As the Port Kingston, one of the most beautiful passenger ships in the world, and the leading vessel in that great fleet which has done almost more to imperialise Great Britain than any fleet of which I know-- the fleet of Elder Dempster-- dropped anchor in Port Royal one burning morning last December, there came upon me a sudden realisation of what the British Empire really means.
Raymond Blathwayt, Vanity Fair, 14 July 1909.
The pride and joy of Sir Alfred Jones, that most ardent of all shipping magnates and Empire builders, the handsome Port Kingston was, he readily admitted, "built in excess of requirements" for that ancient colonial route from England to Jamaica. Indeed, she was not exceeded in size on the "Banana Run" for nearly half a century. Flagship of the Imperial Direct West Indies Mail Service, pioneer of exporting the West Indian banana to Britain, she was the first luxury express liner on the West Indies run.
R.M.S. Port Kingston, a comparatively short-lived failure on her original service, nevertheless went on to another two decades of successful duty on another empire sealane. But here our focus is on her original route-- Bristol & Bananas-- when Port Kingston was the undisputed Greyhound of the West Indies, gleaming white and buff, coursing between Kingroad and Kingston.
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| R.M.S. Port Kingston (1904-1911), largest and finest British "Banana Boat" until Golfito of 1949. From the cover of Imperial Direct Guide to Jamaica, 1906. |
I believe that the British race is the greatest of the governing races that the world has ever seen... It is not enough to occupy great spaces of the world's surface unless you can make the best of them. It is the duty of a landlord to develop his estate.
Joseph Chamberlain, Colonial Secretary
One of the most identifiable, evocative and specialised of vessels was The Banana Boat-- white in paint, fleet in speed, fine in form-- coursing from languid tropics to northern climes carrying one of nature's most perfect foods to green grocer, market and table. The banana, fast to grow and easy to harvest, is one of the most demanding of cargoes to ship. The story of the British Banana Boat, in particular the biggest and best of them for close to half a century-- R.M.S. Port Kingston-- begins with a verdant Caribbean island, an Empire Builder and one of Britain's last great Merchant Adventurers.
The banana is a comparatively modern addition to the larders of the Northern Hemisphere, dating only to the last quarter of the 19th century and owing its ready availability to the development of the steamship and the perfection of means to transport a delicate perishable commodity over thousands of ocean miles.
Time and distance mattered most in the early days of the banana trade and was initially centered on the United States Eastern Seaboard and Jamaica, blessed with the most fertile soil of any island in the Caribbean, and where the banana grew in abundance. The first documented shipment came into Boston aboard the schooner Raymond in 1866, but the beginning of regular banana importation is credited to Capt. Lorenzo Baker whose schooner Telegraph landed the first large consignment at Jersey City, N.J. on 23 June 1870. By the 1880s, Boston became the great American banana port and the Boston Fruit Co. soon dominated the trade and much of Jamaica's banana production. The "banana boats" were quick converts to steam owing to the necessity of speed and regularity, painted white to keep the hulls cool and the holds primitively insulated and amply ventilated to remove the ethylene gas produced by ripening bananas.
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| Harvesting bananas in Jamaica, 1890s. Credit:https://iamajamaican.net/ |
The island of Jamaica, formerly one of the most opulent of British possessions, has within the past quarter of a century fallen evil days,but better times may in store. No country in the world, not even Cuba, possesses a richer soil or finer climate, and her produce includes some of the most delicate fruits of the tropics. Jamaica has suffered from inadequate facilities communication with the United Kingdom, and it is nothing short of shameful that its fruits are practically excluded from British consumption. As showing what losers we are in this respect, may be mentioned that Jamaica sends yearly over 7,000,000 bunches of the finest bananas the world produces to the United States, whereas the total imports into this country from all quarters do not exceed 500,000 bunches per annum. And it is said that the fruit industry of Jamaica is yet in its infancy. Twenty years ago, its fruit exports totalled £39,451; ten years ago, £347,652; last year, £620.000.
Leeds Mercury 16 September 1899
Jamaica, oldest of the British West Indies colonies and rivalling Newfoundland and Bermuda as such in the Americas, was once the jewel of Britain's earliest mercantile Empire, built on sugar, rum and slave labour, and with Bristol the apex and object of the "Triangular Trade." When the Britain became one of the first countries to banish slavery and the Royal Navy swept the scourge of the slave trade from the world's oceans, Jamaica retreated into a sustained decline. The sugar plantations, denied their cheap labour and their product displaced from European market by the development of beetroot sugar, fell into disuse. At beginning of 19th century, Jamaica shipped over 150,000 tons of sugar and five million gallons of rum to Britain a year; by 1896 it had dropped to under 23,000 tons and two million gallons respectively.
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| c. 1904 United Fruit Co. advertisement for Jamaica, promoted as a tourist attraction in America long before it was to Britons along with a virtual monopoly on its banana trade. |
The development of the banana trade was one of the economic glimmers of hope for the island, but as so much commercially and strategically, proximity mattered and at a time when the United States began to emerge as a nascent global power, much of Central America and the Caribbean had already fallen into its commercial orbit. In 1895, Jamaica exported 4 mn. bunches of bananas, 10 mn. coconuts, and 100 mn. oranges, almost all to the United States and 18 steamers left Jamaican ports a week for the U.S. Eastern seaboard. The old imperial credo of “trade follows flag” was turned on its head and like many of the “British” West Indies, Jamaica was drawn ever closer to America by distance, trade and its geographic location, being directly south of Cuba and some 1,600 miles distant from Barbados, the traditional gateway to the British West Indies from England. So distant from Britain, that Kingston was the last port of call on Royal Mail’s historic mail service route from Southampton, a voyage of some 16 days.
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| Joseph Chamberlain: Domestic Progressive & International Imperialist. |
One of the most influential British politicians and statesmen of his day, Joseph Chamberlain (1836-1914) was the typical great man of profound complexities, being at once a progressive reformer domestically and an ardent, even evangelical imperialist, who, as Colonial Secretary from 1895-1903, remade the British Empire for the first half of the 20th century or indeed its last epoch. He transitioned away from the ancient chartered companies to a federalist policy that envisaged The Empire as a great global Anglo-Saxon economic union and as a cure, literally, by materially assisting the creation of universities and foundations for the study and cure of tropical diseases. Chamberlain’s greatest passion as Colonial Secretary was the economic development of the hitherto neglected West Indian and African colonies to make them integral to a pan British Imperialist co-prosperity sphere. There were strategic objectives in play as well against rising American influence and presence in the Caribbean and German in East and Central Africa.
In December 1896, Chamberlain appointed a four-man West Indian Royal Commission to undertake a comprehensive appraisal of the local economies of the British Caribbean colonies. This included a four-month inspection tour and confirmed Chamberlain's fears that many, especially, Jamaica which was described as being "at a time practically bankrupt." Revival of the sugar plantations was an obvious solution but unworkable unless Britain could prevail on Europe removing protectionist tariffs to protect its own beetroot sugar industry.
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| Illustration from the Gleaner showing Corporal G.S. Gale and Sir Daniel Morris on the Jamaica stand at the New Orleans Exposition. Credit Daily Gleaner 28 January 1891. |
Sir Daniel Morris (1844-1933), Imperial Commissioner of Agricultural in West Indies, promoted an alternative: expand on the existing banana production, break the monopoly held by Boston Fruit Co., and raise prices for independent planters, all by exporting bananas, instead of sugar, to Britain. Chamberlain seized on the idea immediately as being both commercial and strategically beneficial to Britain as well as appreciating that any service to transport the bananas would also facilitate improve mail communication as well foster tourist development in Jamaica which, like the banana trade, was almost wholly dominated by Americans. Indeed, the island was still regarded by many Britons as a pestilential hell-hole from the days of Port Royal and the buccaneers whilst Americans in increasingly numbers had already discovered its warm climate, cooling trade winds, incomparably lush countryside, scenic rivers, waterfalls and mountains.
The development of the banana trade and tourism were promising, but the distances were daunting. From Kingston to Boston is 1,712 miles and Las Palmas, Canary Islands (the existing source for most of Britain’s bananas at the time) to London is 1,800 miles-- combined they do not equal the distance between Kingston and Bristol: 4,576 miles or 4,000 nautical miles. Wider and wider still, Chamberlain's dream of The British Empire as a global free trade zone was constrained by the sheer scale of it not to mention the technology required to transport a delicate perishable like the banana 4,500 miles in edible condition.
Give the Pole the Produce of the Sun,
And knit th' unsocial climates into one.
Wedding bananas to empire was the comparatively new technology of mechanical refrigeration equipment to enable shipment, over extended distances, of frozen or chilled cargoes like meat and fruit. Indeed, nothing more revitalised Empire trade… especially from Australia, New Zealand, South Africa and the West Indies than the “reefer” ship. Yet, it was two Frenchmen, Ferdinand Carre and Charles Tellier, who first experimented with mechanical refrigeration in 1866. They installed an ammonia absorption freezing plant aboard City of Rio de Janeiro and then an ammonia compression plant aboard Frigorifique, with reasonable success. The first large successful shipment was made by Paraguay in 1878 which landed 5,500 frozen carcasses at Le Havre. Meanwhile, in 1879, the British employed cold air machinery aboard two ships, Circassia and Strathleven. In 1882, the sailing ship Dunedin in 1882 transported the first shipment of frozen meat from New Zealand to England. Orient line fitted their new Cuzco, Orient and Garonne with refrigerated hold space in 1881 as did P&O in 1887 and Shaw, Savill & Albion soon revolved around the frozen meat trade.
Bananas are not shipped frozen and required their own specialist handling in mechanically cooled chambers, the bunches loosely stacked in a constant controlled temperature of 56 to 59 degs. F. and with a constant flow of ventilation. Indeed, they were more challenging to transport by ship than frozen meat and it took a lot of experimentation and more than a few ripe and smelly failures to perfect the means and the method. Shipping bananas 4,500 miles from the tropics to Britain was technically possible by the close of the 19th century, now all that missing was the dynamic personality to bring the Jamaican banana to the British table.
He was a man of unique personality. It has been well said of him that, 'shrewd and successful as he was in business, and keen as he was in picking up a profit wherever he could find it, he was at the same time primarily and essentially Imperial in sentiment, and he never too closely counted the cost if he saw a worthy Imperial object to be attained, and thought he could attain it in the end.'
Bristol Times and Mirror, 6 January 1911.
So associated with the opening up of the whole of West Africa to steam navigation and British trade and influence in Nigeria, The Gold Coast, Gambia as well the Canary Islands, it may come as a surprise to learn that the West Indies, too, figured prominently if fleetingly, in the history of Elder Dempster and more enduringly in the story of the associated Elders Fyffes company. And whilst the name Elder Dempster endured, there was no Elder or Dempster associated with any of it past 1884 and it remains indelibly connected with the one man who made it a giant in the British Merchant Navy and a linchpin in Imperial Commerce in the late 19th century: Alfred L. Jones.
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| Cover of 1898 sailing list for the African Steamship Co. & British & African Steam Navigation Co. |
In 1852 the African Steam Ship Co. began the first British mail ship service to West Africa with the aptly named Forerunner. A competing firm, the British & African Steam Navigation Co., began operations from the Clyde to West Africa in 1869. The names were confusingly similar enough to also guarantee some measure of amalgamation.The common element was Liverpool based Elder, Dempster & Co., founded in 1868 by Messrs. Alexander Elder and John Dempster, two gentlemen intimately acquainted with the working of the African Steamship trade. For 11 years they were the sole partners, but in 1879 they admitted Mr. (now Sir Alfred) Jones into the firm, and Mr. W. J. Davey was also taken into partnership. Elder, Dempster & Co. which assumed management of the "B&A" and then in 1891 of African S.S. Co. Curiously and confusingly, the two kept separate identities until the 1930s, the only outward differences being funnel (buff for "African" and black for "B&A") and houseflags. The original partners, Messrs. Elder and Dempster, retired from the firm in 1884. Mr. Alexander Sinclair, who became a partner in 1891, having retired in 1901, the sole partners at the beginning of the 20th century were Alfred L. Jones and W. J. Davey.
From the onset of the concept, there was one company, and more importantly, the man who ran it, who could realise Chamberlain's plans for importing Jamaican bananas to Britain. Not just a businessman or shipping executive but one of, if not the last and greatest "merchant adventurers" of the late Victorian Age: Alfred L. Jones (1845-1909).
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| Sir Alfred Jones, Shipping Entrepreneur & Empire Builder. |
A PIONEER OF EMPIRE. In the crowd of claimants to the distinction both thinking and acting imperially. Sir Alfred Jones, K.C.M.G., may certainly have his place. The "Banana Knight," as the commanding partner in the banana fleet, the West Indian branch of the Elder, Dempster Steamship Line is pleasantly called, dreams ports and port seizure. He is a veritable Paul Jones in this respect. With a humane and commercially magnanimous eye, he is always the look-out for fresh ports of call. Sir Alfred is a Welshman birth, and was born at Carmarthen 1846. He gave examples of a vigorous future at a signally early age, and his capacity seize upon opportunities has been repeatedly illustrated to this country's good. It would be perhaps to belittle the race say that but for its virile chairman the sole office of the Elder Dempster fleet would have been to bring rubber and palm oil out of Africa, and carry back reanimated mummies, invalided home as the victims of merciless climate. But for reasons due largely to science and sanitation the Gold Coast, like the Red Sea, losing its ancient terrors, and to this science and this sanitation Sir Alfred Jones was quick to contribute. Sir Alfred founded the Liverpool School of Tropical Medicine which has made war upon the mosquito by locating its poisonous energy to the swamps of the coast and the hinterland, and establishing the mosquito as agent to the distribution of fever.
Magazine of Commerce, 1908.
Born in Carmarthenshire, Wales, Jones had risen to manager of the African Steamship Co., Liverpool, by age 26 and later went on to head Elder, Dempster & Co. which acquired the African S.S. Co. in 1891. A man of limitless energy, drive and interests, remarkable even in an era filled with extraordinary business and shipping men, Jones was first and foremost an ardent exponent and champion of The British Empire whose views were entirely in harmony with Colonial Secretary Joseph Chamberlain's in transforming the Empire away from the old Royal Charter Companies to a modern, dynamic free-trade global (but British) zone. Indeed, his zeal in developing trade in the region led Jones to be dubbed "The Uncrowned King of West Africa." Also to his credit was introducing the banana to the British table and creating the Canary Islands as a tourist destination.
An important waystop on Elder Dempster's principal route, from England to West Africa, were the Canary Islands, principally Las Palmas, for fresh water, provisions and coal. The later was shipped from Jones' owned collieries in Wales to Las Palmas for his Grand Canary Coaling Co., founded in 1886. Like any shipowner, full ships out and empty ones back was not an appealing prospect and Jones hit upon the idea of filling them with the ample crops of bananas that grew there in abundance. In 1888 Jones began to supply London food wholesaler Edward Fyffe (1853-1935) with bananas from the Canaries, entrusting the banana trade to 24-year-old A.H. Stockley. Fyffes merged with another food importer, Hudson Bros. to firm Fyffe Hudson & Co. Ltd. in 1897 by which time the banana became a staple of the British table and the company went on to buy land in the Canaries to establish their own banana plantations.
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| It was in the Canaries that Alfred Jones developed a unusual combination of the banana trade with health oriented tourism from Britain that transformed a coaling waystop on the West African run into a major fruit exporting centre and tourist destination. |
At the same time, Jones also sought to popularise the Canaries as a tourist destination, especially for health reasons, owing to its delightful year-round climate. There were few less healthy places than the conurbations of Victorian England and those suffering from bronchial diseases were legion and a ready market for the restorative sun and lung cleansing air of the Canaries which were also an easy few days steaming from England and could be accommodated readily on the through West African mailships. Victorians did not travel well and to cater to their habits and tastes, Jones created an veritable British colony in Las Palmas with the lavish Hotel Metropol, the first tennis courts and golf course in Spain, even the first swimming pool on the island.
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| The first advertisement for tenders for four new West Indies steamship services, including "Service D" Jamica to Britain. Credit: Lloyd's List, 14 September 1898. |
On 14 September 1898, the Colonial Office advertised for tenders for services to Trinidad and St. Kitts (Service A), Trinidad, British Guiana, Barbados and Canada (Service B), St. Vincent, Dominica and US or Canada (Service C) and fortnightly or tri weekly fruit service between Jamaica and England (Service D). Tenders to be submitted no later 1 December
Service D. Fortnightly or Tri-weekly Fruit Service between Jamaica and England, under a subsidy or guarantee. A service of steamers, of not less than 1,500 tons net register, to run at a speed of not less than 15 knots, once in every three weeks or thereabouts, from a port or ports in Jamaica to a port in the United Kingdom. The service to be fitted for the carriage and cool storage of fruit. The service to begin not later than the autumn of the year 1899.
The object of this service is to develop trade, and especially fruit trade, between Jamaica and the United Kingdom.
The steamers employed in all or any of the above specified services are be British vessels, classed A1 at Lloyd's, and, except in the case of Service C, should contain first-class accommodation for a moderate number of passengers.
With a view of emulating what Jones had done in the Canaries, Chamberlain and the Colonial Office were looking for more just a means of carrying bananas 4,000 miles (something which in of itself had never been attempted and challenging enough on its own), but a complete distribution system on arrival in Britain and development of Jamaica as a tourist destination.
Typical of Jones' receptiveness to the general scheme and of his thoroughness, he dispatched A.H. Stockley, who was his expert in the banana trade, to Jamaica to investigate the prospects. He arrived on the island with a colleague in October 1898. This prompted their meeting with the Agricultural Society of Jamaica to "discuss the question of the establishment of a fruit trade with England, and in particular with Messrs. Stockleigh (sic) and Weathers sent out to investigate the position by the well-known London firm of Elder, Dempster & Co..."Mr. Stockleigh said their present visit to Jamaica was due to the fact that the Colonial Office has approached Mr. Jones, the senior partner of the firm of Messrs. Elder, Dempster & Coy., and asked him to take up the Jamaican fruit trade and run a line of steamers to the London market. The firm were approached in this manner because they had been very successful with the importation of bananas from the Canaries." (Daily Gleaner, 22 October 1898).
During his visit, Stockley learned that far from being an undeveloped resource, almost all of Jamaica's banana crop… totalling 6,945,590 bunches not to mention 85,612,164 oranges were shipped to the United States via the Boston Fruit Company. Yet, there was ample scope for more exports to Britain and Europe and whilst he stated that it was not the intention to compete with Boston Fruit Company, there was a desire among many of the planters to have an alternate market especially as the development of banana and fruit growing in now American held Cuba and Puerto Rico would possibly divert some American imports going forward.
Prospects for profits were not encouraging even for a start-up operation, Mr. Stockley telling the Daily Gleaner on 24 October 1898 that "if his firm undertook the service at all, they would do so fully prepared if necessary to drop a good round sum at the start. The loss of £20,000 or £30,000, for example, would not deter them." As for tonnage Elder Dempster had, at the time, no fewer than 15 steamers under construction, three of which could be adopted for the trade, on the stocks. With the anticipation that the service would commence about a year hence, there was not a lot of time to adopt the ships on the ways. There was also the matter of transporting the delicate banana in good condition 4,000 miles and initial trials had not been encouraging although important developments in refrigerating machinery were proceeding apace to ensure the bananas would reach England not too ripe to be distributed and in the shops. In the end, Stockley was not immediately disposed to the venture, and in fact, advised Jones not to pursue it. In addition, Elder Dempster had enough on their corporate plate at the time including the acquisition of Beaver Line, trading from Britain to Canada.
In commercial circles in Liverpool it is stated that Mr. Chamberlain has displayed great wisdom in trying to development trade with the West Indies. There is no doubt that if the present attempt succeeds it will do a great deal of good and not to British trade generally, but to the West Indies in particular, and a ray of hope will shine again upon a people who have, in several ways, been sorely afflicted.
Liverpool Daily Post, 3 December 1898
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| The Daily Gleaner, 17 May 1899. |
It appears that only Royal Mail Steam Packet Co. submitted a bid by the 1 December 1898 deadline, for £40,000 per annum over five years, and was not prepared to undertake the banana distribution and tourist development aspects. Far in excess of what the Colonial office was prepared to pay, the bid was rejected on 29 April 1899. At the same time, there were rumours of the Americans slapping a 40 per cent duty on the import of Jamaican bananas to favour the producers in now American controlled Cuba and Puerto Rico which only heightened the Colonial Office's determination to provide an alternative British market.
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| By September 1899, "The Direct Line" referred to the proposed service by the Jamaica Produce & Transportation Assoc. Credit: The Daily Gleaner, 9 September 1899. |
It seems incredible that such an unbusiness-like arrangement could ever have been made.
A.H. Stockley, Consciousness of Effort, The Romance of the Banana, 1937.
Not a man to be dissuaded, Chamberlain turned to an entirely new firm which suddenly sprang out of nowhere in summer 1899. On 1 July, in reply to a question put by the West India Committee of Parliament, the Colonial Office wrote: "a contract has now been signed [on 20 June] with the Jamaica Fruit and Produce Association for a direct fruit and passenger service between Jamaica and the United Kingdom, to commence in May 1900. The contract is for a period of five years, and the steamers will run fortnightly, at an average speed of 15 knots, between Kingston and Port Antonio and Southampton. The steamers will be fitted for the conveyance of fruit, and will have storage for at least 20,000 bunches of bananas. They will also possess accommodation for twenty-five first- class and twelve second-class passengers. The contractors bind themselves, inter alia, to employ at least six agents in Jamaica in developing the fruit industry, to improve the wharf accommodation at Kingston and other ports, and to build one or more hotels in the island. The subsidy payable is £10,000/. per annum, of which half will be contributed by the Imperial Government, to be increased to £12,000/. if more passenger accommodation is required."
