On September 1st, 1898 the coal-fired steamer MORAYSHIRE was launched in Newcastle in the shipyard of R.& W. Hawthorn, Leslie & Co. Ltd. (hull No. 359). Already on 11.12.1898 the buyer, the shipping company Elderslie Steamship Co. Ltd. in Glasgow could take delivery. Operated was the ship by Turnbull, Martin & Co. Ltd., Glasgow. Propulsion of the freighter was by one triple expansion steam engine (491 NHP). The cargo gear consisted of 10 derricks, later 4 centre derricks were fitted to the two masts. Official No.: 108778. Call sign: QMCV.
On 10.08.1910 the ship changed ownership to Scottish Shire Line Ltd. Glasgow, but remained under the same management and retained her name.
During the WW I the company Brodliffe Steamship Co. Ltd. London purchased the freighter and renamed her BRODLIFFE. The new owners gave the management of the vessel to the shipping company The Blue Star Line Ltd., London.
On 15.04.1920 the ship was sold to Union Cold Storage Co. Ltd., London, but management remained with Blue Star Line Ltd., however her name changed to TUSCANSTAR, call sign: NPSO.
In January 1929 the company Fratelli Rizzuto of Naples (Napoli) purchased the steamer for a reported sum of 11'500 £ and gave her the name FORTUNSTAR, sailing now under Italian flag, new call sign: ICKZ. Official No.: 138.
1932 transferred to G. & S. Rizzuto, Napoli.
1936 the ship was sold to Ignazio Messina & Co. in Genoa, her name changed to SEMIEN (Official No.: 2084) and she was employed in troop and/or passenger transportation to Abyssinia. During WW II she was seized in the port of Dakar.
The newly founded Swiss shipping company Nautilus S.A., Lugano, succeeded to purchase the vessel on 29.04.1942 and she was entered under the name LUGANO, as No. 10 in the Swiss registry (call sign: HBDN). With her tonnage of 6'941 BRT, 4'360 NRT and 9'200 DWT she was the largest Swiss flag vessel during the World War II. However until the LUGANO was allowed to leave from Dakar it took more then two months, she finally sailed on 04.07.1942. The management was allocated to the Schweizerische Reederei AG, Basel (Swiss Shipping Company Ltd.) On 03.07.1946 the LUGANO was given back to Nautilus S.A., which took over the management.
In the Lloyd's Register of Shipping 1940/41, as well as in the German book "Handelsflotten der Welt, 1942" of E. Gröner, she is listed as oil fired steamer. Photographs of the boiler room from the archive of Schweizerischen Reederei und Neptun AG (SRN), Basel (see also the book of Walter Zürcher, "Die Schweizer Handelsschiffe 1939-1945", Koehlers Verlagsgesellschaft mbH, Herford, 1992, S. 131 ff) show, the firemen had to shovel plenty of coal. Capt. Bücheler confirmed, that after take-over by Nautilus / SRAG she was converted to coal burning during her overhaul in Lisbon. Coal was during the war more readily available and cheaper then oil. With her construction year of 1898 the vessel certainly was originally a coal burner, but it appears, that the Italians modified her for oil burning.
During the overhaul period in the port of Lisbon on 08.08.1942 a fire caused by welding work, damaged the superstructure seriously. Later on a return voyage from Moçambique and Angola back to the Mediterranean Sea another fire broke out in the engine room. The incident occurred in the vicinity of Cabo Verde (Daker), but the date is unknown. The ship's crew was able to extinguish the fire and continue the voyage.
On 05.07.1943 the LUGANO was chartered by the Comité International de la Croix-Rouge, Genève for a voyage from Philadelphia to Marseille.
On 13.04.1948 the previous Italian owner Ignazio Messina & Co. Genoa, bought the now elderly steamer back, but left her the name LUGANO. With the registration under Italian flag her call sign changed to IBRU. (Official No.: 2662).
