June 1977 suffered serious hull damage when she collided with a recently submerged wreck near Jakarta , Indonesia . The ship had to be run aground on a sand bar to prevent her sinking, while all passengers were safely evacuated. Temporarily patched up,

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902-478: The long-term charters of Oxfordshire and near sister-ship Nevasa were terminated and the vessels withdrawn from service. The last active troopship Oxfordshire followed Nevasa (despatched in October 1962), to lay up in the safe haven of Cornwall's River Fal in December of that year. It was at this time that the migrant trade to Australia was booming. British and European migrants were given assisted passage to Australia – only having to pay ten pounds, with

943-420: The managing director of P&O, Mr Phil Young, announced that Fairstar ' s long career would conclude the following year. When the news was broken to the public, the final cruise was sold out in a few hours. On 21 January 1997, Fairstar sailed on her last ever cruise, visiting Amédée Island, Nouméa, Lifou, Vila and Havannah-Boulari Passage before finally returning to Sydney. On her return to Sydney, she had

984-567: The migrant run, SITMAR used the ships for cruises out of Sydney to the South Pacific. Fairstar ' s first such cruise departed on 6 January 1965 under charter to Massey Ferguson for their annual convention. After almost another full year of liner voyages from the UK to Australia, Fairstar sailed on another cruise from Sydney, departing on 22 December 1965 and visiting Nouméa and Suva . SITMAR lost its migrant carrying contract to Chandris Lines in 1970, Fairsea having been withdrawn in 1969 following

1025-532: The new ship proceeded with the ship to be built at the Fairfield Shipbuilding and Engineering Company of Glasgow. The keel of the new vessel (designated as 'Ship No. 755') was laid down with 8,396 tons (8 531 t) of steel assigned for the construction. On 15 December 1955 the Oxfordshire was launched by Lady Dorothea Head, wife of the Minister for War, Lord Head . Fitting out of the ship took over

1066-421: The period, its reliable reputation enhanced as Fairsky and Fairstar became full-time cruise ships, when uneconomic line voyages ceased in 1974. Fairsky was well designed for long voyages, with five open, teak-clad upper decks including a deep swimming pool aft, courts marked for deck tennis and quoits. The ship featured three dining rooms (two sittings were provided), a grand social hall, children's playroom,

1107-440: The requirements of this specialised trade. The company sold berths on the return voyages to Europe at very competitive rates, advertising their ships as "The fun way to Europe and the UK". While precise figures are not available, the four ships were responsible for the transportation of hundreds of thousands of European settlers to Australia, spanning over 20 years in total. Sitmar became a well established passenger ship operator of

1148-661: The ship at the Bethlehem Steel shipyard in New York. The vessel was moved to Genoa in December 1957, where the interior refitting was completed in May 1958. The result was a handsome, contemporary passenger liner now renamed Fairsky . Tourist one class accommodation for a maximum of 1,461 was provided in 461 cabins over five decks. Reflecting similar arrangements in earlier company ships Fairsea and Castel Felice , Fairsky featured just seven cabins with private facilities, located forward on

1189-452: The ship continued to Singapore under her own power, but when the extent of the damage became apparent it was decided not to make permanent repairs. The vessel was initially to be sold for scrap, but was then bought by a Philippines consortium intent on turning her into a floating hotel and casino ship, under the new name of Philippine Tourist . However, before the conversion in Manila Bay

1230-440: The three vessels were joined in the migrant service by a fourth, Fairstar (the extensively refitted former British troopship Oxfordshire ). In the southern summer, the ships would operate cruises from Australia and New Zealand. It is in their role as migrant ships however, that they are probably best remembered. Sitmar won successive contracts from the Australian government until 1970, a testimony to their experience in satisfying

1271-627: The troops) and 409 crew members. Oxfordshire made an average of four trips per year between Britain and the Far East , calling en route at Ceylon , Aden , Port Said and Suez in Egypt. However, by the early 1960s the use of aircraft to fulfil transport requirements and the declining number of overseas British garrisons meant that trooping by sea was soon to be redundant. In 1962 the British Government finally decided to rely entirely on air trooping, so