This was announced in Parliament by Chamberlain on 7 July 1899. It was, by any standards, remarkable to engage a company that had yet to be even announced and with no experience in running a shipping line, let alone pioneering an altogether untried trade, with no capital and as yet, no ships. By the time the company was publicly listed the following month and registered in Edinburgh, it now called itself the Jamaica Produce and Transportation Association Ltd. "to carry on in Great Britain, Jamaica, and elsewhere the business of shipowners, shipbrokers, produce and fruit merchants, exporters." The syndicate was headed by Mr. Ronald Lamont, Managing Director, Robert Cousin, shipbroker of Glasgow and others in the shipbroking trade.
One of the founders of the association, Mr Ronald Lamont, who will act as managing director, has, “during his close identification with the West Indies, covering a period of fifteen years, had great experience in growing, transporting, and; disposing of fruit in the American markets,” and while the estimate of a profit margin of over 12½ per cent, per annum are conjectural, it is stated that an agreement has been entered into with the Crown Agents for the Colonies, under which a contract will fall to be entered into for the carrying of Majesty's mails, the purchase and transport; of fruit, and; for other purposes, under which the association; will receive a subsidy from the British Government equal to over 3 per cent. on the total share capital of the undertaking.
The Economist, 16 September 1899
On 18 September 1899 Jamaica Produce and Transportation went public with an initial stock offering of £300,000 with shares offered at £1.
In its Prospectus, the Company stated: "Contracts have been entered into with shipbuilders of repute in Scotland for the building of four steamers, in every way suitable for the trade and accordance with the Government requirements. These steamers are in under construction and will be ready to begin the service early in April, 1900. The net cost of the steamers and their equipment will be about £220,000." The Dundee Courier, 30 September 1899, reported that Caledon Shipbuilding and Engineering Co, Dundee, have received order for one of the four ships. The specifications were 290 ft. length, 41 ft. beam, accommodation for 28 First Class and 12 Second Class and triple expansion engines 31½ inches dia., 53 inches dia. and 85 inches dia. with a 48-inch stroke and 180 psi boilers.
Contracts have been entered into with shipbuilders of repute for the building of four steamers, in every way suitable for the trade and in accordance with the Government requirements. These steamers are now under construction and will be ready to begin the service early in April 1900..."considerable difficultly was experienced with Lloyds before the plans-- which are on a new style-- were accepted, but all difficulties have been removed. The vessels will have two compartments only, in order to admit of perfect ventilation with fans, etc. There will be cold storage in proportion to the requirements and capable of expansion.
Daily Gleaner, 5 October 1899
On 3 November 1899 the Daily Gleaner (Kingston) reported that "the builders have who received orders from the Jamaica Produce & Transport Association for four steamships are proceeding with their construction. Alexander Stephen & Sons, Linthouse, are to build two, Ramage & Ferguson, one, the Caledon Shipbuilding Co., Dundee, one."
By then, Jamaica Produce and Transport Association was already defunct. Upon his arrival in Kingston on 21 October 1899 aboard R.M.S. Orinoco, the Archbishop of Jamaica, the Rt. Rev. Charles Gordon, who was a curiously business-minded prelate and champion of Jamaica, related to the Daily Gleaner that only 70,000 shares had been sold by the Company which had failed utterly in its initial capitalisation and was entering into liquidation. Indeed, one of its principals, shipbroker Robert Cousins, appeared in Bankruptcy Court in June 1900 owing mainly to a loss of £5,616 incurred when he advanced the sum for the company's start up costs.
Mr. Chamberlain and the Colonial Office made strong efforts to arrange matters so that Elder, Dempster & Co. should undertake the contract. At the eleventh hour however, Elder, Dempster and Co. withdrew for business reasons arising out of transactions in Africa where they had an opportunity of securing immediate advantage to themselves. That advantage was sufficient to induce them to drop Jamaica for the time being. The Colonial Office had no alternative but to let this Co. [Jamaica Produce and Transport Co.] have the contract if they could raise the capital for they were the only tenderers left in at the last.
"It is my belief that the only way to realise our wishes now is by efforts from Jamaica. Elder Dempster & Co. are undoubtedly very successful people in this line. They have complete arrangements in England already for the disposal of the fruit, and they have every facility for making the trade between Jamaica and England a success. They must me approached by us in Jamaica in the proper spirit and then I am sure something could be accomplished. No body in Jamaica can realise how much the Colonial Office has done to make this direct line a success.
Archbishop Gordon, The Daily Gleaner, 21 October 1899
Indeed, it was Archbishop Gordon who galvinised interest in Jamaica to renew negotiations between Chamberlain and Jones. At Gordon's encouragement, a meeting of the Jamaica Agricultural Society was held on 17 November 1898, and endorsed the resumption of talks with Elder Dempster. The next day, the Daily Gleaner reported that "Stephens, of Glasgow, who have laid down two of the steamers, have not got the deposit up to last week. It was the consensus that Elder, Dempster & Co. were the only people who could handle the fruit of Jamaica to advantage."
In early December 1899 it was reported that Elder Dempster would take up the enterprise if a subsidy of £50,000-60,000 per annum was paid and that even with that sum, it was not expected to turn a profit for the company at the onset. After the Jamaica Produce debacle, Chamberlain and the Colonial Office were far more accommodating but still managed to prevail on Jones' innate patriotic imperial fervour to whittle down the subsidy to a still meaningful sum that could be accepted by all parties.
On 12 January 1900 Chamberlain cabled Jamaica advising that Elder Dempster had reopened negotiations: "Elder Dempster willing to contract for direct fruit service Jamaica for ten years, with steamers not less than 3,000 tons measurement, minimum speed 13 knots. Subsidy £40,000 on condition that if after three years larger steamers of 5,000 tons measurement are not employed, the subsity from date of beginning of service than be only £30,000, Date of commencement 1st January." Chamberlain proposed that the home government pay half the subsidy and Jamaica the other half.
The turning point in the more recent history of Jamaica has, at last, come, and it is not too much to assert that the colony has it in its power to determine what the course of its destiny is to be. Messrs. Elder Dempster & Coy, the great steamship owners, are now willing to come here and develop our fruit trade on certain conditions they have put forward; the Imperial Government is willing assist the arrangement, and it remains for the colony to decide whether it will accept the terms, and enter into the prosperity it will bring."
The Daily Gleaner, 15 January 1900
On 25 January 1900 the Colonial Secretary cabled the Jamaican Government that the Imperial Government had agreed to Elder Dempster's terms. On the 31st it was reported that the contract had been "confirmed" and that "arrangements for the starting of the service by next New Years Day are already making satisfactory progress." The Daily Gleaner, 31 January 1900.
A compact has been drawn up between the British Government, the Jamaica Government and Messrs. Elder Dempster, and & Co. which definitely received the signatures of the contracting parties yesterday, where by the latter parties agree to the undertaking guarantee that they will establish a quick steamship service between England and Jamaica, calling at two or three of the ports on the island, and a port in the United Kingdom, which probably will be one of three-- viz., Milford, Southampton or Bristol. The ships shall be specially designed to carry passengers and fruit, as it is intended to conduct an enormous trade in bananas, while oranges and other West Indian fruit products will also be carried for home consumption. The contractors will also established fruit depots, and undertake the thorough development of the fruit growing industry in Jamaica.
It is then to Messrs. Elder, Dempster, and Co. that the British Colonial Office, backed by the Jamaica Government, have turned for the relief of the old colony, and the dependence placed upon the firm and its ability to perform what has been under taken the business has been given into their hands.
Liverpool Journal of Commerce, 2 February 1900
The standing of the firm of Elder, Dempster & Co. in the fruit trade is well known, and it is doubtful whether any other organisation could so adequately control this business, which is practically only a development of the firm's enormous shipping trade. It would certainly seem that, by this comprehensive understanding between the parties to this agreement, Jamaica and the other West Indian islands are in a fair way to have their fruit placed upon the British markets on a businesslike scale and with some regard to that most important point in trading of this character-the regularity of the supplies. That the compact will be satisfactory to all parties and prove the beginning of a great development in the prosperity of the West Indian islands must be the sincere wish of all engaged in the fruit trade. It should not be overlooked that the unique prosperity of the Canary Islands fruit trade is to a large extent due to Messrs. Elder, Dempster & Co. Mr. Alfred L. Jones (the extremely energetic head of this firm) has our sincere congratulations.
Agricultural Journal of the Cape of Good Hope, 1900
So it was that with the dawn of a New Century, a new route, line, service and indeed a whole new trade came into being. Few were begun with more hopes, ambitions and expectations. In the spirit of the Age, it was the fulfillment of "making no small plans."
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| Cover of passenger list, R.M.S. Port Kingston, 31 December 1904. Credit: Bristol City Archives. |
The inauguration of the Imperial Direct West India Mail Service is a matter of no small importance, not only to the inhabitants of the West Indies most nearly concerned, but to those of the empire in general. Started by the well-recognised energy and determination of Mr. A.L. Jones of Messrs. Elder Dempster and Co., with the hearty approval and assistance of the Colonial Secretary, Mr. Chamberlain, the line has opened under the happiest auspices, and the voyage of the pioneer vessel, the Port Morant, has excited the keenest enthusiasm amongst the inhabitants of Jamaica and Bristol, and no small interest elsewhere.
The British Medical Journal, 30 March 1901
Given one of the most imposing of names ever conferred to a steamship line, The Imperial Direct West India Mail Service, the route was always referred to, both in Jamaica and England, more prosaically as "The Direct Line." For it was truly just that, one of the longest nonstop point to point runs of any regular mailship service, stretching some 4,160 miles (3,614 nautical miles) from Bristol to Turk's Island where a brief stop was made to land mails and then onwards to Kingston, another 413 miles (358 nautical miles) for a total one-way distance of some 4,500 miles. The carriage of bananas demanded the directness, at least homewards, but also provided Jamaica with the most efficient and direct mail and passenger service with the Mother Country it would in fact ever enjoy. No longer at the end of the line of Royal Mail's extensive route from Britain, Kingston was now the nexus, the object of an entire steamship operation.
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| A true Direct Line: via New York (12 days), direct from Bristol (13 days) and 16 days from Southampton via Royal Mail. Credit: Handbook for Jamaica. |
1900
The mail contract between the Colonial Office and Elder Dempster was signed in London at 3:00 p.m. on 19 April 1900, to take effect from 16 January 1901 and be in effect for ten years. Under its terms, the Company would maintain a sailing every 14 days maintained by steamers of no less than 3,000 tons, carrying forty first-class and fifteen second-class passengers and 20,000 bunches of bananas per trip. By 16 January 1904, the ships maintaining it would not be less than 5,000 tons, not less than 15 knots and carry 100 First Class 50 Second Class or the subsidy would be reduced by £30,000 per annum. Fares were set at First Class £25 single, £40 return, Second Class £20 single, £30 return. The British terminal was to be determined no more than three months before the commencement of service.
Collectively, the lines comprising Elder Dempster operated an extraordinary 150 vessels at the beginning of the 20th century, yet four more would required to fulfill its newest obligations in the West Indies. At the onset of negotiations, Jones had been keenly aware of the need for new, specially designed and built or, at least, adopted tonnage for what was an entirely new form of long distance maritime commerce, the shipping of a delicate, perishable and valuable cargo from the tropics to the British isles over a distance of some 4,500 miles, all on a rigid, defined and tight regular schedule also accommodating mails and passengers.
It was both blessing to already have two vessels under construction with the new service in mind but a curse, too, in that they had been designed by others with far less experience in the trade than Elder Dempster. If it was a complete failure, Jamaica Produce and Transport gave the new service its first tangible form. Before its collapse, the company had four sister ships contracted, of which two had been actually laid down: yard no. 387 at Alex. Stephen & Sons Ltd., Linthouse, and yard no.171 at Ramage & Ferguson's Victoria yards, Leith. The proposed third (by Caledon Shipbuilding, Dundee) and fourth (by Alex. Stephen) hulls were cancelled owing to lack of deposit and never begun.
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| Certainly the most graceful pair of sisters ever owned by Elder Dempster, Port Morant (above) and Port Maria truly earned the adjective "yachtlike." |
As originally specified, these were to be only 290 ft. in length, 41 ft. in beam and accommodate 28 First and 12 Second Class passengers. In view of their graceful yachtlike lines, they were almost certainly designed by Ramage & Ferguson which specialised in steam yachts of which these were slightly enlarged versions. The model was not dissimilar to many of the early fruit ships, built for speed and of finer form and higher horsepower than conventional cargo vessels. As it was, the Alex. Stephens-built one was the first of no fewer than 26 "banana boats" built by the yard.
As originally designed, these ships were too small both from a passenger accommodation perspective and especially for the one essential capability which Jones and Stockley adopted for the new service: the compressed CO2 cooling system. In 1886 the Dartford workshop of J&E Hall (founded by John Hall) which hitherto made steam engines and gun carriages, invented the first practical mechanical cold air machine which would revolutionise shipping of perishables over long distances. This was followed the invention of the CO2 compression refrigeration by German Franz Windhausen the same year which was adopted by J&E Hall which specialised in developing and fitting refrigerated cargo space on ships. This proved ideal for the carriage of the bananas on the long voyage.
This system had recent been fitted and proved in the giant White Star liners Afric, Medic and Persic on the Australia-U.K. meat trade. So to accommodate the machinery for this as well as more accommodation, both hulls, already framed, were lengthened on the stocks by 30 ft., an operation quite novel at the time. The hulls were cut in two, after being partially plated, the after end launched down thirty feet, and the gap built in amidships. As much of the material for the second Stephens-built ship had already been ordered and delivered, this was used for the additional section. Adopting a naming convention of honouring Jaimaican ports, of which there were an abundance, the Alex. Stephens-built ship, Port Morant, was 329.6 ft. after lengthening and the Leith-built Port Maria, 334.7 ft.
Both were single-screw ships powered by triple-expansions engines, but again with slight variations, Port Morant's engines have cylinders of 30", 50" and 80" dia. and a 45" stroke whilst Port Maria was 31", 50" and 80" dia. with a 48" stroke. Both had four single-ended boilers working at 180 psi. Five refrigerated chambers had a 50,146 cu. ft. capacity while breakbulk cargo space totalled 1,420 cu. ft. Passenger accommodation was 45 First Class and 16 Second Class with a crew of 70.
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| British Banana Boat: Port Royal and Port Antonio (above) set the pattern for the type for three decades. Credit: eBay auction photo |
For the second pair of ships, the first actually built and designed for the new Elder Dempster service, the company turned to one of its regular yards, Sir Raylton Dixon & Co, Middlesborough, which turned out handsome and well-found cargo steamers for Alfred Jones like sausages. Among them were Clarence, Elfreda and Mandingo, all launched in 1899 for the African S.S. Co. but completed the following year as Anversville, Stanleyville and Philippeville for Cie. Maritime Belge, then part of the Jones shipping empire. In 1906 they were transferred back to African S.S. Co. and reverted to their original names except Clarence which became Dakar, the trio henceforth known as the Dakar-class.
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| The triple-expansion engines and a boiler of Port Royal and Port Antonio. Credit: The Engineer. |
With dimensions of 370 ft. (length), 46 ft. (beam) and accommodation for 100 First Class and 70 Second Class, the Dakar-class was the model for two dimensionally identical ships, Port Royal (yard no. 476) and Port Antonio (yard no. 477) for the Jamaican run. They differed in having their cargo spaces (132,534 cu. ft.) redesigned and reconfigured as cooling chambers, again using the Hall system, rearranged accommodation (120 First and 50 Second Class) and higher-powered machinery giving 15 knots instead of 12. The twin triple expansion engines, developing 5,415 ihp with cylinders of 24", 38" and 64" dia. and a 45" stroke drove two three-bladed screws. Four boilers working at 180 psi under Howden forced draught provided steam at 180 psi. Although their tonnage of 4,455 (gross) was slightly inferior, they anticipated the enhanced 1904 specifications of the contract. Even if adopted from an existing hull design and with the same machinery, Port Royal and Port Antonio set the basic pattern for British "banana boats" for the next three decades. Laid down in early winter 1900, it was intended Port Royal would inaugurate the new service the following January.
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| A cutaway showing the arrangement of the cold chambers chambers and Hall CO2 machinery (just aft of the main engines) of Port Royal and Port Antonio. Credit: The Steamship 1 June 1901. |
Losing no time to begin promoting the new service to tourists for the forthcoming winter season, on 7 July 1900 Elder Dempster began an advertising campaign in the form a series of informative articles by Mr. Thomas Rhodes in the major London papers which would appear later in a new booklet on Jamaica. As with Jones' successful development of the Canaries, much of the promotion of "Jamaica, The New Riviera," was centred on health and rejuvenation, both by a sojourn in the warm climate of the verdant island with its Blue Mountain, rivers and waterfalls, sunshine and beaches and the tonic effect of the sea voyage itself from the damp fogs of Britain to the languid, blue seas of the Caribbean.
The announcement made Saturday by Mr A. L. Jones (of Messrs Elder Dempster and Co.) that his firm have decided make Bristol the port for the West Indian mail service, is the most encouraging item of intelligence received connection with dock matters for some time. It would be absurd to suppose that a business house having a contract to fulfill with the Colonial Office would select any particular port merely as a matter of sentiment, and we may take it that Messrs Elder, Dempster, and Co. were influenced by the fact that Bristol was once regarded as the natural home of the West Indian trade, and the further fact that the port is admirable centre for the distribution of the particular products which the West Indies supply.
Western Daily Press, 23 July 1900
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| Hands Across the Sea: the twining of Bristol and Jamaica formed a major part of Imperial Direct's graphic image as did its purpose. |
A major announcement by Alfred Jones, on 21 July 1900, selected Bristol, specifically the rapidly developing port of Avonmouth, as the British terminus for the new service on account of its enviable geographic position to the major cities, produce distribution markets and direct rail links to them both for the carriage of bananas and fruit and passengers, London Paddington to shipside being possible in two and half hours by GWR special boat trains. Moreover, Bristol, had long been connected with the West Indies trade from the dark days of the Triangular Trade, would now be integral to a new and promising era of legitimate and mutually beneficial commerce that would establish it as Britain's prime fruit handling port for generations.
Whilst the operator of the enterprise always was Elder Dempster, the new service had its own name, if not houseflag or funnel colours, which duplicated those of the African S.S. Co. and soon its own corporate identity. On 6 September 1900, Fairplay reported that "a new company to be called the Imperial Direct West India Service is shortly to be floated with a capital of half a million to take over the ten years contract for the fruit and mail service to Jamaica at a subsidy of £40,000 per year, also the vessels are at present being built to fulfill the service. Mr. Alfred L. Jones of Messrs. Elder Dempster & Coy., will, I understand, be the chairman of the company."
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| Western Daily News, 29 September 1900 |
On 29 September 1900 the first advertisements for the new service appeared listing the first voyage from Avonmouth by Port Royal on 16 January 1901 followed by Port Antonio, Port Maria and Port Morant. The Daily Gleaner of 18 October reported: "we understand that Messrs. Elder, Dempster and Co. have not relinquished the idea of trying to induce the colonial secretary and Mrs. Chamberlain to participate in the Port Royal's first voyage."
The first of the new Direct Line steamers to be sent down the ways was Port Royal at Middlesborough on 8 November 1900 by Lady Dixon before a large number of spectators including Mr. Alfred Jones. She was followed by Port Morant, on the 21st, at Alexander Stephens, Linthouse, yards, named by Mrs. A.H. Stockley.
Hopes to have the service inaugurated in January by Port Royal, were foiled by a strike at Dixons delaying her completion by six weeks and on 26 November 1900 it was announced that her maiden voyage would be put back to 6 February 1901.
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| New Year 1901 Greetings from The Imperial Direct West Indian Mail Service. |
A.L. Jones telegraphed a Christmas message to the people of Jamaica via the editors of the Daily Gleaner:
Please convey to the people of Jamaica best wishes for a happy Christmas and for the future prosperity of the island. -- Jones
To which the Gleaner editor replied
The people of Jamaica, we are sure, heartily reciprocate the kind wishes of the future 'Banana King," and on their behalf we express the hope that the Imperial Direct West India Mail Service will be a magnificent success.
Daily Gleaner, 22 December 1900
Before the year was out, the third steamer, Port Maria, was sent down the ways by Miss Beilby at the Leith yards of Messrs. Ramage and Ferguson, on Christmas Eve 1900.
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| The lovely Port Morant on trials on 6 February 1901 making 17 knots. Credit: McRoberts (Gourock) photograph. |
1901
On 14 January 1901 it was reported by the Times’ correspondent in Kingston that Port Morant would make the first sailing on 16 February, arriving Kingston on 1 March with the first homeward voyage beginning on the 6th. It was also stated "It has been found impracticable to carry out the provision to call at second port in the island, and this provision has therefore been waived by mutual consent. Messrs. Elder, Dempster, and Co., however, promise to put on, as early as possible, another service of steamers sailing to and from that port, Montego Bay, on the north side of the island and the terminus there of the main branch of the railway, is the port that has been selected. It has no harbour, but a large pier is to be built for the berthing of the steamers. The company is also establishing a local coastal service, which will be undertaken by the Delta, lately engaged in the West African trade."
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| First advertisement for the new service and maiden sailing of Port Morant 16 February 1901. Credit: Lloyd's List, 18 January 1901. |
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| Sailing notice for the first departures from Avonmouth. Credit: Western Daily Press, 1 February 1901. |
Favoured by beautiful weather, Port Morant ran her trials in the Firth of Clyde on 6 February 1901, "the vessel sustained a speed of 17 knots, which the builders and owners considered very satisfactory." A celebratory luncheon was served aboard presided over by Mr. Alexander Stephen. Setting off immediately on her delivery voyage, she reached Avonmouth on the evening of the 7th, carrying 300 tons of outbound cargo already loaded to which she took on about 600 more for Jamaica. "During last week she was visited by hundreds of persons, and her smart, yacht-like appearance and the excellent arrangements made for passengers were generally admired." (Western Daily Press, 18 February 1901).