1952 Ignazio Messina & Co. sold the vessel to a demolition company in Savona, where the LUGANO arrived on 30.07.1952. In October 1952 the breakers commenced their work.
SwissShips, HPS, MB, July 2014
Additional Information and Stories
Recollections of Captain Domingo Bücheler, former 3rd. officer on the LUGANO
In September 1942 a group of Swiss seamen, destined for the LUGANO and the CARITAS I were sent to Lisbon, at the time naturally by train, a trip of a few days. I arrived on board of the LUGANO towards the end of September, together with Ruedi Schori, an O.S. and radio officer Harry Hofmann. The ship was in Lisbon, but to stay on board was not yet possible, therefore we were sent to a hotel, what a luxury for us.
My sea time during the war and until the hand-over of the LUGANO on 03.07.1946 to her owners Nautilus S.A. I spent on this steamer. The only exception was one voyage on the CARITAS I at the end of the war, at the same time, the last voyage of CARITAS I for the Red Cross, before she was returned to her former Belgian owners in Lisbon. In between was also my time in the nautical college in Lisbon from November 1944 until March 1945. Already before attending the college, I sailed with an exemption as 3rd. officer for about 5 months. After I signed off from the CARITAS I, I travelled as passenger on the CHASSERAL to Toulon and in August 1945 I was back as 3rd. officer on board of the LUGANO.
The LUGANO, built 1898, was already an old bucket and made about 10 knots. Her steam engine and the steam ancillaries most of the time ran impeccable. Electricity was only needed for the illumination, supplied by a small steam dynamo. In many harbours the electricity was switched off at 22:00 hours, therefore oil lamps ready on the gangway and inside the ship. After the end of the war, the company furnished in Marseille or Toulon two small steam turbine generators made by BBC, these improved the life on board considerably. No electrician was employed, the 3rd. engineer did this job on the side of his engineering duties.
The steam steering gear engine was located in the engine room, near the aft entrance, as usual practise at the time. Its was mechanically controlled from the wheelhouse. From the steering gear engine a drive of bars and chains led port and starboard across the main deck to the rudder quadrant aft. It was the duty of the "chippy" (carpenter) to grease the plant at regular intervals.
Consumption of coal at sea was approximately 42 tonnes per day. The ash could be expelled overboard directly from the boiler room. However in the U.S.-ports this practise was not allowed and the ash was kept in big heaps on deck. After departure the sailors had to shovel the ash over the side at sea. God help you, when the wind was blowing strong, possible even from the wrong direction….
On deck we hardly chipped rust, the vessel was built from iron and not yet of steel, but frequent scrubbing of the decks was the order of the day. According to documents found on board, the steamer was owned by "Ignazio Messina...", was declared a "troopship" and was used during the Abyssinian war as a troop transporter. For this reason the flush main deck was all of wooden planks to give protection from the sun's heat. We were scrubbing decks all the time... During the annual dry dock period a part of the main deck was regularly caulked with tar. The derricks were made of pitch pine, apparently this wood fouls only very slowly. They took weights of 1,5 to 2,0 tonnes, load tests were unknown, astonishing for these 44 years old derricks. Also the steam winches, mounted directly on the main deck, gave only little trouble, despite their age.
The bridge was open, fantastic in the tropics, but during winter time in the North Atlantic quite another story. However on each bridge wing a small shack gave some protection for the look-out. Behind the large windows below the bridge was the "winter garden" for the passengers, then followed the captain's quarters, the engine room skylight and the "sparkie's" (radio officer) ancient radio room with the huge coils and radio tubes. For the 1st. class passengers three well furnished cabins were located on each side of the saloon. The 2nd. class passengers were accommodated in simple 4-berth cabins in the forward, upper tween deck and the 3rd. class passengers in the aft, upper tween deck, all in 6-berth cabins with double level iron bunks.