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1312-504: Was also sold for scrapping in October 1970). Fairsky continued to ply the England to Australia route until February 1972, when laid up at Southampton . Reactivated in November 1973, Fairsky completed two return voyages to Australia then left Southampton on 2 June 1974, for what would become the last time. Following her arrival at Auckland, New Zealand on 14 July, Fairsky was then placed in full-time cruising, to be joined in this role by

1353-549: Was completed, the vessel was gutted by a fire on 3 November 1979. The wreck was finally sold for demolition, arriving in Hong Kong under tow on 27 May 1980, bringing to a sudden end a long, varied and otherwise highly successful career. Type C3 ship Type C3-class ships were the third type of cargo ship designed by the United States Maritime Commission (MARCOM) in the late 1930s. As it had done with

1394-570: Was extended, lounges and passenger cabins were upgraded and a new potable water plant installed. The passenger capacity was also reduced to 1,280. The funnel sported a new colour scheme: a blue swan on a white funnel (it was originally changed to a white swan on a blue logo in July 1988). During the 1990s, Fairstar suffered an increasing number of breakdowns and problems. New SOLAS (Safety Of Life At Sea) requirements that were to be introduced in 1997 meant that Fairstar would require extensive upgrading which would cost millions of dollars. In late 1996,

1435-599: Was later changed to that of Monrovia, Liberia. Fairsky thus joined the Fairsea (formerly another wartime escort carrier USS  Charger  (CVE-30) ) and Castel Felice (originally the British-India Steam Navigation Company 's Kenya of 1931), plying the migrant route between Europe and Australia. The flow of immigrants at this time was enhanced by the Australian government's Assisted Migration Scheme , through which British adults could emigrate at

1476-412: Was made with the British-India Steam Navigation Company for an almost identical vessel, which would become Nevasa . These new ships would become the largest and last British vessels built solely for trooping. It was intended that the pair would take up twenty-year charters from the British Government, to secure their employment. Consequently, Bibby Line sold the original 1912 Oxfordshire and plans for

1517-400: Was next sold to the U.S. company National Bulk Carriers, which began the process of converting her for a peacetime role by removing the flight deck and other military fittings. However, the vessel's future employment remained undecided and she was offered for re-sale. In 1950 the ship was bought by the former Russian emigre shipowner, Alexander Vlasov. Laid up for another two years, in 1952 she

1558-718: Was raised in Wales, but settled in South Australia because of the warmer climate. Gillard's successor as leader of the Australian Labor Party , Anthony Albanese , also has a connection to the ship as his parents first met aboard the Fairsky on a voyage from Sydney to Southampton in March 1962 (his father was a Sitmar Line steward). The ship travelled through the Suez Canal and stopped at

1599-533: Was renamed Castel Forte and sent to the Newport News shipyard in the United States, intended for conversion to a refrigerated cargo ship for Vlasov's Italian-managed Sitmar Line. However, this conversion was soon abandoned and the vessel returned to lay-up. In 1957, Sitmar secured a charter from the Australian government for Castel Forte to carry British migrants to Australia and major structural work started on

1640-439: Was then decided to buy the ship outright and move her to Southampton to complete the fitting out. The handsome, new-look ship was quite changed from her former image: the superstructure was lengthened both fore and aft, three pairs of cargo booms were replaced by cranes, also the signal mast and funnel housing were redesigned. Internally, the vessel was completely transformed, with contemporary 'One Class Tourist' accommodation for

1681-791: Was to cross the Atlantic Ocean with a stop at the island of Madeira , then on to the Panama Canal via Curaçao . Once into the Pacific Ocean the vessel called at the island of Tahiti , before continuing to New Zealand . Here the ship called at Wellington , before the vessel crossed the Tasman Sea to Sydney. In 1970 Sitmar lost the migrant contract to Chandris Lines and Sitmar was forced to seek new markets for its two remaining liners ( Fairsea had been disabled by an engine-room fire mid-Pacific in 1969 and sold to shipbreakers, while Castel Felice

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