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| Port Morant's First Class interiors. Credit: Daily Gleaner, 2 March 1901. |
The passenger accommodation has been specially arranged, so as to keep the berths as cool as possible in the West Indian climate. The dining saloon is abaft the bridge deck, and the walls are tastefully lined with birch and carved oak panels. The berths are arranged on either side of a large passage, at the fore end of which there is a door which may be opened when a through draught is required. The boats are carried "outboard," and owing to this arrangement a clear promenade is provided on the bridge deck. The accommodation for the second class passengers is abaft the first-class and on the port side of the bridge.
Western Daily Press, 7 February 1901
On the eve of the maiden voyage, Alfred L. Jones hosted a banquet at Bristol's Royal Hotel attended by most of the city's civic and business leaders as well as company officials and Capt. Parsons of Port Morant.
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| Credit: The Sphere, 2 March 1901 |
Interest in Saturday's event was exhibited Bristol the display of bunting the vessels the harbour, but it was at Avonmouth, of course, the principal manifestations of enthusiasm occurred. Flags were freely exhibited not only in the dock enclosure, but throughout the rapidly growing town. The Port Morant, with a line of banners stretching from mast to mast, was especially gay, and the flagstaff beside the lock carried a mass of bunting, with the Bristol flag waving proudly from its summit. Since coaling, the Port Morant had been re-painted and her decks thoroughly cleaned, and she looked exceedingly trim and neat as she lay in the dock ready to start her maiden voyage to Kingston. A pennant flying from the foremast bore the words " Royal Mail," while the house flag of Messrs Elder, Dempster, and Co. was displayed on the aftermast."
… and punctually at four o'clock she cast off and started on her 13 days' voyage. Cheers were given by the crowd, cannon were fired, and the Avonmouth band, stationed on the pontoon, played "The Girl I Left Behind Me." The service was thus inaugurated under the most promising auspices, and the send off was an enthusiastic one. The weather was fine, and the sun was shining in the western sky as the Port Morant steamed down the channel, followed by the good wishes of the Bristol citizens for the success of the enterprise in which she had been selected to take a leading part.
Western Daily Press, 18 February 1901
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| Sadly not a colour print, but a splendid portrait by Charles Dixon of Port Morant's maiden voyage from Avonmouth. Credit: The Graphic, 23 February 1901. |
Mr. A.L. Jones held a luncheon party on board the s.s. Port Morant to-day just before the new steamship sailed for Jamaica. Great crowds assembled to witness her departure, bunting was displayed everywhere, and music was provided by the Post Office band. Everyone was extremely pleased with the board. She left Avonmouth with a full number of passengers at 2.45 p.m.
Bristol, 16 February 1901
Daily Gleaner, 18 February 1901
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| A banner day for Bristol as R.M.S. Port Morant sails from Avonmouth on her maiden voyage. Credit: Bristol City Archives. |
With 45 passengers aboard, 36 and 600 tons of general cargo aboard, R.M.S. Port Morant (Capt. J.G. Parson) sailed from Avonmouth on 16 February 1901 amid scenes of celebration and a crowd of some 8,000-10,000 not afforded a vessel's leaving from Bristol since Great Western departed on her epoch making first trip to New York. Port Morant had a rather rough passage to Kingston where she arrived on 1 March after a passage of 12 days 14 days 10 mins, to more general acclaim. Her return trip, commencing on the 6th was all the more important, marking as it did the first shipment of bananas from the West Indies to Britain. In all she sailed with more than 20,000 bunches and 14,000 cartons of pineapples and oranges in her cold chambers, all of which arrived in good condition on the 19th.
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| The first arrival of Jamaican bananas and fruit in Britain aboard Port Morant at Avonmouth on 19 March 1901. Credit: Illustrated London News, 30 March 1901. |
The arrival of the Port Morant at Avonmouth on March 20th was therefore of some important. The good ship was greeted on her arrival by many interested in her welfare, and in the successful development which she initiates of the new branch of trade by this country with a colonial product. Her cargo consisted of large quantities of bananas, oranges, grape fruit, mangoes, etc., which had been on board for fourteen days. The unloading commence in rather unpropitious weather. The hatches were protected from the rain, and the men handled the fruit with care. The railway fruit waggons were drawn up alongside the ship, and a large number of men were busily engaged in the handing up of the fruit from the holds to other one who passed it along to the waggons. This work began at 8.30 in the morning, and to 10 o'clock the first special train load of 1,000 bunches of bananas was on its way to London. Other special trains left soon afterwards for Liverpool, Manchester, Birmingham and elsewhere. Mr. A. Stockley, Messrs. Elder, Dempster & Co.'s manager, who has organised the new service, travelled on the Port Morant, and expressed his entire satisfaction with the results of the trip.
The King, 30 March 1901
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| First British Banana Boat at Bristol: left, bananas stacked in one of Port Morant's cold chambers and being off-loaded at Avonmouth. Credit: The King, 30 March 1901. |
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| A rather more fanciful depiction in the Bristol Magpie 21 March 1901 depicting Jamaican native women unloading the bananas and Sir Alfred Jones offering the first bunches of Port Morant for sampling. They were, in fact, delivered still green as planned and would ripen in the shops. |
The Port Morant carried a larger proportion of bananas fully ripe than will be shipped in future trips, but these involved no loss, for the market was only lightly stocked and they were in immediate demand. Five special fruit trains were despatched to various centres, two went to London, the first being due to arrive in time for the bananas to be put on the afternoon market. In addition, large numbers of fully-laden trucks were attached to goods trains throughout the day, and in every instance the bananas were, for the first time in the history of the trade, carried unpacked, only thin layers of straw being placed around the bunches, which were stacked on end in covered trucks. The most northern point to which large consignments were sent was Aberdeen. Liverpool merchants sent considerable quantities to Belfast and Dublin. The bananas showed no waste fruit, being sound, full, large, and ripening to a pure golden colour. The merchants admitted that the prices at which they were put on the market allowed of an appreciable reduction in existing rates. Although the fruit chiefly consisted of bananas, there were in the cargo pineapples, oranges, pomelos (or grape-fruit), and mangos. The pineapples were of two descriptions—the native growth, known as the Ripley, and the smooth cayenne, cultivated mainly in the Azores, but now being grown in Jamaica specially for the English market.
The Financial Half-year, Volume 1, 1901
As previously mentioned, the Direct Line established a feeder service from Jamaica's northern coast (Montego Bay, Port Antonio, Savanna la Mer, etc.) to carry bananas, fruit and other cargo to Kingston for transshipment to the Avonmouth steamers. This was held down by the 585-grt, 196 ft. x 28 ft. Delta, launched at Swan Hunter on 28 April 1900. The single-screw, compound-engined vessel (9 knots) had originally been built for British & African S.N. Co. for similar service on the Nigerian coast and designed to cross the bar at Lagos. Transferred to Direct Line, Delta left Lagos on 15 January 1901 commanded by Capt. Neale and reached Kingston 29 days later. She was drydocked at the Atlas slip dock, painted white, and made her first voyage to the north coast on the 19th, becoming the second Direct Line steamer to enter service. The ship could also accommodate four passengers in addition to 39,420 cu. ft. of cargo.
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| R.M.S. Port Royal, the first of two much larger Direct Line steamers built by Sir Raylton Dixon & Co. at Middlesbrough. Credit: Bristol City Archives. |
The second voyage of the mail service was made by the first of the "bigger boats," the 4,455-grt Port Royal, from Avonmouth on 2 March 1901, commanded by Capt. James A. Murray. She, alas, had a very stormy first trip and did not reach Kingston until the 15th after 13-day 4-hour passage. "Everywhere excellent design and workmanship are shown, and the ship has a rakish appearance on the water. The upper deck is of teak wood and will form an excellent floor for dancing on the way out or home. This deck is 160 feet long, and over it on both sides a double awning will be stretched to shade the passengers when the weather is hot." (Daily Gleaner, 16 March 1901). Port Royal's first consignment... 19,635 bunches of bananas and 2,050 cartons of oranges... well filled her cold chambers upon departure for Avonmouth on the 21st.
"Working smoothly and steadily, the steamer fulfilled all expectations, and satisfied speed requirements by steaming at a speed of 15 knots per hours.." (The Steamship), after trials on which she averaged an impressive 16.5 knots, Port Maria left the Firth of Forth on 9 March 1901 for Avonmouth. She was described as being "one of the largest and most strongly engined vessels built on the Forth." Her maiden departure from Avonmouth on the 16th was additionally notable for being the first ship to use to the new passenger station at the dock . The ship came alongside after loading cargo at 2:00 p.m. and the special train left Bristol Temple Meads at 1:05 p.m. and came right alongside. "Storm-beaten and belated," is how the Daily Gleaner described Port Maria (Capt. H.F. Bartlett) as she arrived at Kingston for the first time on 30 March 1901, more than a day late after encountering "bad weather from the commencement of the voyage" from Avonmouth on the 16th. From the 19th to the 22nd the northerly gales and high seas were bad enough to reduce speed to 10 knots. Even so, deck fittings were damaged by the seas. She reached Turk's Island on the 29th and put in a fast run to Kingston. She sailed for Avonmouth on 4 April.
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| R.M.S. Port Antonio sails from Avonmouth on her maiden voyage 20 July 1901. Credit: Bristol City Archives. |
Finally completing the quartet, Port Antonio was launched on 22 March 1901 by Mrs. Harald Raylton Dixon and "not expected to be placed on active service until the end of May." (Western Daily Press). As it was completion of Port Antonio lagged and trials were finally run 11-12 July, during which she averaged a speed of 15 knots, and then she proceeded to Avonmouth. Aboard for the trials and delivery voyage were Alfred Jones and a party of invited guests and the trip was enjoyed in fine summer weather. "The trip round the coast in view of the well-known heads, capes, points, lights, islands, rocks, and the all too unknown scenic beauties of the south coast of the British Channel, was really delightful. On Mr. A.L. Jones leaving the ship at Avonmouth the whole of the crew mounted the forecastle head and gave expression of their esteem for him by singing 'He's a Jolly Good Fellow.' (Daily Gleaner, 3 August 1901).
Externally the Port Antonio presents an imposing as well as a pleasing appearance, owing to the great length of her central deck-house, which is painted white, and rising above her white hull produces the effect of a vessel of much great dimensions.
On the promenade deck this deck-house contains forward, the chart room and the captain's quarters-- surmounted by a navigating bridge over that, for docking purposes-- the ladies room and the entrance to the main companion way: and aft, the first class smoke-room, a particularly spacious and comfortable apartment. On the deck it contains the saloon-- a beautiful room with marble walls and mahogany fitting-- and a large number fine staterooms. The other first-class state rooms-- baths etc-- are on the main deck. The second-class passenger accommodation is also on the main deck, just at of the first-class accommodation on that deck. The saloon is in polished teak, with white panelling above the wainscotting, and a white pannelled ceiling with a lanthorn light in the centre. The cabins are only less sumptuous than those of the first-class, and are equally well ventilate. The smoking room is on the upper deck and opens on to the deck space reserved for second-class passengers.
Western Daily Press, 16 July 1901
The fourth maiden voyage for Direct Line, that of R.M.S. Port Antonio (Capt. James Murray), commenced from Avonmouth on 20 July 1901. High summer not being a high season for the West Indies saw her sail with but 17 passengers aboard, but according to the Western Daily Press: "The departure of the ship awakened interest and enthusiasm at Avonmouth. The school children, numbering two or three hundred, were assembled near the pier, where they sang and cheered when the vessel left, and a selection of music was performed by the Avonmouth band."
"Picturesquely and lavishly decorated with flags and buntings" Port Antonio "gracefully steamed" into Kingston on 2 August 1901. Unlike her fleetmates on their maiden voyages, she experienced splendid weather throughout. Her maiden northbound voyage commenced on the 8th, taking away 24 passengers and full cargo: 26,472 bunches of bananas, 320 puncheons of rum, 50 tons of logwood, 107 cartons of oranges, 600 bags of pimento, 50 bags of coconuts and 145 bags of coffee.
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| In 1901, Elder Dempster published the first general tourist guide for Jamaica for the British market, written by Thomas Rhodes. |
The New Riviera. Messrs. Elder, Dempster, and Co. have adopted the above heading in advertising their Jamaica hotels and the Imperial Direct West India Mail Service, which the firm established at the beginning of last year. This title for Jamaica is likely to attract attention from those in the habit of visiting the Riviera, and a change of programme for the winter and early spring months would be found beneficial to frequenters of “the sunny South.” Too much is not claimed by any means in the classification, by name, of the beauties and health-giving properties of Jamaica, for that land of bright sunshine in the Caribbean Sea provides the most marvellous and beautiful scenery, and every shade of climate that man can desire. In lieu of the pretty villas of Italy which dot and relieve the landscape, the picturesque homes of the planters beautify the scenery of Jamaica. The new portion of the Constant Spring Hotel is to be opened December 1 with a garden party and other entertainment.
Journal of Horticulture, 25 October 1902
Bananas were in abundance but the passenger traffic took time and effort to develop and whilst more speculative than the one-way banana and fruit trade, the passenger and mail aspects of the service were integral to its prospective profitability. It was a hard sell, not only was Jamaica hardly known to British tourists (as it was already among many Americans), but it remained a 13-day voyage out and 13 days back, uniquely with no waystops en route. Thus, it remained essential to promote the pleasurable and restorative aspect of the crossing itself, which certainly in winter, promised warmer and sunnier weather with each passing day at sea.
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| Credit: The Handbook for Jamaica, 1901 |
In early 1901 Elder Dempster had published one of the first booklets/guides to Jamaica for the British market, Jamaica and the Imperial Direct West India Mail Service, compiled from a series of articles by Thomas Rhodes. This included a fulsome and enticing description of the voyage which began:
...the course steered misses the Bay. It is a south-westerly line some 4,000 in extent, just to the westward of the Azores, where soft fragrant breezes and a lazy blue sea gently fan and rock the travellers out of all recollection of ills mental or physical. Sportive dolphins circling round the ship with easy movement, a drifting nautilus, a cloud of flying fish skimming the surface of the water, an occasional whale in the distance, and now and again a passing ship, constitute the sights he is likely to see. With a serene mind and an awful appetite he will not ask more. There are many worse ways of enjoying like than that of reclining in a deck chair of a good ship.
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| The Elder Dempster managed hotels in Kingston, Mrytle Bank (left) and Constant Spring (right). |
To those for whom the sea has no terrors the trip out and home in the same vessel, with a stay of five days in Jamaica, can be warmly recommended both as source of pleasure and as a means of regaining health.
British Medical Journal, 30 March 1901
With the onset of the winter season 1901-02, promotion and publicity of Jamaica, "The New Riviera," and with emphasis on it as a health resort, went into full gear. Indeed, British medical journals soon featured regular articles extolling the "tonic" effects of the sea voyage combined with a week or more at one of the two Elder Dempster-managed hotels in Kingston: the Myrtle Bank and Constant Spring.
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| Credit: The Spectator, 1902 |
The Myrtle Bank, Harbour Street, dated from 1891 to accommodate visitors for that year's World's Fair, and the Constant Spring, built in 1887, occupied a lovely situation 600 ft. above sea level and six miles from Kingston, at the terminus of Kingston's new electric tramway, and famous for its golf course, tennis and spacious grounds, were owned by the Jamaican Government but leased and managed by Elder Dempster which also spent £30,000 in improvements in them and another £20,000 in promotion in the British market. Emulating Elders Dempster's scheme in the Canaries, Direct Line offered inclusive packages at either at full board in combination with roundtrip passage from England. In December 1902, the extensions to the Constant Spring Hotel were opened as was the new golf course, "His Excellency Sir Augustus Hemming, K.C.M.G., drove the first ball on the hotel's golf links, and subsequently made an interesting speech, in which he paid a tribute to the efforts of Sir A. Jones and Messrs. Elder, Dempster and Co. to resuscitate Jamaica's prosperity. (Golf Illustrated, 12 December 1902).
It should be noted that United Fruit Co. owned and operated their own hotel, The Titchfield in Port Antonio, also in connection with its steamers from U.S. ports so Anglo-American competition existed for both tourists and bananas.
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| Direct Line postcard for Port Antonio also featuring the Myrtle Bank Hotel. |
Elder Dempster's contract was unique in shipping since it not only obligated it to carry the bananas… 40,000 bunches a month… but in effect, purchase them from the growers and distribute them for retail sale on arrival. A 23 January 1901 contract between Elder Dempster & Co. and Messrs. Fyffes, Hudson & Co. (on behalf of an intended company called Elders & Fyffes) set a rate of £2,000 but not exceeding £2,500 for the carriage of 20,000 bunches of bananas from Jamaica to Avonmouth by Imperial Direct every fortnight for 10 years from 6 March 1901. Tasked with effecting the rationalisation of the banana side of the business, A.H. Stockley appreciated that it was beyond the capabilities of Elder Dempster on their own and began negotiations with Fyffe, Hudson & Co. to join forces with a new joint company that would task E-D with the shipping aspects and Fyffe, Hudson & Co. with the growing and cultivation on one side and the distribution and sales on the other.
It was a typical Alfred Jones venture and with his Imperial Direct Line hardly turning a profit, he still bought half the shares of the newly capitalised (£150,000 in £1 shares) Elders & Fyffes which was set up on 11 May 1901 with William Davey owning most of the remaining shares. Arthur Stockley was Managing Director and the former managers of Fyffes & Hudson, too, were directors of the new firm. Further establishing Avonmouth as Britain's "Banana Port," C.J. King, the tug company of the port, had a small holding in the new company. It should be stressed that Elders & Fyffes were in no way contractually obligated under the Elder Dempster contract with the Colonial Office, and indeed came to operate a parallel but entirely complimentary service with its own ships that turned the Direct Line's fortnightly service into a weekly one, at least as far as the carriage of bananas was concerned. On 9 May a contract between Elder Dempster and Elders & Fyffes was signed for 10 years to deliver not less than 20,000 bunches of bananas every fortnight.
More corporate housekeeping was effected with on 9 December 1901, the Imperial Direct West India Mail Service Co. Ltd. was founded with £500,000 capital with 50,000 shares @ £10 pounds, with Alfred Jones, Chairman, and W.J. Davey, Secretary. On the 31st Elder Dempster sold Port Royal, Port Antonio, Port Maria, Port Morant, Montrose, Garth Castle and Delta valued at £475,000 plus 25,000 in goodwill to the new company, Jones received £250,000 and 25,000 in shares. In the event, Montrose and Garth Castle never operated for the Direct Line. In its prospectus published on 15 January 1902, "I.D.W.I.M." stated that "the company has been formed with the primary object of developing trade between the West Indies and Great Britain. Sixteen (16) complete voyages have been performed, and voyage accounts closed up to the 12th December last, with undoubted success, and now that the initial difficulties incidental to the inauguration of a new trade have been successfully overcome, much greater developments may be confidently expected." It was certified that the company made a £37,572 profit to date.
1902
It is to arrest the irresistible drift of trade towards the United States that Sir Alfred Jones, in conjunction with Mr Chamberlain, has stepped in; and, looked at from this standpoint, his enterprise in connection with the fruit-carrying trade to the United Kingdom assumes the level of imperial importance. The Imperial Direct Line is a true link of empire.
Chamber's Journal, March 1902
In Feb., 1902, Sir Alfred Jones, K.C.M.G., the chief of the Elder Dempster steamship line, set out from Avonmouth in the "Port Antonio" for Jamaica, with the object of promoting further developments between Bristol and the West Indies by means of the Imperial Direct West India mail service. The occasion of his departure was unusually interesting, as it took place on the first anniversary of the sailing of the first boat of the direct service carrying His Majesty's mails to the Island of Jamaica from Avonmouth. The picture portrays the mails being embarked on the "Antonio's" sister ship, the "Port Royal," which arrived at Avonmouth on the day before the royal visit, and was inspected by Their Royal Highnesses, who were much interested in her banana cargo.
The King's Post
Making his first trip to Jamaica, the now Sir Alfred Jones, embarked on Port Antonio on 15 February 1902 and was treated to an exceptionally "tempestuous voyage" with strong headwinds and gales for the first 9-10 days of the crossing and celebrated his birthday celebrated aboard on the 24th. When interviewed by the Gleaner on arrival on 2 March, he said: "I am more than satisfied with the success which the line has achieved so far. The tourist traffic is going to be a big thing, thanks very largely to the yeoman service dome by the Press, both in the mother country and in Jamaica, in making known the beauty and charm of the colony. We have not made a success all along the line with the fruit, as you know, but we could hardly expect that. We have not made a profit on the fruit, but we have gained a great deal of experience, and expect to do better and better as time goes on." He also said plans included extending the wharf at Kingston and to "build a fine new steamer capable of carrying 300 passengers." This was the first mention of what be Port Kingston. He returned to Avonmouth on 11 April aboard Port Antonio.
It is understood, however, that the firm are contemplating further additions to their West Indian fleet. Sir Alfred L. Jones accompanied by Mr. R.B. Raith, construction superindendent for Messrs. Elder, Dempster & Co,, and Mr. Harold Dixon, director of the Imperial West India Mail Service, recently visited the West Indies with the object of finding out definitely the requirements and possibilities of the trade. The result is a policy of expansion, if not quite, as and very much faster than the new steamers which have already developed the West Indian fruit and passenger traffic to a remarkable extent will require to be built. It is the policy of Sir Alfred L. Jones to be always building new vessels, and now that his present list of orders is practically completed, the Imperial Direct West Indian Mail Service, in which the Secretary for the Colonies has taken such an interest, is almost certain to secure the first installment of the firm's new work.
Glasgow Herald, 28 April 1902
Ironically, 1902 would see two quite parallel courses of action by Jones and Elder Dempster regarding their West Indies enterprises that would eventually collide with one another: a dramatic expansion of the Direct Line fleet and a diversification of their fruit business.