For the grain trade during the war there was enough space in the lower holds and the lower tween decks. But when the LUGANO was chartered by the Red Cross for one voyage, we, the poor deck crew had to demolish all the cabins in the upper tween decks and throw the trash overboard. What a terrible job for us, but a disposal free of charge for the shipping company. In this way space was made up for the light cargo, consisting of food- and gift parcels for the allied P.O.W. (prisoners of war).
Shortly after the war the 1st. class cabins were once used to bring Swiss business people and consular ladies to the United States. At the time no trans-Atlantic planes were in service and travel possibilities were in general very limited. A consignment of wine from Switzerland for the USA was also loaded, a welcome opportunity for us to pinch a few bottles from some of the broken cases and enjoy a fine glass of wine.
Ordinary seaman Rudolf Schori (1925 - 1943)
The ordinary seaman Rudolf (Ruedi) Schori from Bern, embarked in September 1942 in Lisbon together with Domingo Bücheler on the steamer LUGANO, his first deep sea vessel. He commenced his basic nautical education on 12.05.1941 on the training ship LEVENTINA in Basel, then worked on the Rhine vessels RHONE and SILVAPLANA, bringing coal from the Ruhr area to Basel. In May 1942 he got a very special job for a young man, showing the great confidence of the shipping company. As the Germans closed the boarder to Switzerland for foreign barge skippers, Ruedi had to bring the arriving barges the final stretch into the port of Basel, while the skippers had to wait for their return in Hüningen, France or another nearby village. During the port time in Basel, he took care of the barges, including the barge documents and feeding any cats, chickens or rabbits on board. Finally his most eager wish to go to sea came true, when he was transferred a few months later to the LUGANO.
Unfortunately, not yet 18 years old, his young life took a sudden end on 06.10.1943, in a tragic working accident on board the LUGANO. His steamer was alongside in Philadelphia, USA and the seamen were busy to clean-up and prepare the cargo holds for the next cargo. The deck boy Celestino Ramos stumbled over the coaming of the tween deck and was in danger to fall into the lower hold. Ruedi Schori heard him scream and he rushed to his help, but he fell himself into the lower hold. Although he was brought to the North-Eastern-Hospital in the shortest time possible, all help came too late. The urn of Rudolf Schori was buried on 17.10.1943 on the Chelten Hills Cemetery with his ship mates and members of the local Swiss community attending. Mr. Gehrig of Rohner, Gehrig & Co. New York, as the owner's agent, attended on behalf of the Schweizerische Reederei AG, Basel and the Swiss consul of Philadelphia, Mr. Maurice Rohrbach held the funeral oration for this promising, young seaman, particularly emphasizing his great sense of duty as an example to all. He sacrificed his own life to save the life of one of his comrades.
Attached the obituary of Ruedi Schori with an article from the newspaper "Amerikanische Schweizer Zeitung", New York, a photograph of the funeral in Philadelphia and a note from the local newspaper in Switzerland, the "Emmentaler Nachrichten", all in German language.
The photograph of the funeral primarily was taken to send a souvenir to his family and relatives back in Switzerland.
Passenger-voyages of the LUGANO
After the Schweizerische Reederei AG (Swiss Shipping Co.) returned the LUGANO on 03.07.1946 to her owners Nautilus S.A. Lugano in the port of Genoa, the steamer was prepared for operation as a combined passenger and cargo ship. After the war this was a good investment, as ships were scarce and aviation was still in its infancy. In the upper tweendeck passenger cabins were built in. The former owners Ignazio Messina & Co. Genoa acted either as charterer or probably as manager of the vessel, at the time we cannot exactly determine this.
For end of October 1946 a voyage to South America was planned with the company "Fiera Campionaria navigante" Milano, a sort of floating exhibition or trade show. During the refurbishing a welding team caused a fire on 19.10.1946, ravaging for ten hours and delaying the sailing for Brazil until November 1946.
On this exhibition voyage the main ports of call were Rio de Janeiro, Santos, Montevideo and Buenos Aires. The exhibition caused long stays in the ports and combined with the miserable living conditions on board led to serious dissatisfaction among the other passengers. Some Swiss passengers filed a written complaint in German language with the Swiss consulate in Rio de Janeiro in December 1946.