Jones' passing comment aboard Port Antonio on arrival at Kingston regarding the imminent plans for a "fine new steamer capable of 300 passengers" was no idle talk especially for man who, had in the space of two years, commissioned some 22 newbuildings. The one proposed for Imperial Direct was, not only far in excess in size and speed of her fleetmates, but would be far larger than any Elder Dempster liner. Moreover, it was early mooted she would be first of three such ships, going well beyond the contractual obligations to replace the smaller Port Morant and Port Maria by 1904. Both of these had proven to be poor seaboats, doubtless owing to be lengthened, and overpowered with consequent high fuel consumption, consuming 1,600 tons of coal roundtrip. The "well beyond" was summed up by C.R. Vernon Gibbs in British Passenger Liners of the Five Oceans: "The company was committed to placing larger ships on the route and Port Kingston of 1904 was really a bid for the main West Indies mail contract, held by Royal Mail S.P. Company and due for renewal."
Royal Mail, by this time, were at their nadir after a long desultory period dating from the late 1880s with a mostly obsolete fleet and inert, even incomplete management. Indeed, it was this decline that helped foster support in Jamaica for the establishment of the Direct Line by a company then at its apex and under the most ambitious and dynamic management-- Alfred Jones' Elder Dempster. After a failed takeover by RMSP by Sir Christopher Furness, Owen Philipps became a Director of the line and soon rose to become the most ambitious and effective Director in their long history. His ascendancy coincided with a shift in the fortunes not only of Royal Mail but of the Imperial Direct.
Elders & Fyffes, wholly dependent on Jamaica for its West Indian bananas, shipped out an impressive 643,846 stems of bananas in 1902 valued at £48,288 and bought their first four ships, former cattle carriers, from the Americans. But tropical storms played havoc with some of their plantations, making it difficult to meet the contracted amount to be shipped every month. Stockley engaged in negotiations with United Fruit Co. (as the Boston Fruit Co. had been reformed and renamed in 1899) that resulted in the company selling surplus bananas from their own plantations to Elders & Fyffes in an agreement announced on 28 July which gave United Fruit 25 per cent of the profits. This practical business expedient would produce far more profound consequences.
The voracious United Fruit, however, had their corporate eyes on Elders & Fyffes to gain a toehold in the European market and approached Jones to buy out his shares in the firm, or $250,000 of its total $750,000 in capital shares. Already over-extended in his West Indies enterprises, Jones was receptive to the idea. This was reported on 19 September 1902, "Elders & Fyffes will be operated as an associated of the United Fruit Company." (Baltimore Sun, 19 September 1902). On 8 November, it was reported in the Wall Street Journal that United Fruit had, in fact, acquired 45 per cent of Elders Fyffes and that "a query had been advanced as to whether the subsidy of 40,000 a year granted to the British firm would be granted to a combine with an American firm in control. The answer it self evident. Elders and Fyffes have not been absorbed by United Fruit; a working arrangement only been effected which will in no ways affect the banana trade of either."
Whilst Fyffes remained British, the result was United Fruit totally dominating the Jamaica banana trade, rather like its predecessors Boston Fruit had done before the 1900 Chamberlain-Jones contact. As a consequence, Imperial Direct West India were now shipping mostly United Fruit Co. bananas grown in a British colony to Britain where they were distributed by Elders & Fyffes, 45 per cent American- owned by United Fruit Co. It showed the constraints of Chamberlain’s new Empire built on commerce and trade in the face of a rising American business empire and already the dominant economic force in Central America and much of the West Indies.
This caused no little consternation and resentment in Jamaica, "one reason why Jamaica agreed to the Elder-Dempster contract was the understanding that, besides developing the English fruit trade, it would end the monopoly then held by the United Company." (Dundee Evening Post, 21 October 1902). From being the “saviour of Jamaica,” Jones was now seen in some quarters in the Island as an opportunist sell-out whilst it was clear that he also saw that the “Banana Subsidy” was impractical from a business perspective if the product’s availability was constrained and transport of it was set by a rigid mail and passenger contract as well. It was like a mail contract that also mandated that the contractor guarantee how many letters and packages were carried.
It all made for a rather awkward and uncertain time to be committing to the construction of a new steamer for the Direct Line, not just another ship but a vessel of such different quality, size and pretension as to indicate it was the harbinger of yet another new Jones’ enterprise in wider directions. As it was, its inception was completely unpublicised and barely announced.
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| Rather jumping the gun, the Daily Gleaner of 24 November 1902 not only was the first to report the new ship for Direct Line but had under "nearing completion" and curiously of "300 feet in length" which is doubtless a typo. |
1903
Overtaken by the news that Elder Dempster had sold Beaver Line and their 14 ships and three Liverpool-based tugs to Canadian Pacific on 3 February 1903 for £1,417,500, came the somewhat terse reports, rather than grand announcements, the following month they had ordered a new passenger ship, their largest, for the West Indies run.
Fairplay of 19 March 1903 reported that "Messrs. A. Stephen & Sons, Linthouse, are about to lay down a spar deck steamer with the following dimensions-- 451 feet 9 inches by 55 feet 2 inches by 37 feet 1 inch. It is rumoured that the vessel is for Messrs. Elder Dempster & Coy., Liverpool and that she will cost £170,000." This was followed up in the general press on the 26th that "Messrs. Alex. Stephen & Sons, Linthouse, have received an order from Messrs. Elder, Dempster & Co. for a spar-deck steamer 457.9 ft. x 55 ft. x 37 ft., for the West India trade."
When the new ship was actually laid down (as yard No. 403) was not reported, but mostly likely by that May or June and on 11 July 1903 the Daily Gleaner (Kingston) reported "it is expected that the new Elder Dempster (Direct Line) steamer now on the stocks will be named the Port of Kingston. This was followed by a 6 August report in Lloyd's List that the "new steamer Messrs. Elder, Dempster & Co. are having built for the West Indies trade will be ready for delivery early in the new year. The vessel, which is to be call the Port Kingston, will be over 7,000 tons and will reduced the journey from Bristol to Jamaica to 12 days."
The sometimes starcrossed fortunes of the Imperial Direct Line was brought to bear when on 11 August 1903 Jamaica was ravaged by hurricane which hit the island, especially the north coast, with sustained winds of 120 mph and wiped out almost all of the banana plantations. At Port Antonio, all of United Fruit Co.'s wharves, warehouses and plantations were destroyed out and five of its ships were beached. Whilst none of the Direct Line's ships were damaged, the banana trade almost entirely ceased but while United Fruit laid up many of its ships, Jones continued his service and lived up to the obligations of the mail contract. "This much is certain, that banana trade which Messrs Elder Dempster has so wonderfully developed, will practically be at a standstill for some months." Western Daily Press, 17 August 1903. Whereas 624,313 bananas were landed at Avonmouth from Jamaica in 1903, the number dropped to 348,395 in 1904.
There stated to possibility that Sir Alfred Jones's West Indian fleet will shortly laid up for period. The Imperial Direct West India Steamship Service, it is called, was started two years ago to develop the commerce of the West Indies, between Kingston, Jamaica, and Bristol, and four vessels have been fairly regularly employed ever since, via., the Port Antonio, Port Morant, Port Maria, and Port Royal, principally in the carriage bananas, which have largely replaced cane sugar as the chief produce of Jamaica. The recent terrible hurricane in Jamaica has destroyed the banana crop for season, and there is little or nothing for the steamers to bring from Jamaica to Bristol. The tourist business which Sir Alfred was gradually building up has also been been ruined by the scare which the hurricane has excited. Indeed, with earthquakes and hurricanes, the West Indies have become terror to tourists, especially those search of health and quiet.
Bournemouth Daily Echo 19 August 1903
Meanwhile, and as act of faith for better times if nothing else, progress on the new ship continued apace. The Daily Gleaner of 16 September 1903 reported that "The building of the new Direct Line steamer Port Kingston, which is the first of three new vessels for the line, is being rapidly proceeded with and, as already announced she is expected to be ready to make her maiden voyage to Jamaica about March next year."
On 30 November 1903 it was reported that the Duchess of Marlborough would launch the Port Kingston. This was a major coup, reflecting the importance attached to Sir Alfred Jones' imperial ambitions, the 9th Duke of Marlborough, Charles Spencer Churchill, being then the Under-Secretary for the Colonies 1903-05 under the Balfour Government. The Duchess of Marlborough, the American railroad heiress Consuelo Vanderbilt, was a famed socialite whose dowry of $2.5 mn. saved Blenheim Palace as well as the dukedom from bankruptcy. Henceforth, the completion and launch of Port Kingston would garner considerably more publicity.
The Daily Gleaner (Kingston) of 1 February 1904 reported the launch date would be 17 April and that Sir Alfred Jones announced that those from the West Indies wishing to travel to the ceremony would be issued return tickets at the single tariff. More details on the vessel were reported by Lloyd's List four dayes later: "The Port Kingston, for that is to be her name, will be larger and a distinctly finer vessel than any of the steamers now doing duty. Built somewhat on the lines of the steamship Port Royal, she will have a tonnage of about 6,000 tons, the bigger boats of the present service being about 4,500 tons. She will have accommodation for 160 saloon passengers and 60 second-class passengers, and will be able to carry 40,000 bunches of bananas, as against 28,000 of the present steamers." It was added that she was expected to make her maiden voyage from Avonmouth on 4 June and replace Port Morant.
The launching date was set on 12 April 1904 for the 19th, but two days later it was reported that the Duchess of Marlborough, suffering from an attack of influenza while on a trip to Paris, would be unable to christen the vessel. Instead, the Duke of Marlborough would attend the launch and his aunt, Lady Sarah Wilson, would performing the naming ceremony. Lady Wilson, a pioneering female war correspondent, was famous for her reports during the Siege of Mafiking.
Lady Sarah Wilson showed considerable interest in the boat, and before launching it walked round it where it lay on the stocks, making a close inspection. After the ceremony there was some very good speaking, and the Messrs. Stephen made a presentation of a diamond, ruby, and emerald bracelet to Lady Sarah as a souvenir of her visit. The drawing-room where the luncheon took place was prettily decorated with primroses and flags. The day was quite an ideal one, and the great ship glided into the water in sunshine after Lady Sarah Wilson had smashed a bottle of champagne and called out gaily, 'Here's success to the Port Kingston.'
Gentlewoman, 30 April 1904
It is seldom that a vessel has received her baptism under happier circumstances than attended the launch of the Port Kingston-- the latest addition to the splendid fleet of the steamers known as the Imperial Direct West Indian Mail Service, sailing between Bristol and Jamaica-- which took place last Tuesday week. The christening ceremony was successfully performed by Lady Sarah Wilson, and attended by the Duke of Marlborough and many other distinguished guests. The weather conditions were idea, and the banks of the Clyde thronged with an eager crowd of sightseers whose innate love of shipping was fully manifest on this occasion.
Navy and Army Illustrated, 7 May 1904
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| Beautiful weather attended the launch of Port Kingston at Linthouse on 19 April 1904. Credit: Syren & Shipping. |
'Ready!' The shrill blast of a whistle, a tap of hammer, and the good ship Port Kingston--the fifth of the Elder Dempster Line glided from its cradle into the River Clyde. As she rush swiftly and silently into the water, Lady Sarah Wilson broke bottle of champagne against the vessel’s iron sides, and pronounced the name —Port Kingston, The Duke of Marlborough witnessed the ceremony. 'It was magnificent spectacle,' he said, 'and one that not readily forgotten.'
Mid Sussex Times, 26 April 1904
On the launching platform were the Duke of Marlborough, Sir Alfred Jones, Lord Provost Sir John Ure Primrose, Bart.; Sir Ralph Moor, Sir Samuel Chisholm, Bart., and Lady Chisholm, Sir John and Lady Shearer, Provost and Mrs. Marr, Mr. John Stephen, Mrs. & Mrs Fred. J. Stephen, Mr. & Mrs. A.E. Stephen. The post launch reception, held at the builders' headquarters, was hosted by Mr. John Stephen, and attended by Duke of Marlborough, Lady Sarah Wilson, Sir Alfred Jones.
The Launch passed off successfully. Cake and wine were afterwards served in the builders offices. Sir Alfred Jones, K. C., M.P., proposing the toast of the Colonial Office, said that Mr. Chamberlain was entitled to the whole credit tho organisation which had brought the West Indies and this country closer together They hoped in the future that the new vessel would assist bringing both cotton and sugar from the West Indies... A silver model of the new ship was presented to the Duke of Marlborough as a souvenir of the launch and Lady Sarah Wilson received a diamond and sapphire bracelet.
Belfast News-Letter, 20 April 1904
Although progress was very good on the fitting out and completion of the new ship, initial hopes to have her in service by June were soon abandoned and changed to sometime in late August, requiring Port Morant to make one more round trip.
The large and extremely handsome-looking steamer Port Kingston, built by Messrs. Elder, Dempster, & Co., is now within a very short period of completion. She lies opposite the builders' yard, and has already undergone her initial trial of engines, and in a short time will proceed down the Clyde to engage in her official speed trials. The vessel is greatly admired by all pass up and down the river.
Shipbuilder & Marine Engineering International, 1 July 1904
On 28 June 1904 Port Kingston left the builders yard at Linthouse for the short run up the Clyde to be drydocked at Govan for cleaning and painting of her hull preparatory to trials. After she was undocked, she took on 1,300 tons of coal and left Govan on 11 July and moored in Gareloch. The following day, "in brilliant weather," she ran her trials which were extraordinarily successful, recording a top speed of 19 knots and an average of 18.53 knots "which was considerably more than either the builders or the owners expected." (Bristol Times and Mirror, 14 July 1904).
After running the measured mile off Skelmorlie, she proceeded to Ailsa Craig and a celebratory luncheon was held aboard, presided over by Fred J. Stephen although Sir Alfred Jones could not be present owing to import business. He did arrange to have a splendid solid silver model of Port Kingston, made by Messrs. Sorley, Glasgow, sent to Blenheim Palace as a gift to the Duke of Marborough. The ship returned later that day to Gourock as a fully commissioned Elder Dempster liner, flagship of the Imperial Direct West India Mail and soon to be Greyhound of the West Indies.
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| Greyhound of the West Indies: few ships looked as magnificent on trials as did Port Kingston and she reached an impressive 19 knots. Credit: Wikimedia Commons. |
According to the Journal of Commerce the Port Kingston, now fitting to take her place in the fleet running between Avonmouth and Kingston, is “the largest and fastest boat that has yet engaged in the trade or been seen in the West. Her design and arrangements have evoked the heartiest eulogy from that shipping paper, and she is described as the first of that extravagant class of liners which must he provided under the terms of the contract fulfill the scheme of the ex-Colonial Secretary for the resuscitation of the West Indian Islands, and particularly of Jamaica.
Western Daily Press, 23 April 1904
... 'the vast possibilities of trade opened up by the splendid success achieved by the Port Kingston.' This last-named addition to the Elder, Dempster fleet performs the journey from Bristol to Kingston in ten days, and, speaking from personal experience, it is the steadiest and most comfortable vessel in which I have ever had the good fortune to cross the ocean. In stormy weather mid-Atlantic, the fiddles were not once required at table. Its genial and popular captain is acknowledged to be one of the smartest men in the mercantile service. As sailor, as parson, as auctioneer, he is a striking individual, and no one need complain of dullness who sails the seas with him.
Ethiopia in Exile: Jamaica Revisited, Bessie Pullen-Burry, 1905
Not exceeded in size on the West Indies route until Golfito of 1949 or in grace of line in the Elder Dempster fleet until Aureol of 1954, Port Kingston was firmly in the Edwardian Liner lineage of handsome, perfectly proportioned and finely fitted out passenger liners as much as she was in purpose one those "shuttles of an empire's loom" plying a trade that went beyond linking colony and Mother Country. Indeed, so much was expected of her, as it was the Imperial Direct, that both failed in their aspirations and ambitions. Fine ships are seldom wasted and she went on a sterling career on another imperial sealane half a world away. Port Kingston remains one of the greatest "banana boats" ever built and the last great pet project of Alfred Jones.
If Port Kingston's intended service was shortlived, she, too, was an early orphan, the solitary sister of what was intended to be a trio, and the later two conceived as turbine-powered 18-knotters designed with the wider ambitions of the U.K. to West Indies mail route long held by Royal Mail. As such, Port Kingston was out of proportion in size and accommodation for the Direct Line's existing service, and indeed by 1903, by its passenger figures. Indeed, her capacity was seldom tested although her calls at Bermuda late in her career showed the promise of wider horizons and the constraints of her Direct Line contract.
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| Alexander E. Stephen. Credit: Grace's Guide to British Industrial History. |
Port Kingston's exceptionally graceful lines were a natural evolution of the Stephen's built 3,863-grt Burutu and Tarquah of 1902 for Elder Dempster. They were all products of a newly reformed shipyard management as a private limited company in 1900, upon the death the previous year of Alexander Stephen (II), as Alexander Stephen and Sons, Ltd., headed by his sons, Alexander E. Stephen and Fred J. Stephen, the former trained as an engineer an the former as a shipbuilder. Port Morant and Port Kingston whilst being exceptional "one off" ships, were nonetheless the first of 26 "banana boats" by Stephens.
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| Looking both graceful and imposing, Port Kingston on trials. Credit: clydeships.co.uk |
Painted in the colours of the I.D.W.I.M. Company, all white hull and upperworks with a buff funnel and masts, she was quite a beauty. Immediately popular on the West Indies service, she was easily the finest ship on the run during the comparatively short time she was employed between Bristol and the islands.
J.H. Isherwood, Sea Breezes, January 1955
Port Kingston, described as "one of the handsomest vessels ever built at Linthouse" (Stephen of Linthouse: A Record of Two Hundred Years of Shipbuilding, 1750-1950), was exceptional even in an era that seem incapable of turning out ships that were not perfect in proportion and pleasing in profile, qualities she abetted by the distinctive "Banana Boat" livery of all white hull and superstructure topped by a magnificent funnel and lofty masts in buff. The superstructure, substantial but long, did not overwhelm her finely sheered hull, and was cohesive without broken visual elements or clutter.
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| "Quite a beauty," RM.S. Port Kingston, belonged to the Edwardian Age that seemed incapable of producing anything less. Credit: Graces Guide. |
The Pride & Joy of Sir Alfred Jones, Port Kingston was, by a considerable margin, the largest and fastest ship in the combined Elder Dempster fleet and not exceeded until Abosso of 1912. Indeed, on the U.K. - West Indies run, she was not bested until Elder & Fyffes' Golfito of 1949. Port Kingston's principal measurements were 7,575 tons (gross), 3,841 tons (net tons), 475 ft. (length overall), 460 ft. (length b.p.) and 55.5 ft. (beam).
Port Kingston was powered by two sets of triple-expansion reciprocating engines with cylinders of 30 in., 50 in. and 80 in. dia. and a stroke of 54 in. supplied by three double-ended and three single-ended boilers working at 180 p.s.i., under the system of Howden's forced draught, developing 9,000 i.h.p. and driving twin screws. She averaged 18.43 knots and reached 19 knots on her trials, "a quite remarkable performance for a ship of this length and type." (J.H. Isherwood). The contract speed on the route was 13.5 knots so her speed was far in excess of requirements with Jones authorising her to make many of her initial crossings at 15 knots or more to show her off, and later to accommodate the added call at Bermuda and still stay well within the contracted schedule.
The raison d' etre of the ship, her insulated cargo spaces, comprised 124,684 cu. ft., arranged in two holds fore and two aft, with a capacity of 40,000 bunches of bananas, although this was exceeded practice to 44,000 or more, and 15,000 cartons of fruit.
The fruit cold chambers were on the Main and Orlop decks forward and aft of the engine spaces. Main deck almost entirely devoted to the cold chambers, one forward of engine room and one aft, and same amount of space occupied on the Orlop Deck with two compartments forward and two aft diving by collision bulkheads and occupying the width of the ship. These were Insulated as follows: air space of 2 inched between the ships side and outer wall of the chamber, then the wooden containing wall, 2 inches thick, with water proof paper on the inside, then insulation proper which is a silicate cotton on the outer portion, then another wooden wall 2 inch thick with waterproof paper on both side, then a layer of granulated cork and then the inner wall.
A temperature of 53 to 54 deg F was maintained in the cold chambers by a CO2 refrigeration plant fitted by Messrs. J & E. Hall. The air was cooled before it entered the cold chambers and was kept circulating or is changed by the admission of atmospheric air via two large air ducks one on each side of the cold chamber, one being on the starboard side and the other on the port side and a third duct in the centre, circulated by four Sirocco fans of 30- and 32-inch dia. The air was cooled by passing through a brine grid in front of the fans, the air enters one side of the chamber and at the centre and passes out on the opposite side.
The bananas were carried in bins, stacked loosely in bunches, the first bunches are stacked with their bunches upwards, the next across them and so on, the whole space being filled up but in a manner in which the air can pass freely between the bunches and the individual bananas. When the bananas are unloaded they are still green and ripened in the shops. Unloading was by hand and by a chain hoist fitted with trays holding a bunch of bananas each.
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| Credit: Page's Engineering Weekly |
The comfort and excellence of this accommodation, combined with the vessel’s steadiness sea and the regularity and reduced time of passage expected to result from her great size and speed, are calculated make the Port Kingston the most popular ship running the West Indies.
Western Daily Press, 12 March 1904
Every modern requirement has been studied, and the taste of the most fastidious has been thoroughly met.
Liverpool Daily Post, 25 August 1904
Port Kingston had five overall decks: Hurricane, Bridge, Spar, Main and Orlop with a poop, long bridge-house, and forecastle on the Spar Deck,the deck over the bridge house being carried out to the side, and supported from the bulwarks by stanchions, forming sheltered alleyway each side the upper deck. On the Bridge House was a large deckhouse, covered by the Hurricane Deck, which supports the boats and forms a spacious promenade for passengers, 210 ft. long and from 18 ft. to 20 ft." wide, with covered recesses at intervals, the whole being completely sheltered by double awnings.
The dining saloon was at the forward end of the bridge deck with large windows at the sides and overlooking the bows. An open well in the centre opened up to the music room above. The dining saloon was fitted with furniture and tables in fumed oak, relieved on the walls by panels of warm-toned marble, "presenting as a whole a remarkably cool and agreeable appearance." The saloon could sit all passengers at a single sitting.
Aft of the dining room was the main foyer, panelled in polished mahogany, with large doors leading out onto the covered promenade and a grand staircase to the music room and accommodation on the deck above.
A special feature of the Port Kingston is the arrangement of the stewards' department, the vessel being so arranged that the first and second-class saloons and pantries, the officers' and engineers' messes, the galley, bakery, butcher's shop, scullery, storerooms, boot room, and the other numerous offices in a vessel of this class are all situated on the same deck, with the result that the whole operation of preparing and serving meals entirely apart from the passengers' accommodation, and both the first and second-class stewards are constantly under the supervision of the chief steward. Consequently both classes of passengers are assured of a most efficient service.
Western Daily Press, 12 March 1904
The music room was forward on the promenade deck, with large windows facing forward and on the sides, additionally lit by a large skylight over the light well to the dining saloon below. It was fitted "with a piano, tables, cabinets, and an abundance of comfortable sofas, the whole being decorated in inlaid satinwood, with a frieze and ceiling of richly gilt Tynecastle canvas."
Adjoining the music room were the library, panelled and fitted in Chippendale mahogany, and the ladies salon, in Louis XVI style with silk tapestries on the bulkheads and satinwood furniture. Aft on the same deck was the smoking room, "remarkable for its lofty and decorative ceiling. This room could be entered both from the main passage way and direct from the deck. The floor was covered with "patent interlocking rubber tiles," and the panelling was fumed oak, with artistic stained glass windows. The bar is placed along the entrance, with a serving window opening into the smoking-room.
First Class accommodation for 160 was mostly on Bridge Deck, "in in large and airy state rooms, an unusually large number which are on deck. All are directly lighted by extra large sidelights, and comfortably fitted up with Hoskin's beds, sofas, roomy wardrobes, folding lavatories, &c. Several the best rooms are so arranged that they may taken as one suits, with private sitting rooms, lavatory, and bathroom opening off the bedroom." All staterooms had telephones to their respective pantries.
The second-class accommodation comprises state rooms similar in design and fittings the first-class just described, with dining-saloon at the aft end of the bridge, large enough to seat the whole of the passengers, some 60 in number. This saloon is well lighted sidelights and a handsome skylight, and is tastefully finished in polished oak, while the comfortably furnished smoking-room alongside is panelled in teak and walnut, with rubber tiling the floor.
Both the first and second-class accommodations are provided with ample and very complete system of lavatories, the wash-basins, baths, and spray-baths being supplied with hot and cold water, and the floors and walls of the lavatory spaces neatly tiled, the bathrooms having rubber tiling.
Amongst other arrangements for the convenience the passengers may be mentioned: Telephones in all state rooms and officers’ cabins communicating with their respective pantries; a barber’s shop, with the usual fittings and electric brush; a printing-room for setting and printing of news-sheets during the voyage; large baggage rooms convenient of access in any weather, and refrigerating chambers for the reception of perishable stores for consumption during the voyage, these chambers directly with the stewards’ pantry.
The vessel is lighted throughout electricity from duplicate installation of engines and dynamos in the engine-room, and has a complete system of steam heating and of electric bells.
Port Kingston's 172 officers and crew comprised 5 officers, 5 petty officers, 23 seamen, 11 engineers, 53 firemen and 71 stewards and cooks.
The placing of this luxuriously-fitted vessel on the Jamaican Line marks a step far in advance anything contemplated by Mr. Chamberlain when be agreed to subsidise the service in order to relieve the Colony from the distress caused by the partial failure of the plantations. Her constructor Sir Alfred Jones, the head of the Elder-Dempster firm, is a whole-hearted believer in the new proposals for developing the Empire, and it is certain that the direct line, advertising Jamaica and encouraging banana exportation, has already been of greet service to West Indies. The construction of further boats of the Port Kingston type already in contemplation.
Bolton Evening Times, 27 September 1904
If improved steam communication between this island and England results in the settling of a larger number of Britons here, it will have achieved a great deal. Meanwhile, more is being done to make Jamaicans acquainted with the mother land, and Englishmen acquainted with Jamaica than ever before. And for this the Elder Dempster Company must be thanked.
The Daily Gleaner, 18 October 1906
1904
Port Kingston left the river of her birth on 7 August 1904 when she sailed from the Tail of the Bank for the West Country. Before arriving at her homeport of Avonmouth, she had to be drydocked at Cardiff, there being no graving dock of suitable size for her in Bristol which caused no little consternation to proud Bristolians:
The arrival in Bristol Channel of the Port Kingston marks important development in the Imperial Company’s steamship service between Avonmouth and Jamaica. Probably by the time this paper is printed she will have entered Avonmouth Dock, but a pause was made on her way thither in order that she might dry-dock Cardiff. The time is approaching when it will not be necessary for vessels to go to the Principality for such a purpose, but at present Cardiff offers facilities in the matter of repair that a large proportion of vessels connected with the port of Bristol avail themselves of.
Western Daily Press 10 August 1904
Becoming the largest ship yet to dock there, Port Kingston entered the Mount Stuart Dry Dock in Cardiff on 9 August 1904 and was the object of considerable local interest, being thronged by many visitors on the 11th when she was undocked.
Yesterday morning the Port Kingston, the largest and newest steamer owned by the Imperial Direct West India Mail Service, Limited (Messrs. Elder, Dempster and Co. managing owners), was docked in the Mount Stuart Dry Dock, for the purpose of having her bottom painted on coming round from the builders, Messrs. Alexander Stephens and Sons, of Glasgow. The Port Kingston is, perhaps, the finest and largest steamer ever docked at Cardiff, and naturally claimed a good deal of public interest. Mr. H. W. Cooke, the Cardiff manager of Messrs. Elder, Dempster and Co., Invited the Mayor and members of the Corporation, together with a number of prominent Cardiff people, to pay a visit of inspection, and there was a general response. The captain, Mr. Cooke and Captain Evans, Bristol, showed the party over the steamer, which was found to be fitted out in the most modern manner. From 10 o'clock in the morning until 5 in the afternoon the steamer was open to the inspection of the public, and many hundreds availed themselves of the opportunity of going over this fine steamer.
Lloyd's List, 12 August 1904
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| R.M.S. Port Kingston alongside at Avonmouth for the first time. |
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| Port Kingston dressed overall alongside at Avonmouth for the first time. Credit: The Syren & Shipping, 31 August 1904. |
On 12 August 1904 Avonmouth greeted its newest and finest ship to call it homeport when Port Kingston arrived. With her maiden voyage set for the 27th, there was ample opportunity to get her literally shipshape and Bristol Fashion as well as show her off. On the 24th there would be an invitation only luncheon, hosted by Sir Alfred Jones, and the following day the general public could inspect the ship for 1 shilling, the proceeds going in aid of the Bristol General Hospital.
The new liner Port Kingston leaves Avonmouth on Saturday on her first, voyage to Jamaica. She is at present moored in the arm of Avonmouth Dock, and was yesterday gay with bunting, the occasion being send-off lunch, which West Indian affairs and the part this fine addition to the fleet of the Direct Line to take in them, were the subject of much speechmaking. The occasion was notable for the optimism with which West Indian prospects were regarded, and also for the unreserved criticisms addressed to Bristol by the company's chairman. Sir Alfred Jones. A special train brought down a party from London, landing them at a platform within the Dock enclosure, and it was followed shortly after by a second special from Temple Meads, conveying Bristolians who had accepted the invitation to join in the proceedings. The result was that a large company tilled the handsome dining-room the steamer, where Sir Alfred presided.
Western Daily Press 25 August 1904
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| Sir Alfred Jones with some his guests aboard Port Kingston, 25 August 1904. Credit: The Syren & Shipping, 31 August 1904. |
A lunch followed the inspection, and during the speech-making Sir Alfred Jones expressed his robust faith in the future of the West Indies. Bristol, he thinks, might do more to aid him in his efforts. He wants the Dock Company and the railways to help him with reasonable rates for the carriage of tropical fruit, and reasonable facilities for its distribution. He throws out the hint that, unless this help is forthconing, he may find that he can conduct his business to better advantage elsewhere. Mr. Geo. Davies, the president of the Bristol Chamber of Commerce, acknowledged this postprandial reproof in the right spirit. He stated that Bristol was spending some £3,000,000 on the docks at Avonmouth. The new docks will be completed in about two years, when, says Mr. Davies, Sir Alfred will have nothing to complain of. Apparently, there was no representative of the railway companies to reply to Sir Alfred's protest against their rates. Bristol, however, is quite ready to co-operate with Sir Alfred in bringing pressure to bear on the railways. Other speakers at the luncheon were Sir Daniel Morris, the Imperial Commissioner of Agriculture for the West Indies, who referred to the great future of cotton cultivation, and Sir Ralph Moor, who expressed the hope that Bristol would avert the calamity of losing the new and promising trade which had been brought to its gates. By-the way, Sir Alfred has a great belief in Jamaica and other West Indian islands as health resorts. He is arranging to invite fifty of the leading physicians of the country to visit Jamaica as his guests.
The Magazine of Commerce and British Exporter
In a wide ranging and astonishingly frank speech to his invited guests aboard Port Kingston on 24 August 1904, Sir Alfred Jones reminded all of the great investment being made in the Jamaica trade, more out a sense of furthering the Empire and the prosperity of Jamaica than profit whilst admitting, too, that the new ship, hopefully the first of three such vessel, had been built "in advance of trade requirements." He also hinted at the difficulties in maintaining the service from Bristol owing to the exorbitant freight charges imposed by the GWR. The new ship, too, had been built to further the nascent tourist trade to Jamaica which in aid of, he announced a new venture to promote the health aspects of the islands. "Presiding at a luncheon on the Port Kingston, a new steamer added to the Bristol-Jamaica service, yesterday, Sir Alfred Jones said that in the genial climate of Jamaica many consumptives and other could be saved, and he offered to take out, free of charge, fifty leading physicians, six at a time, to report on the island." (Halifax Evening Courier, 25 August 1904.)
The R.M.S. Port Kingston departed her maiden voyage for Kingston, Jamaica, Saturday morning, at the early hour of 10.15, carrying a fair quantity of passengers and cargo. Amongst other influential people who travelled out this steamer was Dr. Graham Little, who is going out as Sir Alfred L. Jones’s guest, and one of the first batch of the physicians which this enterprising firm of Elder, Dempster, and Co. has promised send out to Jamaica free of all charges, for the purpose of discovering for themselves the healthiness of the climate there for all invalids, especially consumptives. The steamer looked beautiful in the sunlight as she left Kingroad upon her 4,090 mile journey, which she is expected to complete on Wednesday, the 7th September, thus doing the passage ten days. By the next Direct Line mail steamer, the Port Royal, Sir Crichton Brown and several other physicians, all guests of Sir Alfred’s, will go out this lovely island of Jamaica to report on the salubriousness of the climate.
Western Daily Press, 29 August 1904
At 10:10 a.m. on 27 August 1904, R.M.S. Port Kingston left Avonmouth, on her maiden voyage to Kingston. She had only 58 First Class passengers, it being, of course, the off season to the West Indies and like most Banana Boats, almost no outbound cargo. Commanded by J.G. Parsons, her other officers comprised Chief Officer G.H. Simmons, 2nd Officer B.G. Drake, 3rd Officer W.G. Palmer, 4th Officer G.S. Hall, Doctor Chas. Lochrane, Chief Engineer A.W. Prim, 2nd Engineer T. Scott, 3rd Engineer W.A. Cairns, Steward-in-Charge P.G. Smith and 2nd Steward R. Gordon. Capt Parsons, Purser Smith and Chief Officer Simmons were all on maiden voyage of Port Morant to open the service.
The boom of a rocket at about 20 minutes to seven o'clock last night was the first signal of the arrival off the Lighthouse of the new Direct Line steamer Port Kingston, which has accomplished a record passage between colony and the mother country.
The vessel, which is commanded by Captain Parsons, the Commodore of the line, who also had the good fortune of bringing out the Port Morant, the pioneer ship of the Imperial West India Mail Service, sailed from Avonmouth at 10 o'clock on two morning of Saturday, the 27th ult., with a large and distinguished number of passengers, including many well known Jamaica people. The coming of the vessel was looked forward to with a pleasurable anticipation by the banana planters, in shipping, as well as in commercial circles, as establishing closer relation between this island and Great Britain.
Judging from the exceptionally fast passage which the Port Kingston has been able to accomplish on her first voyage to Jamaica, it is safe to say that she will be able to maintain the high rate of speed for which she is engine with greater ease later on. The vessel will be docked at her pier by seven o'clock this morning and it is expected that quite a large number of persons will go down to see the new flyer of the Elder Dempster Company."
Daily Gleaner, 7 September 1904
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| Credit: The Daily Gleaner, 8 September 1904. |
It proved a record breaking maiden voyage and fulfilling all expectations of her, Port Kingston arrived at Port Royal at 7:00 p.m. on 6 September 1904, making the passage from Avonmouth in 10 days 14 hours 20 mins and from Turks Island (where she called briefly the day before to land the mails) in precisely 24 hours. She anchored off for the night and docked the following dawn of a beautiful morning. The daily runs record recorded 372 (28 August), 297 (29th) 407 (30th), 408 (31st), 414 (1 September), 360 (2nd), 397 (3rd), 404 (4th) and 396 (5th).
On Tuesday evening the Port Kingston anchored at Port Royal. Yesterday morning she steamed up the harbour, a magnificent spectacle, her huge hulk and towering decks reaching high out of the water. And, as though to welcome her, the dark rain-clouds which for days pasts had been hanging over the city broke and dispersed; the sun shone from out of the depths of a brilliant blue sky; and Kingston, which been so long gloomy and depressed, took fresh courage, forgot its fears about the hurricane, and gladly saw in the arrival of the new ship a happy augury of future prosperity, a sure promise of good things to come.
The good ship came up the harbour under the most favourable conditions, everything seemed to unite to extend to her the heartiest welcome to these shores. The sky, which had been leaden and overcast up to 5 a.m., gradually cleared up, and by the time the new ship came up to dock the brilliant rays of the tropical morning sun shone out in all fullness upon her, her perfect lines being seen to every advantage.
She glided along smoothly, whilst the crowds that gathered at every pier and from every corner where a view of the ship could be obtained, waved a welcome to the new ocean greyhound.
Daily Gleaner, 8 September 1904
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| To celebrate the maiden arrival of Port Kingston, The Daily Gleaner published a special Direct Line number. |
Later in the day, Port Kingston was open for public inspection, the Daily Gleaner reporting that: "Practically all day the host of visitors kept streaming in, going over the ship from stem to stern. Every one was delight with the appointments of the vessel, and there many and many a wish expressed that it were possible to travel by her."
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| Sailing Notice for Port Kingston's maiden northbound crossing 15 September 1904. |
Quite a number of persons assembled at the Atlas Wharf yesterday afternoon to witness to departure of the Direct Line steamer Port Kingston, Capt. J.G. Parsons, on her return voyage to Avonmouth. She was goven an enthusiastic send off. The fine ship left her moorings at about 4.30 o'clock amidst cheers and waving of handkerchiefs from those on board and on the wharf. She is expected to make a record run on the trip home.
Daily Gleaner, 16 September 1904
With only 37 passengers but full holds this time, including 24,371 bunches of bananas (the largest consignment since the hurricane) and 11,973 packages of other fruits, as well as pimento, laneewood etc and a dozen mongoose, Port Kingston sailed from Kingston on the return leg of her maiden voyage on 15 September 1904. Enjoying as fine weather back as she did out, she averaged 16.33 knots and reached Avonmouth in 10 days 7 hours 6 mins on the 26th.
The steamship Port Kingston, the new liner of the, West India mail service, has done better on her home ward voyage than even on her initial trip. She has beaten her own record. Her outward journey from Bristol occupied 10 days and hours; she got back to Avonmouth this week after a run of 10 days 7 hours. Hitherto a voyage by the Elder-Dempster steamers has averaged 13 days so that the new departure means a big saving of time. The Port Kingston brought with her 37 passengers—a somewhat small number, but the lists are filling up better fur future sailings. The travellers expressed themselves delighted with the run : and, by the way, those booked for London were in the metropolis within four hours of the steamer's arrival at Kingroad. On the homeward journey the liner maintained a speed of 16.83 knots, and both going and coming she experienced tine weather. and her engines never gave a moment's anxiety. She brought to Avonmouth nearly 25,000 bunches of bananas, as well as 11,673 packages of other fruit, and general cargo. She sails again for Jamaica on Oct. 8, and already the bookings show a passenger list of 115. Once a week regularly there is now a cargo of bananas arriving at Avonmouth. The imports of Jamaican and Costa Rican fruit come in alternate consignments.
Lloyd's List, 30 September 1904
The passage and from Bristol by new steamer like the Port Kingston reflects great credit on the builders, and her engines never gave moment's anxiety throughout the whole trip, the commenced landing her fruit yesterday in perfect order. The arrival of the Port Kingston at Kingston. Jamaica, caused a great sensation amongst the islanders, and Messrs Elder, Dempster, and Co. are very proud of their fine ship, which has made excellent results.
Western Daily Press, 27 September 1904
On her second voyage, Port Kingston began to improve on her passenger numbers, having 135 aboard including 33 members of the Bandmann's Opera Company, the first time any of the Direct Line ships had more than 100 passengers, when she cleared the Bristol Channel on 8 October 1904. She reached Kingston on the evening of the 18th, anchored off Port Royal for the night, and came alongside the next morning. "Leaving Avonmouth at six a.m. on the 8th inst., with one hundred thirty-six passengers on board, the new West Indian greyhound began to plough her way in spite of somewhat murky weather which prevailed for the first few days. The passengers soon had a chance of testing the excellent sea-going qualities of the new vessel, and all are agreed that nothing afloat could be more steady." (Daily Gleaner, 20 October 1904). Sadly, during call at Kingston on the 22nd a fireman, Frederick Donovan, drowned whilst bathing in Kingston Harbour. He was buried at the Catholic Cemetery at Kingston and his funeral attended by most of the crew.
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| Credit: The Daily Gleaner, 20 October 1904. |
The banana trade, too, began to show signs of recovery, and when Port Kingston left Kingston on 27 October 1904, she had 25,000 bunches of bananas and 6,000 boxes of oranges in her holds. She did the homeward run in 10 days 21 hours, arriving at Avonmouth on 7 November. "During a great part of the voyage a severe hurricane was experienced." Brought in more than 25,000 bunches of bananas, and 6,000 cases of oranges, "These constant shipments of fruit on a large scale now place it beyond question that Jamaica has completely recovered from the effect of the hurricane of a few years ago. " (London Evening Standard 8 November 1904).
After a fairly pleasant voyage occupying ten days, the Port Kingston, the most, recent addition the Imperial Direct West India Mail Service, arrived in Kingroad yesterday afternoon, and, when the evening tide served, berthed alongside the pier Avonmouth. There were about thirty passengers board, and they were unanimous in their praise the sea-going qualities this magnificently equipped vessel. A hurricane was encountered three days out from Kingston, but she weathered it without the passengers experiencing any discomfort worth mentioning. As evidence of her steadiness, it may noted that on one occasion only throughout the voyage were the fiddles required for the dining saloon tables. Captain Parsons and his officers were so assiduous in studying the comfort of those board that the passengers, before disembarking, passed a complimentary resolution with considerable heartiness. As on her maiden trip this, her second voyage, the Port Kingston accomplished the 4,035 miles between Kingston and Avonmouth in three days less time than the other vessels of the Imperial Direct line—an appreciable saving both to men business and those in search of health who long for the homeland once again.
Western Daily Press, 8 November 1904
It had always been planned that Port Kingston would be the first of three new ships and within a few months of her completion, speculation was rife that these would be ordered and would be turbine-powered with the trio expediting the mail service with a regular 10-day passage time between Avonmouth and Kingston.
The gratifying success achieved the steamer Port Kingston, which reduced the passage to and from Jamaica from thirteen days to ten days. She has, says the correspondent, induced Sir Alfred to ask for tenders for the building of two large turbine vessels to run the fruit and passenger trade between England and Jamaica and other islands the West Indian group. This extension the present direct Jamaica service to the other West Indian islands will be quite new departure the part the West Indian Direct Mail Steamship Company, and the new boats will steam at the rate of 18 knots, or a knot faster than the Port Kingston. They will, it is added, mark development both in turbine propulsion and in the West Indian fruit and passenger trades. The vessels will luxuriously fitted, and will of greater capacity in every way than any the steamers hitherto devoted to this work. They will form a worthy addition the British Mercantile Marine.
Journal of Commerce (Liverpool), 18 November 1904
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| Credit: The Daily Gleaner, 29 November 1904. |
Meanwhile, Sir Alfred Jones was content to authorise the extra coal expenditure and steam Port Kingston at well beyond the existing 13.5-knot contract speed to let her show her paces and the promise he envisaged for the Direct Line service. Sailing from Avonmouth on 19 November 1904 with 90 passengers aboard, she swept into Kingston Bay at 1:00 p.m. on the 29th, breaking her own record and logging 10 days 7 hours 45 minutes for the passage.
From Bristol post to far off lands,
The missives speed across the foam,
And join, with strong and friendly hand,
The hearts abroad to those at home.
The new flagship was that year's Christmas Boat, leaving Kingston on 8 December 1904, carrying double the amount of mail, and a record 10,000 cases of oranges, "Heralding a new and important development in the fruit trade between the West Indies and this country." (Bristol Times and Mirror, 21 December 1904). She came into Avonmouth on the 19th, three hours ahead of schedule, accomplishing the passage in 10 days 11 hours 45 mins.
1905
On New Years Eve, Port Kingston cleared Avonmouth, Kingston-bound, with a good list of 119 passengers, notable among whom were the English cricket team for the West Indies under Captain Lord Brackley and Mr. F.R. Benson's Shakespearean Company bound for a winter season of performances in Kingston.