Letter of the Swiss passengers, by courtesy of the Swiss Federal Archiv, Bern
Reference: CH-BAR#E2001-01#1969/130#97*, Az. C.14.241, Lugano (2 Bände), 1946-1948
The salient points of the complaint in a short breakdown below:
On the begin of the letter the passengers raised the question, if the LUGANO still was a ship owned by a Swiss owner and had the right to fly the Swiss flag. Then four main points were listed:
1) The vessel was chartered by the "Fiera Campionaria navigante" and this staff of about 160 persons determined the duration of stays in ports, as well as other issues, such as feeding on board etc. About this "fiera" nothing was mentioned before to the ordinary passengers.
2) The travel agent Danzas in Basel charged the passengers for first class tickets, but they had to stay in the cabins in the tween deck. It appeared, that the travel agent was not informed about the real conditions on board.
3) Sailing was delayed by almost 9 days, then the "fiera" decided on port stays of 15 days in Rio de Janeiro, 10 days in Santos and 5 days in Montevideo, delaying the ship by about one month until Buenos Aires, leading to additional costs for the travellers.
4) The organisation and the living conditions on board were appalling, the main points mentioned were,
- All the comfortable cabins were taken by the "fiera" people, despite being charged for first class
- Toilettes were dirty and the flushing was most time inoperative
- The hospital was too small and contrary to the contract its services were charged to the passengers
- The food was of poor quality and not fresh
- After 10 days no more mineral water on board. No cold drinks could be obtained
- Insufficient catering and service personnel
- No laundry service
- The "fiera" personnel was working during the whole crossing on the exhibition stands from morning until midnight. This caused a lot of noise and passengers could not relax
- No life boat drills were held, nor other relevant safety instructions given
This voyage took almost five months, it was already 04.04.1947 when the LUGANO finally returned to Genoa.
Although the EPD (Eidgenössisches Politisches Departement = federal political department) in Bern wrote a letter in December 1946 about the deplorable conditions on board to the SMNO, Swiss Maritime Navigation Office, Basel, the federal council granted in summer 1947 a temporary permission to Nautilus S.A. to operate the LUGANO as a passenger vessel. After the first voyage to South America was officially reported as "reasonably performed", these other voyages were permitted.
The further four voyages with cargo and up to 580 passengers went to Venezuela and to the Westindies (for details see below). Unfortunately the conditions did not improve on these voyages, but raised more complaints to the Swiss and other authorities.
As a representative example we publish below the letter of Hans Brun, written in September 1947 to the federal council in Bern, giving an impressive description of the poor living conditions on the LUGANO during her 3rd. voyage to Venezuela.
The letter of Hans Brun, by courtesy of the Swiss Federal Archiv, Bern
Reference: CH-BAR#E2001-01#1969/130#97*, Az. C.14.241, Lugano (2 Bände), 1946-1948
Many items raised are the same as in the previous letter to the consul of Rio de Janeiro, but other points are mentioned as well:
- Passenger acquisition: Obviously prospective passengers were lured on board by false descriptions and promises.
- The poor appearance of the ship, as compared to other, similar ships in port. It gives an awkward feeling to see the Swiss flag flying on such a rusty cargo ship, operating as passenger vessel.
- Number of passengers: From Genoa to Teneriffe were 540 Passengers another 40 embarked in Teneriffe, bringing the total number to 580 persons.
- No cargo was carried on the outbound voyage to La Guaira, only passengers and their luggage
- Dormitories were made up, for example the bar in first class was turned into a sleeping room at night.
- Embarkation was a tiresome procedure and took about 11 hours. Despite all the controls 21 clandestine passengers were found at sea.
- Insufficient separation of the different classes, which was limited to the cabins only. Most people stayed all day on deck and some slept there. Public rooms were for everybody.