R.C. W. Dorn. one of the members of Lord Brackley's team in the West Indies, sends to the Daily Mail some particulars of what occurred after one our representatives saw the last of the side disappear from view in a tug, bound from the Avonmouth landing stage for the R.M.S. Port Kingston, which was lying in the roadstead. He says: —" During the voyage a match played against the officers and crew, in which the team gained the victory. were provided in the form of concerts, dances, and sports every day and night, and the presence of Mr. Benson's Shakespearean company added greatly to the pleasure or the voyage. In the sports event carried off the potato race and Simpson-Hayward retained his unbeaten record at deck quoits. At a fancy dress dinner, which was followed by a dance, Lord Brackney, as a nurse in charge of two obstinate children (Messrs. Ebden and Cole), caused considerable amusement."
Bristol Times and Mirror, 4 February 1905
Port Kingston docked at Kingston on 11 January 1905 after passage of 10 days 14 hours. Sir J. Crichton Browne going out to investigate Jamaica as a health destination, wired Sir Alfred Jones: "Splendid voyage. Delightful transition from fog bound winter to brilliant, salubrious sunshine." Northbound on the 19th, she took away 50 passengers and 27,280 bunches of bananas, the largest consignments yet carried by Direct Line, and 700 cartons of fruit. She reached Avonmouth on the 30th.
Elder Dempster announced in London on 30 January 1905 a new service from London to Jamaica via Bermuda. "The object of the line is to provide a direct shipping facilities between the Metropolis and the West India, an accommodation which has been requested by English mercantile houses." (Royal Gazette 18 February 1905). The new service also finally fulfilled one of the original provisions of the contract to give regular service from a second, north coast port, direct to Britain, although the connecting coastal feeder service by Delta had operated in lieu of since the origination of the Direct Line. By sailing direct to London, it was aimed to land bananas and fruit direct to the Capital's Covent Garden. It would also give Bermuda its first direct service to and from Britain and serve Jamaica's North Coast with the routing being London-Bermuda-Turk's Island-Kingston, Sul-la-Mer-Montego Bay. "Sir Alfred Jones intimates that this new London service does not complete his programme for the development of the British West Indies, and further enterprise may be expected in due course."
Initially assigned to the new "London Direct Service" were Port Maria and Port Morant which had been displaced on the Avonmouth-Kingston mail service by Port Kingston. Port Maria had been laid up for some months already at Avonmouth and Port Morant's final voyage on the service was 11 March-12 April 1905. The first sailing from the Thames was made by Port Maria on 18 February to Bermuda, Turk's Island, Kingston, Sav-la-Mer and Montego Bay. On 3 March, Port Maria called at Bermuda the first time "after a somewhat rough voyage" with 14 passengers and 70 tons of cargo for the port. She was visited by the Governor General and Lady Stewart, the Colonial Secretary and other officials. "On leaving at 3:30 p.m. for Turk's Island and Jamaica, the Port Maria bade good-bye to Bermuda by discharging a rocket." Port Maria arrived at Montego Bay on the 9th and hosted a lunch aboard for local planters. When she ship sailed, she took away 141 puncheons of rum, 1,130 bags of sugar, 8 puncheons of lime juice, 4 casks of honey, 184 stems of bananas, 113 cartons of oranges and 23 bags of coconuts among other cargo for London.
Although Port Morant was supposed to make the next sailing from London, on 18 March 1905, this was undertaken by the Elder Dempster (British & African S.S. Co.) Bornu (b.1899, 3,238 grt, 70 First/20 Second Class) which arrived at Bermuda on the 29th and Kingston on 6 April and would thereafter maintain the monthly service with Port Maria.
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| Sailing notices for the first calls at Bermuda by Port Maria and Bornu on the new Direct London service. Credit: Royal Gazette. |
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| British & African S.S. Co.'s Bornu of 1899 which was chartered to Imperial Direct for the new London Direct Line. |
On 8 February 1905 The Gleaner reported that improvements would be made to Port Kingston's berth at Kingston (the west side of no. 1 or the Atlas Wharf) to allow her to moor closer in to the pier head to facilitate easy loading of her banana cargo.
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| Direct Line advertisement, 1905, promoting Jamaica, "The New Riviera." |
This steamer [Port Kingston] has quickly became a great favourite through her steadiness and great speed, covering the distance over 4,000 miles ten days. She replete with every modem luxury, and nothing has been spared to provide comfort for her passengers, end her increasing popularity ia therefore readily understood.
Western Daily Press, 6 February 1905.
Port Kingston, which sailed from Avonmouth on 11 February 1905, with 108 passengers, made Kingston in 10 days 11 hours on the 22nd. Indicative of the importance and interest of the new ship there, the Daily Gleaner published a full report by the Purser outlining the activities during the voyage:
Sunday 12-- very fine morning. Everyone came up smiling, and looking quite pleased with themselves. All hands turned out for inspection at 10.30 looking quite spick and span. Service at 11 a.m. conducted by the Commander.
Monday 13-- A meeting was called in the smoking room at noon to appoint a committee for the sports, entertainments, etc.
Tuesday 14-- Lovely morning. Competitions-- golf, quoits, etc. in full swing. Impromptu concert was held in the spacious music room in the evening.
Wednesday 15- Usual Port Kingston weather. Competitions going ahead. Every one very busy. A concert was arranged for the evening, but a little blow coming in, it was decided to postpone it.
Thursdays 16-- Sweepstakes competition going strong. Every one fully occupied playing off their heats. Games becoming more interesting. A new competition called Stick Quoits was introduced by Mr. Campbell, causing no end of fun. In the evening the Wizard of the West and comical assistant gave a real good performance, it being remarked by many of the passengers that it would not disgrace a London Hall, some of the tricks being astounding. A very pleasant evening.
Friday 17-- Weather again delightful. Competition getting keener up till lunch time. Two p.m. the sports proper were started. In the evening a trial by jury took place in High Court of Neptune before Lord Chief Justice MacCarthy.
Saturday 18-- Beautiful morning; everyone in competition looking forward to meeting their opponents in the different heats, the usual sweepstakes occupying most of the morning. In the evening a cinderella dance on deck, and what with coloured globes, bunting, and flags, it resembled fairyland. 10 p.m. the bugle notified that something else was coming and it was found that the M.C. had gone one better than usual, by providing a dainty supper in the saloon which was much appreciated. Dancing continued until 11.30, when all admitted they had spent an enjoyable evening.
Sunday 19-- Port Kingston weather again. 10.30 a.m. Slipper Parsons had his crew mustered on deck, and, spick and span, they looked in their white ducks. 11 a.m. service was held in the Music Room, the majority of passengers attending. The remainder of the day was spent in resting, as everyone needed it after of week of undisturbed enjoyment. The evening was occupied with a sacred concert in the Music Room.
The homeward voyage, commencing on 2 March 1905, took out nearly 80 passengers and 23,000 bunches of bananas but was not favoured with as fine weather, "She experienced stormy weather, and for four days the sea was very high. Passengers spoke well of her behaviour at this period in the hands of Capt. Parsons and his officers, and said they understood it was about the worst weather the Port Kingston has yet had to go through. The storm was travelling in the same direction, as the vessel, however. (Western Daily Press, 14 March 1905). Even so she logged just 10 days for the run and docked at Avonmouth the morning of the 13th.
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| Credit: The Daily Gleaner, 25 March 1905. |
A magnificent model of Port Kingston went on display at the Liverpool Exchange Newsroom on 20 March 1905, coinciding with another round of speculation and rumours as two sister ships, but turbine-powered, being in the offing.
It is quite on the cards that turbine steamers will be introduced on the Jamaican line. Indeed, the rumour is that in any new steamer which may be built in the near future the turbine machinery is likely to be forthwith employed. It has been the subject of careful inquiry; and in the engineering department of Messrs. Elder, Dempster and Co. the achievements of steamers so equipped have been under careful observation. Such an innovation on the Jamaican service would, of course, reduce the time of the voyage between Bristol and Kingston. It was 13 days to begin with, and now the period is brought down to 10 days, the steamer Port Kingston covering the distance within the week and a half. There is no finality to developments when Sir Alfred Jones takes a project in hand.
Lloyd's List, 7 April 1905
Port Kingston, went about her business which, from all accounts, was improving. She sailed from Avonmouth on 25 March 1905 and docked at Kingston on 7 April. Her return crossing, beginning on the 13th, featured her greatest compliment of passengers to date... 150... and her largest cargo; 36,000 bunches of bananas, 200 tons of wood, 80 tons of sugar, 500 cartons of fruit and 50 puncheons of rum. Will not attempt a fast crossing so as not to arrive on Easter Sunday but on the 25th. Cargo included Largest number of passengers and most bananas yet carried by line.
A large number of well known people were booked to sail in this splendid steamer, and therefore, the ship was crowded with friends and relatives of the passengers who were leaving the island. The Atlas wharf presented a lively scene after the last bell had rung, and the ship was about to leave the dock. The people who had gone down to see their relatives and friends off were now assembled on the wharf, and the waving of hankerchefs was seen on every side as the Port Kingston steamed out of the harbour.
Daily Gleaner, 14 April 1905
No fast crossing was attempted so that she would not arrive on Easter Sunday but rather on 24 April 1905.
An account of the round voyage appeared in The Oxford Magazine, 17 May 1905:
The Port Kingston, having taken on board a record quantity of bananas, now took a record number of passengers for the We do not overvalue externals, homeward trip. A Benson Company, which had been introducing Shakespeare to the notice of the West Indies, was on board, and though they took up some space added greatly to the interest and entertainment of the voyage home. The ship was full, and we were quite a happy family.
And now about the boat. The Port Kingston is a fine, clean, and spacious boat, well found, and very comfortable, and capable of steaming seventeen knots. No one could wish to travel with pleasanter officers, and the service was admirable. On the homeward voyage, when she had fruit and sugar on board, she became very smelly, and the reek of the cook's galley was far too much in evidence. The great blemish was the feeding. There was no stint, but nothing was palatable. One made allowances for difficulties in catering for a long voyage or a double voyage, but the results fell far short of the most indulgent standard. I fancy that representations have been made in the proper quarter, and that the matter will be attended to, but till improvement is made the Port Kingston cannot rank as a really first-class passenger ship…
But it really is a heath-giving trip for the Christmas or Easter Vacation, and very cheap. Fifty pounds should easily cover five weeks.
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| Port Kingston alongside at Avonmouth. |
Port Kingston's next southbound crossing, beginning on 6 May 1905, was accomplished in obscurity but sailing from Kingston northbound on the 24th, she hit the Atlas Wharf whilst undocking and slightly damaged it. "Prior to her departure the large decks of the vessel were packed with society folks who went to bid adieu to their friends and relatives and the vessel received a hearty send off." (Daily Gleaner, 26 May 1905). She left with 110 passengers, 34,000 bunches of bananas and 700 packages of fruit, and made Avonmouth on 5 June after another fast crossing of just over 10 days. "The R.M.S. Port Kingston arrived Avonmonth dock 8 a.m. yesterday morning, after splendid ran just over ten days, with 110 passengers, who were despatched by special trains to London and Bristol, under the supervision of the Great Western Railway, whose arrangements were of highly satisfactory order, the London special covering the journey in two hours and a half and besides being a splendid train, they further provided for the comfort of the passengers by including first class dining saloon." (Western Daily Press, 6 June 1905).
Summer of 1905 was consumed by the contentious issue of the renewal of the West Indies Mail Contract, long held by Royal Mail, which was to expire on 30 June, and actively sought by Alfred Jones against a newly resurgent RMSP under the dynamic leadership of Owen Philipps. Alfred Lyttelton, who succeeded Chamberlain who resigned in October 1903, as Colonial Secretary, lacked his political savvy and rather made a hash of the whole affair to no one's benefit and a somewhat bewildered Post Office left in the middle.
The existing West Indies mail contract with Royal Mail Steam Packet Co. paid £84,500 per annum with £59,900 coming from Home Government and £24,600 from the colonies. In June 1903 the Post Office notified Royal Mail Steam Packet Co. their contract for the West Indian mail service would terminate on 30 June 1905 and tenders were invited for a service for a period of five and a half years from 1 July, 1905. The only line to bid was RMSP but requiring an additional £15,500 per annum although providing cold storage facilities on the steamers, something which would not benefit all of the colonies asked to contribute to the cost. The Post Office was disposed to drop the contract entirely and announced the non acceptance of the RMSP bid on 1 October 1904.
It was at this point that Elder Dempster came in with a counter offer, "to perform the required service for such money as was at the disposal of His Majesty's Government." Giving RMSP all consideration owing to their longstanding service, they were invited to submit a new bid by 31 March 1905 which came in at £85,000 for 5½ years or £75,000 for ten years. According to the Postmaster General, of the tenders satisfying the conditions laid down, the most advantageous came from Elder Dempster and this prompted Colonial Secretary Alfred Lyttelton to announce the award on 18 April 1905.
Under the terms of the contract, a fortnightly service was to maintained by ships of no less than 5,000 grt, with the British terminus to be London (for cargo) but with passengers and mails worked from Plymouth with inclusive rail connections to the capital and other points. The West Indies terminal would be Barbados from which an inter-island shuttle would be provided by steamers of at least 4,000-grt. For one year an option would be given to the Postmaster General to require a fleet of vessels of the Port Kingston type in return for a prolongation of the contract from 5 to 10 years and a similar option for the establishment of a fortnightly freight and cold storage service in return for an extra annual payment of £26,000.
This rather high-handed decision by the Home Government, taken without due consultation with the colonies, prompted considerable resentment as well as reawaken simmering hard feelings among many of the planters in Jamaica against Jones and Elders-Fyffes alleged collusion with United Fruit Co., including an unprecedented attack on the firm's actions in the Pall Mall Gazette. There were genuine concerns that Elder Dempster would assume a monopoly, as it did in West Africa, on the shipping and mail services throughout the British West Indies and the company's tangential relationship with American fruit interests would be detrimental to British interests in the region. There, too, was a general sense of loyalty for "the old firm," the RSMP having served the region faithfully for 64 years in which, too, the company had nurtured considerable political clout and influence in the colonial governments and among prominent businessmen and planters on the island, something which Owen Philipps put to full use in orchestrating opposition to Alfred Jones' ambitions to make the West Indies the equal of his West African empire.
… the feeling in the West Indian colonies in favour of the Royal Mail Company seems to be so strong that the only course was to make no contract at all. We do not wish to belittle in any way the enterprise shown by the Company, not the services it has rendered to the West Indian Colonies in its long and honourable career, but we would point out that the Elder, Dempster line of steamers, although comparatively newcomers to the West Indies, have also done good service in promoting West Indian trade, and that the Colonies concern appear to be giving up the benefits of a contract service for is, after all, a more or less sentimental consideration.
Chamber of Commerce Journal, June 1905
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| Credit: Daily Gleaner, 6 May 1905. |
Such was furor throughout the British West Indies that in the end the contract was awarded to neither RMSP or Elder-Dempster. Throwing up its hands, the Colonial Office announced on 5 May 1905 that "the Imperial Government have decided to discontinue the West Indian mail service under contract as from June 30th next."
Coincidently, officers aboard Port Royal which arrived at Kingston that day told the Daily Gleaner had Elder Dempster retained the contract, that "preparations were being made for the ships of the line to come on the West Indian line… these steamers were being got in readiness for this purpose, the Lake Megantic, Lake Simcoe and Lake Ontario, and all belonging to the Elder Dempster Lake Line service. These boats are said to all elegantly fitted out passenger steamers of over 8,000 tons, and offer splendid facilities for passengers travelling for health or for pleasure." It was mentioned that Lake Megantic was currently being rebuilt with new boilers and refrigerating machinery. All three of these vessels had been retained by Elder Dempster following the sale of Beaver Line to Canadian Pacific and while none was younger than 17 years old, they were comparable to the existing RMSP tonnage on the route and were intended as placeholders until two more Port Kingston-type steamers could be built.
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| Lake Megantic (b.1884/5,115 grt). Credit: Merseyside Maritime Museum. |
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| Lake Ontario (b.1887/4,289 grt). Credit: Merseyside Maritime Museum. |
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| Lake Simcoe (b.1884/4,993 grt). Credit: Merseyside Maritime Museum. |
Royal Mail continued to serve the West Indies and carry mail on a poundage basis whilst Elder Dempster's mail contract to Jamaica remained intact. But the episode revealed real doubt it would be renewed, at least on anything like its present subsidy. And collectively, the West Indies lost their best chance for a dedicated new mail service held down by Port Kingston type vessels. That would have to wait until 1949 with Golfito and Camito of 1956 of Elders Fyffes.
As it was, Direct Line's existing service continued to be run at a loss owing to insufficient outbound cargoes in the wake of the 1903 hurricane with recovery only beginning in Spring 1905. Furthermore, they had yet to fulfill the contract requirements to call at a second, north coast port, which was eventually settled on being Port Antonio, but considered unsuitable to take Port Kingston, Port Royal and Port Antonio. The Governor General sent a strongly worded message to the Colonial Office: "It is felt, and, in my opinion, justly and incontrovertibly felt, that so as this Colony pays £20,000 a year for this service it is entitled to have the service performed in accordance with the terms of the contract, and that if the service is not so performed it is entitled to the indemnity of compensation provided by the contract, namely a fine by way of abatement of subsidy… If the hurricane has rendered it hard for the contractors to do what they are paid for, it has equally rendered it hard for the taxpayers to pay for what they are not getting." (Daily News, 3 May 1905).
Clearly, barely four years into the service, the “era of good feelings” between Jamaica, its government and some of the influential planters on the island, and Jones and Elder Dempster was over. The failure to secure the West Indies mail contract ended any plans for two more turbine-powered Port Kingstons and Direct Mail's own contract, which was half way through its term, seemed in doubt of renewal. R.M.S. Port Kingston was suddenly a "one-off" and the flagship of what seemed suddenly a holding operation, unappreciated by a colony that, in retrospect, never had it so good when it came to steamship connections with the Mother County, but remained unsatisfied.
Brushing aside political high seas, Port Kingston continued to put in fine passages and on her 6 July 1905 northbound crossing, from Kingston on 6 July 1905, with 75 passengers, 34,000 bunches of bananas and 2,200 boxes of fruit to balance her ledger, she reached Avonmouth on the 17th after 10 days and 5 hours, the Daily Gleaner noting: "This is a record trip, the nearest one to it being ten days seven hours." Typical of the efficiency of those days, her passengers were landed by 7:30 a.m., aboard the special GWR boat train which left at 8:15 a.m. and on the platform at Paddington at 10:30 a.m. after enjoying a full breakfast in the dining car en route.
Sadly, her next southbound voyage beginning 29 July 1905 was marred by the death of an apprentice, R.I. Thomas, aged 18, who fell from the top of a mast and died within an hour of the accident on the 31st. He was buried at sea "with all honours." "Capt. Parsons and the officers and crew were deeply grieved over the sad occurrence, especially as the deceased had consistently tried to do his best. He had been in the Port Kingston for about five voyages and had earned the confidence of the officers, and all on board have united in their deep sympathy with the family who have yet to learn of his death." (Daily Gleaner 9 August 1905). Port Kingston put in another very smart 24-hour passage from Turk's Island to Kingston on 8 August. When she sailed for home on the 17th, she took away 25,400 bunches of bananas and 18,000 boxes of fruit and clipping three hours off her previous northbound crossing, arrived early at Avonmouth on the 28th, logging 10 days 3 hours for the passage.
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| Announcements in the Royal Gazette on the cessation of the London Direct Service and Port Maria's final sailing from Bermuda. |
Since the opening of the service in February last the trade with the North Ports of Jamaica has not fulfilled expectations. The fruit growers desired to sell at the ship's side; the Company would carry but would not speculate. As a consequence the amount of freight offering has not been deemed sufficient to justify the running of expensive steamers all the year round.
Royal Gazette
The London Direct Service was one of Jones' disappointments to further develop the Jamaica trade, there being insufficient additional banana shipments from the north coast. If anything, the associated Bermuda call had been far more successful, especially from a passenger perspective, and would lead in other more positive directions. Still, on 16 September 1905 Elder Dempster announced its cancellation of the London Direct Service. Bornu's final voyage from Kingston began on the 29 July and Port Maria took the last sailing from London on 5 August, calling outbound at Bermuda on the 19th and arriving Kingston on the 23rd. She left for the North Coast and London on the 25th and called at Bermuda on 4 September.
Indicative of the potential of retaining the Bermuda call in some form, on 25 August 1905, Direct Line announced that Port Kingston would make two outbound calls at Bermuda to cater those already booked on the service. This was followed five days by the announcement that effective with Port Kingston's sailing of 9 September she would call westbound at Bermuda and again on her 21 October sailing. "It is expected that travellers will avail themselves of the opportunity of seeing this beautiful island, which is not at other times in direct communication with the British Isles. It is also a pleasant means of reaching New York, as there is a frequent service between Bermuda and United States capital (sic), the islands being a popular health resort for Americans." (Western Daily Press, 30 August 1905). It was added that the call at Bermuda would add only 15 hours to the voyage and "it breaks the monotony of ten or twelve days at sea." and Port Kingston had ample reserve speed to make the call and still maintain the mail contract schedule.
When Port Kingston left Avonmouth on 9 September 1905, of her 100 passengers, 15 were ticketed for Bermuda where she arrived at 10:30 a.m. on the 17th, sailing at 1:00 p.m. for Turks Island and Kingston. Her homeward passage, concluding at Avonmouth on 9 October was done in the very good time of 10 days 4 hours 37 mins., landing a capacity cargo of 35,000 bunches of bananas and 10,000 cases of oranges.
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| Credit: Royal Gazette, 28 October 1905 |
A period of neap tides highlighted the need for a larger closed dock at Avonmouth to accommodate biggest steamers (which would be introduced with the construction of the Royal Edward Dock which was completed in 1909) and for her 21 October 1905 sailing, Port Kingston had to embark her passengers from P&A Campbell's Waverley whilst anchored in Kingroad after loading her cargo on the 19th. It was a record passenger list with the the boat train leaving Paddington at 8:30 a.m. and two specials running from Bristol Temple Meads at 10:07 a.m. and 10:25 a.m. Sir Alfred Jones sent parcels of fruit and confectionary for the passengers for the London special. Of the 169 passengers, no fewer than 76 were for her second call at Bermuda including the Governor of Bermuda (Lt. Col. Sir R.W. Stewart) and Lady Stewart and 93 for Kingston including the Archbishop of Jamaica. She reached Bermuda on the 29th and Kingston on 2 November. Dressed overall for the King's Birthday, Port Kingston left Kingston on the 9th with another full cargo of 35,017 bunches of bananas and 7,500 boxes of fruit.
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| Notices for Port Kingston's now regular outbound call at Bermuda. Credit: Royal Gazette (Hamilton). |
Such was the popularity of the southbound call at Bermuda that it was made permanent, pending formal approval of the Jamaica Government, although it did not effect Port Kingston maintaining her mail contract, or, more importantly the timely transport of her northbound banana cargoes. This was, at the time, the only direct passage from Britain to Bermuda and the Direct Line also arranged northbound journeys entailing Bermuda to Jamaica, an inclusive bed and board stay at the Myrtle Bank Hotel during the ship's Kingston turnaround around and then through passage to Avonmouth. The first of these expanded Bermuda call sailings commenced from Avonmouth on 2 December.
1906
One consequence of the call at Bermuda was that it changed the ship's route to a more westerly track across the North Atlantic and then south to Turks Island and Jamaica so rougher seas were often encountered especially during the winter season.
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| Credit: Daily Gleaner, 26 January 1906. |
Port Kingston's first voyage of the New Year, from Avonmouth on 12 January, was marred by terrible weather and an ensuing tragedy. Soon after departure, she "almost immediately ran into a storm which was blowing from the south-west with very heavy and confused seas. This continued for the next five days and necessitated the speed of the vessel being reduced considerably. On the morning of the 16th at about 5.15 a.m., a very sad accident occurred which resulted in the death of Quartermaster A.E. Jones. The deceased was struck by a heavy sea which inflicted such injuries that he died almost instantly." (Daily Gleaner, 26 January 1906). Quartermaster Jones, who had been in the ship for eight voyages, was buried at sea later that day. After passing the Azores, the weather markedly improved and the ship made up the delay, landing 29 passengers on schedule at Bermuda on the 21st and arriving at Kingston on the 25th.
Breaking another record for bananas, Port Kingston had 36,400 bunches in her reefers as well as 1,550 cartons of fruit when she cleared Kingston on 1 February 1906. Coming into Avonmouth on the 12th, she had put in another crossing of just over 10 days.
Sailing from Avonmouth on 24 February 1906, Port Kingston called at Bermuda on 4 March but snagged the no. 11 buoy coming into the channel, fouling one of her propellers with its anchor cable. The tug Powerful was dispatched from Hamilton with a diver, but it was not until 9:00 p.m. that evening that the obstruction was cleared and the ship obliged to anchor for the night. Proceeding to Turks Island and Kingston the following morning, Port Kingston averaged 15.5 knots to make Kingston almost on schedule on 8 March.
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| Credit: Daily Gleaner, 12 March 1906 |
During the ship's turnaround at Kingston, a tragedy befell a boating excursion in the harbour undertaken by five cadets from Port Kingston and one from Delta on 11 March 1906. Taking the ship's gig out for a sail, a squall suddenly came upon the harbour and the boat capsized. Cadet Robert D. Clinch of Port Kingston succeeded in righting the boat and being a strong swimmer, saved two of his mates over the course of two hours, but could not prevent the drowning of Cadet Sydney Wade, aged 17, who could not swim. Cadet Clinch was awarded the Silver Medal for Gallantry of the Royal Humane Society and the Merchantile Marine Service Association with the presentation held at Liverpool on 15 May.
On 9 March 1906 the Legislative Council of Jamaica gave formal permission for Port Kingston to call on each outbound trip at Bermuda but not homeward as it was feared it might delay the timely delivery of her banana cargoes. It was also stipulated Direct Line would be fined £5 for every hour in excess of 4 hours ship was is detained at Bermuda outward. It had been announced in late February that Port Kingston would, in fact, make an experimental homeward call at Bermuda on 29 April and this had to be cancelled on 24 March after the ruling.
Indicative of what was not an entirely amenable relationship between Elder Dempster and the Jamaican Government, on 17 March 1906 the Company yielded to pressure and agreed to forgo £500 of their annual subsidy from Kingston for failure to appoint six agricultural inspectors at their expense as mandated by the original contract. Governor Sir Alexander Swettenham had threatened to withhold permission for the Bermuda call or refer the matter to arbitration.
For her part, Port Kingston continued to more than fulfill her obligations to Jamaica's agricultural export trade, departing Kingston on 16 March 1906 with 35,000 bunches of bananas, 320 tons of sugar, 600 cartons of fruit and 400 tons of general cargo. On this, she was routed via Bermuda, arriving there at 3:00 p.m. on the 19th, doing the run from Kingston in just 70 hours 50 mins, but did not land or embark passengers and this was apparently done as a route proving experiment to demonstrate that a homeward call could be accommodated within the existing contract schedule.
When Port Kingston docked at Kingston on 18 April 1906 (having departed Avonmouth on the 7th), it was reported that her passengers had been thrilled to pass the 4th British Cruiser Squadron on its way home the evening before arrival at Bermuda on the 15th. It was added by the Daily Gleaner that "The passengers were all pleased with the splendid run of the vessel and the kind treatment meted out to them by the genial skipper and his assistants."
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| In 1906, Port Kingston got a new running mate, the 22-year-old Port Henderson. Credit: National Maritime Museum, Greenwich, London. |
The failure to secure the West Indies Mail Contract ended any notion of building anymore Port Kingstons. There still remained the obligations under the existing Imperial Direct contract and to give a fourth ship to the line, Elder Dempster provided an aged but storied and certainly handsome addition to the fleet.
The previously rumoured transfer of the former Beaver Line's Lake Meganic to the Direct Line was finally realised in April 1906. This would finally fulfill the contract obligations of having four ships of 5,000-grt, although her accommodation was slightly shy of the 110 First and 50 Second Class stipulation. Built by Wm. Denny & Bros., Dumbarton, back in 1884 as Arawa for Shaw Savill, the 5,115-grt, 439.5 ft. x 46 ft., single-screw 14-knot veteran already had a varied career before Elder Dempster acquired her for their Beaver Line Canadian service in 1899 but she instead went for trooping in the ensuring Boer War and finally entered the Avonmouth-St. Lawrence run in 1900. After an extensive refit at Swan Hunter & Wigham Richardson including six new boilers, complete overhaul of her triple-expansion machinery, installation of a complete refrigerating plant and fruit bins with a capacity of 37,000 bunches of bananas and largely new accommodation for 80 First Class and 47 Second "Her cabins are comfortably fitted, and the saloon, smoking room, music room and ladies room are all highly finished and very attractive. She has plenty of reserve speed and ought to be able to 15 knots easily." (Daily Gleaner 5 May 1906). Renamed Port Henderson, she indeed made 15 knots on post-refit trials.
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| The Direct Line official postcard for Port Henderson paired her with the Constant Spring Hotel. |
Initially filling-in for Port Antonio which was being overhauled and drydocked, Port Henderson inherited her 105-man crew including Capt. W.R. Rowe, and sailed from Avonmouth on 21 April 1906 and arrived at Kingston on 4 May. Northbound, she took out 31,700 bunches of bananas and 890 cartons of fruits on the 10th and reached Avonmouth on the 25th. Henceforth, the Direct Line service was held down by her, Port Kingston, Port Antonio and Port Royal.
Normally, southbound cargoes were small and inconsequential, but when Port Kingston sailed from Avonmouth on 19 May 1906 she had £20,000 in gold and silver sovereigns for Jamaican banks which were safely delivered on the 30th. When she sailed northbound on 7 June she had a large list, marking the beginning of traditional summer home visit season as well as 30,700 bunches of bananas and 630 cartons of fruit.
We understand that the result of Sir Jones's generous offer to the undergraduates of Oxford and Cambridge,contained in his letter to the "Times" of the 15th June has been to host applications from both Universities. It will remembered that the proposal embraced a voyage to Jamaica and back, putting them up at one of the Elder-Dempster Hotels ' in the island, for the inclusive charge of £l0, the whole trip to occupy about 30 days. This means a sea voyage each way of about 12 days, and six days in the island Jamaica. The first steamer to carry a party of these gentlemen will the Port Kingston, and 17 under graduates will sail in that vessel on Saturday, to be followed by parties sailing fortnightly from Bristol up to August 28th. Sir Alfred Jones's idea is to popularise the island of Jamaica, and at the same time give facilities to University men to gain knowledge Colonies.
Western Daily Press, 29 June 1906
When Port Kingston left Avonmouth on 30 June 1906, she numbered 19 university students availing themselves of the special excursion who would return 31 July. "It is a wonderful education for these young fellows to show them what the Empire means and to teach them the way of the world. They would be a long time at Oxford before they could find out what they could see in a month in the Colonies," Sir Alfred Jones was quoted in the Evening Mail 17 July. The ship's homeward crossing, beginning the 19th was well laden: "The cargo was in reality a record for an Elder Dempster boat. There were 37,000 bunches of bananas, 240 puncheons of rum, 60 tons of sugar, and 50 turtles. The last named arrived in excellent condition. It is quite a new feature of the West Indian steamers to supply these delicacies for epicurean tastes, but such care is taken of the creatures on the voyage there is little wastage." (Western Daily Press, 1 August 1906). She was delayed two hours docking at Avonmouth on the 30th waiting for sufficient water to come alongside, her 100 passengers including General Caufield commanding British Forces in the West Indies.
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| Credit: How to See Bristol (1906). |
One of her university undergraduate passengers penned an appreciative letter re. his trip to Jamaica aboard Port Kingston, published in Lloyd's List, 14 August 1906:
Gentlemen,—In reply to your letter I am pleased to tell you that I am delighted in every respect with my trip and stay in Jamaica. A pleasanter, more interesting, and more beneficial trip it would be impossible to make. Everything we could wish for on board a ship was found on the Port Kingston, and the time passed all too quickly with the various games, dances. and concerti.
A striking feature of the voyage was the universal courtesy of all the officials, from the captain downward. It was quite a common sight to see one or other of the officers explaining to a group of interested passengers the many nautical instruments.
The food (a very important item on board a ship) was excellent; the chef, with his ever varying menu, had no difficulty in suiting even the most fastidious.
The voyage was made all the more pleasant and Interesting by the steamer breaking its journey at Bermuda and Turk's Island.
Jamaica is a magnificent Island, and only needs a little more 'opening out' to Europeans for its beauties to be appreciated, when it would doubtless become one of the foremost winter resorts of the world. It is an ideal place for energetic young men, backed with some small capital in which to make headway, as there are innumerable openings for those with some slight business instinct.
Kingston itself seems to be a prosperous commercial town, quite modernised, lit by electric light, and with a fine service of electric tramways. Its hotels are new and up-to-date, especially Constant Spring and Myrtle Bank, where the accommodation and cuisine are as excellent as in any European hotel.
The climate is warm and dry, an excellent place for recuperating one's health. One is much struck by the hospitality of all on the island ; the inhabitants seem to vie with each other to make a stranger happy. "Everything connected with the trip tended to make it an ideal one, and one to be repeated.—
Believe me, yours faithfully, (Signed) "F. RICHMOND COOGAN. (Christ's College, Cambridge).
After missing one voyage to be drydocked at Cardiff, Port Kingston resumed service upon her sailing from Avonmouth on 25 August. She had aboard two gift bulls for the Governor of Jamaica, Sir Alexander Swettenham, from Sir Alfred Jones, both were shorthorns, one a dark red, called Henbury Bean, and the other a rich roan colour, named Henbury Favourite and both bred in Somerset. Among her human passengers were the last group of undergraduates from Oxford and Cambridge. She reached Kingston on 7 September. Her northbound voyage, getting underway on the 13th, took out 31,000 bunches of bananas, a record 11,900 cartons of oranges and another consignment of turtles. Port Kingston landed her mails 36 hours ahead of schedule time at Avonmouth the morning of the 25th.
The first mention of what would prove Port Kingston's most eventful and famous voyage was in the Manchester Guardian, 13 September 1906, stating that a party of 40 cotton spinners from Lancashire and Yorkshire, hosted by Sir Alfred Jones, would sail in the ship on 27 December to investigate the prospects for cotton cultivation in Jamaica and West Indies. It was expected the party would include the Duke and Duchess of Marlborough. On 21st it was further reported that the next conference of the Imperial Department of Agriculture would be held in Jamaica in January and Port Kingston, now to sail on 29 December, would call at Barbados outbound, then to Jamaica for six days and home via Barbados, that call being to take delegates from the British West Indies.
When Port Kingston sailed from Avonmouth on 6 October 1906, her 120 passengers included Lt. General Sir Robert Stewart, K.C.B., Governor of Bermuda, Lady Stewart and Lucy Playfair. "From the present outlook, it is expected that this season will be one of the largest from a passenger traffic point of view that Messrs. Elder, Dempster, and Co. have yet had from Avonmouth." (Clifton Society, 27 September 1906). She arrived at Bermuda on the 15th and Jamaica on the 18th.
On 16 October 1906 it was reported by the Royal Gazette that Elder Dempster had requested the government of Bermuda pay of a £200 subsidy per outward call at Bermuda and the House of Assembly unanimously "agreed to the option that the Colony would derive little benefit by an outward call by this steamer." In the meantime, the call continued.
Plans were finalised on 6 November 1906 for the Lancashire cotton men to sail in Port Kingston on 29 December:
COTTON GROWING IN THE WEST INDIES. AN IMPORTANT EXPEDITION. As arranged by Sir Alfred Jones, president of the British Cotton-Growing Association, projected expedition of Lancashire spinners and people interested in British cotton growing now completed, and Sir Alfred and large party will sail for the West Indies the Imperial Direct West India Royal mail steamer Port Kingston December 29. This is one of most important projects that has over been put forward for developing the West Indies provide Lancashire with British-grown cotton. It has been shown that cotton can grown there, and the bringing together of Lancashire spinners and planters out there will, it is hoped, lead to enormous possibilities.
Preston Herald, 7 November 1906
More details of the voyage were released on 17 November 1906: Port Kingston would sail from Avonmouth on 29 December and call at Barbados on 9 January to pick up Sir Daniel Morris and other officials and arrive at Jamaica on 11 January 1907 in time for Agricultural Conference. Homeward, she would depart Kingston on the 17th, calling at Barbados on the 20th en route to Avonmouth. Plans, however, for the wider ranging West Indies tour by Lancashire cotton men were in a state of flux and it was announced they had been abandoned "owing to the failure of the negotiations with the Royal Mail Steam Packet Company" for a local steamer to be placed at the disposal of representatives of the British Cotton Growing Association." (Manchester Courier and Lancashire General Advertiser, 17 November 1906). It had been planned for the group to have two days at Barbados, then proceed to St. Vincent and Antigua (two days on each), one day each at Dominca, Montserrat, St. Kitts and Nevis, returning to Barbadoes on 20 January to catch Port Kingston for home. On the 20th, it was announced that the trip would go ahead, it being arranged to have Messrs. Pickford & Black boat call at Barbados to take cotton men to the other islands.
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| On 11 December 1906 it was reported that the Mr. Winston Spencer Churchill would be among those sailing in Port Kingston. Credit: Daily Gleaner, 11 December 1906. |
1907
Cordially wish all success on your expedition. Hope it will call attention to the importance the West Indian production of cotton, sugar, and fruit, and will lead to a great increase of trade between the West Indies and the Mother Country. —Chamberlain.
telegram from Joseph Chamberlain to Sir Alfred Jones
Already her most celebrated voyage owing to her passenger list and purpose in furthering imperial trade, Port Kingston’s 21st voyage, 29 December 1906-1 February 1907, would prove even more eventful and headline making than ever supposed and managed to combined all the promise, prospects, fate and ill-fortune that attended Alfred Jones’ Imperial Direct Line.
Even though the Duke of Marlborough and Winston Churchill did not, in the end, make the trip, the party aboard was impressive enough, including, after calling at Barbados, in addition to Sir Alfred Jones, the Earl and Countess of Dudley, Mr. Arnold-Forster, Mr. A. F. Pearson, of the Colonial - Office ; Sir Thomas Hughes, of Liverpool; Sir Thomas Shann, of Manchester Howell Davies, Mr. Jesse Collings, M.P., Mr. Henniker Heaton, M.P., and Viscount Mountmorres. Sir Daniel Morris, Imperial Commissioner of the West Indian Agricultural Department, acting as the president of the conference, and Sir Ralph Moor with the ship scheduled to arrive on Friday (11 January 1907), the conference opening on Monday (14th) and re-embarking in Port Kingston Thursday (17th).
Embarking her 176 passengers on the evening of 28 December 1906, Port Kingston sailed on the high tide first thing the following morning. On this, her most important and heralded voyage, she got only as far as Barry when it was discovered that six of her firemen had deserted and had to be replaced before she could proceed, delaying her five hours.
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| Facsimile of the log for R.M.S. Port Kingston southbound voyage 21. Credit: The Cruise of the Port Kingston. |
Port Kingston passed the Azores on New Years Day 1907 and ran into rough weather on 3-6th January, before calling at Barbados on the 8th where 40 delegates for the Conference embarked, including Sir Daniel Morris KCMG, Imperial Commissioner for Agriculture, in the roadstead. Her departure at 1:38 p.m. was marred by a tragedy when, re-shipping the accommodation ladder, a heavy sea washed over it and swept Boatswain Mate James Bird into the rough sea. A life ring was thrown over the side and a boat, manned by the Chief Officer, was immediately launched, but the man was never recovered. Bird had a 12-year career in the Royal Navy and lived in Bristol, joining Port Kingston first as a seaman and promoted to quartermaster and then boatswain. The passengers got up a collection for his widow and children and the ship's sweepstakes proceeds were also devoted to the fund. The farewell dinner aboard on the 10th was understandably subdued, “the Earl of Dudley proposed the health of Sir Alfred, to whose work as an Empire-builder he paid a warm tribute. “ (Bristol Times and Mirror, 12 January 1907).
Gay with bunting, the Direct Line wharf presented a cheerful appearance yesterday morning as, at a quarter to seven o'clock, the Port Kingston quietly glided alongside her pier and was moored. The ocean greyhound had concluded an record run from Barbados, and had on board the largest and most distinguished party of guests that have ever visited these shores; and special preparations had been made to extend to them a right hearty welcome.
Daily Gleaner, 12 January 1907
The party were met at the Direct Line pier a large number of people, including many of the principal officials, professional men, merchants, and leading agriculturists of the Colony. A programme has been arranged for the delegates the local agricultural society with reference to the chief features of the conference. These include visits to several of the largest and most important properties and cultivations on the and series of lectures with on address by Sir Daniel Morris in Kingston on Monday next and the day following. The conference is likely to the most important yet held affecting the West Indies. The delegates will return the Port Kingston on Thursday.
London Evening Standard, 12 January 1907
The venue for the conference was the Myrtle Bank Hotel and the Old Mico Building in Kingston and the proceedings opened by Governor Sir James Swettenham the morning of 14 January 1907.
At 3:33 p.m. on 14 January 1907 Kingston and environs was rocked by an earthquake which devastated much of the town followed by widespread outbreaks of fire in the city and port, killing some 700 people, injuring 1,000 and leaving more than 90,000 homeless. Among the dead was Sir James Fergusson, former Governor of South Australia and New Zealand. The quake occurred just as delegates were concluding a lunch on the lawn of the Myrtle Bank Hotel overlooking the harbour and whilst caused extensive damage to the building, collapsing masonry walls in the courtyard, no one among the delegates was injured including Sir Alfred Jones who watched the building disappear in a cloud of dust. Others, including the Governor, Lord Dudley and Sir Daniel Morris were in the conference hall of the Old Mico Building and survived.
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| The earthquake damaged Myrtle Bank Hotel. Credit: Illustrated London News, 5 February 1907. |
When the fires blazed up ashore steam was ordered up. It was seen, however, that the fire would probably reach the liner first, and excited efforts were made by all hands to force the arrangements. Finally, at the last moment the steamer slowly moved off into midstream and was saved. Sir A. Jones, who was on board, ordered that every assistance should be given to the refugees.
Western Morning News 18 January 1907
The steamer Port Kingston had a narrow escape. She was lifted upon the mud by the shock, but backed off in the nick of time. Her paint was melted by the fire ashore.
Western Morning News 19 January 1907
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| Kingston burns after the earthquake with R.M.S Port Kingston (left) stuck in the mud at her berth. Credit: eBay auction photo. |
As for Port Kingston, she was at her berth, undamaged but the tsunami-like effect of the quake pulled her free of her moorings as the water in the harbour receeded and then the inward flow of water pushed her back, imbedding her bows in the mud at end of the pier. She was firmly stuck and worse, one of her boilers was cold and partially dissembled for repairs, all the while fires began to take hold in the warehouses and adjoining piers. Still a better refuge than the ruined Myrtle Bank Hotel, Sir Alfred arranged a boat to take most of the guests across the harbour to embark on the ship while all efforts to get her boilers lit while Delta and a tug worked to pull her free from the pier.
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| Pressed into service as a makeshift hospital ship, Port Kingston received hundreds of injured alongside her berth at Kingston. Credit: The Cruise of the Port Kingston. |
Many other refugees and injured from the town were taken aboard the liner which was pressed into service as a makeshift hospital ship with but the ship’s surgeon, Dr. Arthur Evans, a passenger aboard who was a nurse and steward volunteers to treat the injured, many seriously. As it happened, Dr. Evans, who had served in the Boer War as surgeon in the officer’s hospital in Pretoria, was well trained for situation, performing dozens of emergency amputations and saving scores, although 17 died aboard the ship which herself was in increasing peril from the encroaching fires ashore.
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| An emergency operation performed atop the no. 1 hatch cover, one of many by ship's surgeon Dr. Arthur Evans who saved scores of badly injured victims of the quake. Credit: The Cruise of the Port Kingston. |
The fire had started on the wharf quite near, and a fresh wind was blowing the flames towards the vessel. With no steam power available the ship seemed bound to fall victim to an enemy as deadly and irresistible as the earthquake itself.