- No facilities for the numerous children, all were around the decks and public rooms.
- Dogs were running freely around, no kennel was provided.
- Crew was friendly and tried to do its best. Cleanliness of some crew members was below
standard.
Finally Hans Brun writes, he does not wish to complain personally, as he knew partly about the conditions on board and an agent in Lucerne even advised him not to take this vessel. However he wished to reach Venezuela in time. On the other hand he was concerned about a foreign company (Messina) and a foreign crew were able to conduct such transports under Swiss flag. Further he explained his hope to give the Government some information to take necessary action.
Another traveller, the Swiss food expert E. Wenk from Caracas complained about the dirty cabins and public rooms, but in particular he was upset about the filthy galley. He noted also, that he observed with dismay the cooks preparing perished meat for a dinner.
The letter of E. Wenk, by courtesy of the Swiss Federal Archiv, Bern
Reference: CH-BAR#E2001-01#1969/130#97*, Az. C.14.241, Lugano (2 Bände), 1946-1948
These unacceptable conditions led also to discussions between the EPD, the SMNO and the owners Nautilus S.A. If the sale of the vessel in April 1948 was a result of the pressure exerted by the government cannot be ascertained, but appears as possible. The authorities were concerned about the good reputation of the Swiss flag, should the newspapers bring this story to the public and create a scandal. The shipping company Ignazio Messina & Co. it appears, played a shady part in this game. Also the safety on board was inferior and if the legal requirements were fulfilled is unclear. The question, if sufficient means for life saving, such as life boats, life jackets etc. were available on board, remains unanswered.
Another reason for the sale, may have been the growing competition, for example in November 1947 the shipping company Italia took delivery of the new combi-ship SEBASTIANO CABOTO for its line to Central America. This modern vessel carried 100 passengers in the first class and 300 passengers in the third class, as well as cargo.
Itinerary of the passenger voyages of the LUGANO
From available information of Lloyd's Register of London the following five voyages to South America and to the Caribbean Sea were conducted by the LUGANO under Swiss flag:
1. Voyage:
Sailed Genoa, November 1946
Fiera-Voyage to Las Palmas, Rio de Janeiro, Santos, Montevideo, Buenos Aires, Necochea
(Argentina)
Arrival Genoa on 04.04.1947
2. Voyage:
Sailed Genoa on 24.05.1947
Voyage to Las Palmas, La Guaira (Venezuela), Curacao, La Guaira, Teneriffe, Barcelona
and Marseille
Arrival Genoa on 18.07.1947
3. Voyage:
Sailed Genoa on 19.08.1947
Voyage to Teneriffe, La Guaira, Curacao, Havana, San Juan (Puerto Rico), Teneriffe
and Barcelona
Arrival Genoa on 23.10.1947
4. Voyage:
Sailed Genoa on 08.11.1947
Voyage to Teneriffe, La Guaira, Trinidad, Havana (loading sugar), Curacao,
La Guaira, Teneriffe, Barcelona
Arrival Genoa on 20.01.1948
5. Voyage:
Sailed Genoa on 02.02.1948
Voyage to Gibraltar, Teneriffe, Curacao, Havana, Las Palmas, Tangier
Arrival Genoa on 01.04.1948
Vessel sold and handed-over in Genoa on 14.04.1948
We assume, that these passenger voyages were continued under the Italian flag.
Ash-Ejector
On coal-fired steam ships considerable amounts of ash were produced and had to be disposed overboard.
To make this job easier and to avoid contamination of the decks, the ash could be discharged from the boiler room directly overboard, using an ash-ejector.
From J.W.M. Southern "Verbal Notes & Sketches for Marine Engineer Officers" Volume 1
The water, for example from the ballast- or from the fire pump, flows through nozzle K into the overboard pipe V and gushes through the overboard valve Z to the sea. The ash is shovelled into the hopper W from where the water jet sucks it overboard.
SwissShips HPS, July 2014