To make matters worse, one boiler was under repair, but the crew soon restored this to temporary working order, the fires under the boiler were relighted, and not a moment was in one supreme effort to make the ship the master of her destiny. If ever Sir Alfred Jones was in danger of losing heart it was Captain Parsons gave orders for the starboard boats to be lowered, and made ready for the emergency, now so near, of leaving the ship to her fate it became necessary. Steam, however, was got up steadily, and the chief engineer soon reported that there was a sufficient accumulation of energy to move the ship. The crew were at their posts in a moment, and as the link with the shore was broken the vessel backed out into the main channel, and moved to the railways wharf, which had not caught fire.
All on board soon began to see something of the awful human sacrifice demanded by the earthquake and fire, and prompt steps to give aid were taken. Many of the injured in the streets near by were brought to the wharf, but only those cases in which there was hope of saving life were brought on board the Port Kingston. While space allowed none of these were refused. When the decks became congested with suffering people, Sir Alfred obtain the use of an adjoining wharf. Here in the open and under cover, when cover could be found, the crew improvised beds, and everyone who was able to do so joined in caring for the suffering.
Dr. Evans, the ship's doctor, worked all through Monday night. The supply of anasthetics having been lost in the chaos of the town, amputations had to be carried out under the most difficult circumstances, and with the greatest pain to those operated on. Sheets and pillow cases belonging to the ship were torn up to make bandages, and the ship's stored, medical and other, were similarly requesitioned. Everything in the possession of Messrs. Elder, Dempster, and Co. was called into use to relieve the overwhelmingly scene of distress.
Bristol Times and Mirror, 26 January 1907
Another press account added that “"The deck of the Port Kingston resembled a shambles, and the cabins were full of the dying and dead. The only surgeon was the ship's doctor, Evans, who was busy with amputations from five in the evening until four the next morning, using the main companionway as an operating room.”
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| A dramatic scene of the injured being treated aboard Port Kingston with the Captain and Sir Alfred Jones on deck. Credit: The Graphic 16 February 1907. |
Finally, Port Kingston was pulled free by 7:00 p.m. and first anchored half a mile out into the harbour and then moved to the undamaged Railway Pier when the fires were control and it was not endangered. In all, three passengers (staying at the Myrtle Bank Hotel) and five crew of Port Kingston perished in the earthquake ashore and 17 injured refugees died of their wounds aboard ship.
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| Port Kingston at sea soon after sailing from Kingston. Credit: The Cruise of the Port Kingston. |
Port Kingston sailed from Kingston at 4:00 p.m. on 18 January 1907 and despite the devastation and upheaval in the wake of the earthquake, still took away a good cargo of 25,750 bunches of bananas and 1,560 cartons of fruit. She called at Barbados 21-22nd and headed for Avonmouth, her arrival and that of her important passengers and many stories to tell and rumours to refute, made it her most anticipated homecoming.
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| Facsimile of the log of R.M.S. Port Kingston's homeward voyage. Credit: The Cruise of the Port Kingston. |
We are officially informed that the Elder-Dempster steamer Port Kingston, from Kingston, Jamaica, passed Lundy Island at midnight, and therefore reaches Avonmouth on this morning's tide. The Port Kingston's arrival from Jamaica aroused so much interest that one of the waiting company was moved to ask if ever a vessel was more eagerly looked for?
Western Daily Press, 1 February 1907
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| Port Kingston coming into Avonmouth. Credit: Bristol Archives. |
AMERICAN REFUGEES' ATTACK ON SIR ALFRED JONES. A number of American refugees from Jamaica have arrived New York the Prinz Friedrich, and some of them, on being questioned by newspaper reporters, have a great deal to say in condemnation what called the "inactivity and utter inefficiency" of the British authorities after the earthquake. They are particularly loud in their condemnation everything connected v. the steamship Port Kingston. That vessel, they say. chartered by Sir Alfred Jones, put ashore men and women seeking shelter on board of her, and the request cf women to sleep on the decks was refused uncivilly. Further, the Port Kingston on the day following the earthquake put ashore the wounded, and left them on the railway wharf until they were attended by the naval authorities. Another story is that Captain Parsons, of the Port Kingston, refused to furnish food to a party of Germans, among them Captain of the Hamburg American Company.
Gloucester Citizen, 24 January 1907
As a rather trivial coda to a true tragedy for Kingston, Jamaica and those who lived there, there arose an extraordinary and in the end tempest in the proverbial teapot that came to be called "The Kingston Incident" which said more about Anglo-American relations at the time than the devastation and death of a major earthquake.
When learning of the earthquake, U.S. Navy Rear-Admiral Charles H. Davis, Jr. immediately dispatched the destroyer U.S.S. Whipple with a party of Marines followed by the battleships U.S.S. Indiana and Missouri laden with medicine and supplies from the U.S. Navy base at Guantanamo Bay, Cuba. Upon arrival in Kingston, Gov. Swettenham, clearly overwhelmed by the quake, rather curtly and inexplicably refused permission for them to land. This caused enormous offense in the United States as well as some who said it was grandstanding by the Americans in the face of a disaster. In the end, it the matter of poor chosen words at a difficult time.
In addition, American tourists returning to New York on 21 January 1907 from Kingston in the German liner Prinz Friedrich asserted they had been refused aid by Captain Parsons of Port Kingston. Most of the allegations, including bitter personal attacks on Alfred Jones, came from a Mr. Chambers M. Craig and it was later surmised he had a personal vendetta against the Elder Dempster Chairman especially when the press in America and England was soon flooded with official testimonials as to the enormous efforts made by Jones, his company and the officers and crew of Port Kingston to succor the injured and provide refuge aboard for those in true need of it. As for Gov. Swettenham, he was obliged to write an apology to Rear Admiral Davis and resigned his position forthwith. The unfortunate Chambers M. Craig later committed suicide.
As if to put the record straight, a passenger aboard Port Kingston, W. Ralph Hall Crane, wrote a major book on the cruise, the earthquake and a general history of Jamaica entitled The Cruise of The Port Kingston which was published in 1908. This included photographs taken aboard and around the vessel in the wake of the quake and dispelled many of the lingering rumours and accusations against Sir Alfred Jones and Gov. Swettenham.
When Port Kingston sailed from Kingston on 9 February 1907, she was commanded by Capt. Little, R.N.R., who replaced Capt. Parsons. She reached Kingston on the 23rd after "a very rough voyage" and sailed north on the 28th.
The heroine of the ship's earthquake experience, Nurse Sarah Cross, Middlesex Hospital, was officially commended on 22 March 1907 for: "Her fortitude and noble devotion signally rebound to the honour of the nursing profession and of British womanhood."
With the retirement off Governor Sir Alexander Swettenham, his replacement, Sydney Oliver, C.M.G., sailed in Port Kingston on 4 May 1907. She had rough weather all the way to Bermuda. At Turk's Island a delegation left by the Commissioner went aboard to greet the new Governor. The arrival at Kingston on the 16th:
The Kingston soon nosed her way out of the channel, and the Direct Line wharf came into view a line of flags floating in the breeze wafted the first welcome from the shore. On the wharf were a number of well known citizens and a guard of honour from the West Indies in their picturesque uniform added a touch of colour to the scene.
The ship came up into the teeth of a pretty stiff breeze, and as the Governor wanted to land as soon as possible, she was eased up to the head of the pier. Then, led by Mr. Haggart, three hearty cheers rang out for Mr. Oliver. They echoed and reverberated among the broken buildings that stretched all around.
Daily Gleaner, 17 May 1907
Whilst the earthquake had devastated Kingston and all but ended the tourist trade, it had no impact on the vital banana and fruit exports. So when Port Kingston left on 23 May 1907, she had a near record 37,500 bunches of bananas and 130 passengers (mainly locals bound for summer visits in England) aboard. She arrived at Avonmouth on 4 June.
Work on rebuilding the tourist hotels at Kingston was slow. For the winter season 1906-07, the eastern wing of the badly damaged Constant Spring Hotel was reopened for guests. On 10 June 1907, some six months after the earthquake, it was reported by the Daily Gleaner that work, costing £2,000-3,000 to expand and rebuild the Constant Spring Hotel had begun, including the restoration of its landmark center hall and instead of being built of stone, would be recreated in concrete, and the tower restored. The cost was entirely borne by Elder Dempster, "the government having refused to do the work at their own expense." The Myrtle Bank Hotel, however, did not re-open until it was rebuilt in 1918.
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| Direct Line advertisement, 1907. |
The ship continued to figure in the imperial comings and goings of The British Empire and when she sailed from Avonmouth on 15 June 1907, she had aboard the new Governor of Bermuda, Lt. General J. Wodehouse, C.B., C.M.G. "Arriving at Bermuda at daylight on Monday last [24th] the Governor of Bermuda was landed with the all the pomp and ceremony attendant with his rank." (Daily Gleaner). The retiring Governor Stuart embarked that same day in Bermudian for New York and home. Upon arrival at Kingston on the 27th, the Daily Gleaner reported: "… fine weather marked the entire passage. As is customary on the Direct Line steamers when the weather is fair, the voyage from beginning to end was one round of amusement. The genial skipper, Captain Owen Jones, and his officers spared no effort in entertaining the passengers and dances, sports, concerts, etc., were the order of the day. The passengers were all delighted with the treatment they received and the happy time they spent on the Kingston will be ever fresh in their memories." The banana trade remained buoyant and on 4 July the ship sailed with with 42,100 bunches in her cooling chambers.
When Port Kingston left Avonmouth on 27 July 1907 with over 160 aboard, the Bristol Times and Mirror commented "it is gratifying to know that the island is just as popular as ever." A comparable list was embarked on 2 December, 120 coming up from London by special train and 20 booked for Bermuda. "The Port Kingston had a fairly good cargo, made-up largely of Christmas parcels, and the mail was the heaviest that has ever been dispatched by this line. There were 95 cases of parcels post and 1226 sacks of mails for Jamaica and Bermuda. Though the damage done to Kingston by the earthquake had not been made good, something has been done in that direction. The Constant Springs Hotel, for example, has been restored, and a letter has received by a lady who sailed in Port Kingston on her previous journey to say the hotel is as comfortable as ever. The other hotel belonging to the company-- the Myrtle Bank-- has not yet been rebuilt." (Western Daily Press 2 December 1907).
1908
If the earthquake wasn't bad enough, there was drought in Jamaica with almost no rain during the rainy season (May) and very little in October which was disasterous for the banana plantations. It will take up to six months of normal weather with the usual rains to bring the crops back. Only a small area under irrigation near Kingston producing a crop. American owned growers in north of island are even worse and have laid up some of their ships.
Bristol Times and Mirror 6 January 1908
The invasion of Avonmouth yesterday by a crowd of black soldiers, their wives, parrots, and monkeys, recalled an old-time feature in Bristol trading. These men bad received their military training in the West Indies, had been for some time doing duly the West Coast of Africa, and were returning home via this port. They arrived at Plymouth from the. West Coast, and an early hour this morning will sail on the Port Kingston for their own country. It is not often in the twentieth century that Bristol serves as a link between tropical portions of the Empire separated by the broad Atlantic. Once it was a common practice for Bristol to load with local manufactures for the West Coast, to proceed thence to Jamaica or other islands in the Caribbean. and return to this port with sugar and West Indian products. The conditions of this old triangular voyage belong to the past, and one wishes revive them; but is there any good reason why West African trade should considered outside the scope of Bristol's activities? The city’s manufactures are so varied that a large variety of African wants could be met, and many imported products utilised in city factories. The hardware merchants of Birmingham are being shown that Bristol is a convenient port of shipment. They are realising the advantages reaching Canada, Jamaica, and Continental cities from Avonmouth, and it probable that a considerable West African business might be done with the Midlands if regular service were available.
Western Daily Press 11 January 1908
Starting in the New Year, Port Kingston expanded her imperial duties by carrying, on occasion, troops, especially those of the West India Brigade. This saw her depart Avonmouth on 11 January 1908 with the largest compliment of passengers, civilian and military carried by the Direct Line steamer. In addition to a capacity of 250 saloon passengers, many of who were destined for Bermuda, and a draft of 140 troops, commanded by Lt. C.S. Graham, of the West India Brigade who were being transferred from Sierra Leone to Jamaica. They sailed from Freetown to Plymouth in R.M.S. Biafra of Elder Dempster and then a special train by GWR from there to Avonmouth. For her civilian passengers, two special passenger trains were run the evening of the 10th, the London train departing Paddington at 6:25 p.m. and the passengers embarked and enjoying a late supper aboard by 9:30 p.m. After taking on the outward mails, Port Kingston sailed on the morning high tide the next day.
The troop deck, for which a portion of the forward cargo deck has been taken, is fitted up in the orthodox manner, and under the supervision of the Admiralty-- mess tables, hammock fitting, arm racks, etc., all being part of the requirement necessary for the carriage of large drafts of troops. The welfare and comfort of the men is no important in the eyes of Messrs. Elder, Dempster, and Co. than that of the occupiers of the luxurious suites with which the Port Kingston is provided.
Bristol Times and Mirror, 10 January 1908
In February 1908 the Bermuda House of Assembly took up the Elder Dempster Steam Service Bill which would pay the line £100 for each outward voyage calling at Bermuda. The bill was passed with the subsidy lasting for three years.
On her southbound voyage beginning 22 February 1908, Port Kingston had two days of a strong northerly gale, then fine weather to Bermuda but it so rough off Turk's Island that she could not land any cargo there. She docked at Kingston on 5 March. On her return trip, commencing on the 12, she had only 3,500 bunches of bananas but 1,600 cartons of fruit in her hold and reached Avonmouth on the 23rd.
Carrying one of her largest ever cargoes, Port Kingston cleared Kingston on 23 April 1908 with 44,700 bunches of bananas, 930 boxes of fruit, 600 puncheons of rum, 200 bags of cocoa, 1,900 bags of sugar and 180 barrels of honey. Among her 130 passengers were Sir Sidney Oliver, Governor of Jamaica, Lady Oliver, two daughters and his brother Rev. G.K. Oliver. The ship was expected to arrive on the morning tide on 5 May, but strong head winds delayed her arrival. Missing the tide, she had to anchor in Kingroad. As it was passengers had to wait four hours aboard as there was not sufficient water for the tug boats to make Avonmouth and land them. The Governor and family were back aboard Port Kingston for her return voyage on the 16th.
Cargo carryings remained fulsome, Port Kingston's bill of lading northbound on 4 June 1908 comprising 44,200 bunches of bananas, 1,100 boxes of fruit, 840 puncheons of rum, 300 tons of wood, 60 tons of sugar and 24 live turtles. Her 130 passengers included the Jamaica rifle team for the Bisley sharpshooting competition. and 40 who had embarked in Bermuda and enjoyed a week's stay in Kingston en route to England. She arrived at Avonmouth on the 17th. Her next sailing from Kingston on 16 July saw her laden with 44,900 bunches of bananas and 1,860 cartons of fruit.
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| R.M.S. Port Kingston at Avonmouth. Credit: City of Bristol Archives. |
Saturday morning saw the departure from the Royal Edward Dock, Avonmouth, of the smartest steamer trading to the Bristol Channel. The Port Kingston, of the Imperial Direct West India Mail Service, is undoubtedly the queen of the palatial ocean steamers of her size, and, indeed, we doubt very much if better comfort can be obtained on the largest liners afloat. Her popularity is proved by the increasing numbers of passengers she is carrying to and from Jamaica and Bermuda all the year round, and it is shows that she is built on liners which are as nearly as perfect as can be for both cold and tropical weather which she encounters on her voyages between the Mother Country and Jamaica.
Bristol Times and Mirror, 10 August 1908
The second liner (the first being CPR's Montcalm) to sail from the newly opened Royal Edward Dock, Port Kingston on 8 August 1908 numbered among her 128 passengers Bristol's Lord Mayor, Sir E.B. James and Lady James, accompanied by their daughter and two sons, Mr. Popham Lobb going to Bermuda to take up the post of Colonial Secretary there and Mr. & Mrs. Swan of Swan, Hunter and Wigham Richardson. Bermuda was reached on 17th and Kingston on the 20th. The Lord Mayor and family returned aboard Port Kingston, sailing on the 27th and arriving Avonmouth on 8 September. She missed a voyage for annual overhaul, making her last use of the dry dock at Cardiff with the new Royal Edward Graving Dock at Avonmouth due to be opened on 8 November.
The demand for a larger and more up-to-date vessel for the coastal service has produced the new steamer Jamaica which has been specially built for the service. She is faster and twice as large as the Delta, providing excellent passenger accommodation. It is said that the Jamaica will be trips to Cuba in the tourist season but nothing has been definitely arranged as yet.
Daily Gleaner, 29 October 1908
In the last investment in the Direct Line, a replacement for Delta on the Jamaica coastal run was ordered from W. Harkess & Sons, Middlesbrough. Modelled after Elder Dempster's Niger-class feeder ships for the West African coast, the trim 1,138 grt, 220 ft. x 34 ft., single-screw, triple-expansion-engined vessel was good for 12 knots and had passenger accommodation for 44 First Class and 20 Second Class. Christened Jamaica on 11 August 1908, and completed in October, she made 12.5 knots on trials. She sailed from Avonmouth on her delivery voyage on 7 October to Kingston, arriving there on the 29th. Upon arrival, Capt. Howell and the crew of Jamaica switched over to Delta (which arrived from her final coastal voyage on the 16th) to take her back to England whilst Capt. Westcott and crew took their places aboard Jamaica. She sailed on her maiden voyage to north coast ports 5-13 November. Delta arrived Avonmouth on 11 December and went on the West African coast run.
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| Jamaica in the Gatun Locks, Panama Canal in the service of the Pacific Steam Navigation Co. 1914-18. Credit: Ships Nostalgia. |
A passenger who took Jamaica on one of her north coast voyages, wrote: "The Jamaica has a number of well appointed cabins, a commodious dining room furnished in oak and mahogany, and a comfortable smoke room and lounge, with a cuisine and attendance equal to any hotel afloat. One of the pleasurable parts of the trip is the time passengers can have to go ashore at different ports, and so see the various towns en route." (Daily Gleaner 11 August 1909). Ports of call included Alligator Pond, Black River, Lucea, Montego Bay and Savanna la Mar and with the much improved accommodation, the voyage was an increasingly popular tourist add-on to the round voyage in one of the mailships.
Returning to service with her 31 October 1908 sailing from Avonmouth, Port Kingston had aboard Lt. General Walker Kitchener, C.B., the new Governor General of Bermuda. Encountering strong gales and head winds from 5 November onwards, she was five hours late reaching Bermuda on the 9th.
The Port Kingston was somewhat later than usual in arriving at Grassy Bay; but the day was gloriously fine and the crowd bore the delay, and the increasing heat as the sun climbed up, with great good humour. Front Street was gaily decorated with flags and bunting while conspicuous aloft on the new Corporation flagstaff floated the City colours.
As the Port Kingston with his excellent on board passed St. George's a salute of seventeen guns was fired. On arrival at Grassy Bay the ship was met by the Lord Kitchener with the general staff and Colonial Secretary on board. His Excellency at once embarked on the steam pinnance which immediately proceeded to Hamilton. On his landing at the club steps shortly after noon a salute of 17 guns was fired from Fort Hamilton and his His Excellency was received with a general salute by a guard of honour of one hundred men of the D.C.L.I., while the band of the regiment played the introductory bars of the National Anthem.
Royal Gazette, 10 November 1908
Port Kingston arrived Kingston at 2:00 p.m. on Christmas Day, late owing to bad weather. "The steamer was dressed in flags and bunting from stem to stern, and there were also decorations on the Direct line wharf." (Daily Gleaner, 28 December 1908). Leaving Avonmouth on 12 December, she encountered moderate gales with high head seas and swells all the way to Bermuda. "The dinner adieu on Xmas Even marked the close of a most enjoyable time bad weather not withstanding." Sir Henry Blake, the former Governor General of Jamaica (1888-1898), and Lady Drake were among the passengers. Port Kingston sailed for Avonmouth on New Years Eve.
1909
Port Kingston arrived Avonmouth on 12 January 1909, the 50 passengers aboard including Sir Charles Prestwood Lucas, K.C.M.G., C.B., Assistant Under Secretary of State at the Colonial Office who had been on holiday in Jamaica. "Sir Charles spoke in the highest terms of the Port Kingston, her officers, and all those concerned in the comfort of the passengers. He said he had had a most delightful voyage, and thoroughly recommended the trip to all in search of an enjoyable holiday under the pleasantest conditions." (Western Daily Press, 13 January 1909). It was announced that day that Elder Dempster were carrying, free of charge for 12 months all shipments of cotton and cotton seed from Jamaica to Avonmouth to encourage cotton growing on the island. In addition to 29,000 bunches of bananas, she had 59 turtles aboard:
Large Cargo of Turtles. Fifty-nine live turtles, all full grown, wore landed at Avonmouth on Tuesday by the steamship Port Kingston on its arrival from Jamaica. This is the largest consignment ever landed at the port. Six turtles died on the voyage, extremely small number for a winter ocean passage. In summer the turtles are carried in open boxes on deck, but this voyage the animals were accommodated in the hold. The turtles were at once placed in railway trucks for conveyance to London at the earliest moment. The agent of the consignee said that turtles had never been landed in such fine condition at this time of the year.
Lake's Falmouth Packet & Cornwall Advertiser, 15 January 1909
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| Credit: Daily Gleaner, 10 March 1909 |
On 9 March 1909 the Legislative Council of Jamaica received a formal request from Elder Dempster to permit Port Kingston to call at Bermuda on her homeward voyage. This had, it will be recalled, been refused in March 1906. The Colonial Office in London supported the idea to give direct link between Jamaica and Bermuda as well as a direct route from Britain without going via New York. It was stated that it would not effect the fruit delivery as the ship had reserve speed to maintain original schedule. This was approved on the 12th. Elder Dempster requested Bermuda Government pay £200 per round trip call or £1,600 for eight round trips or £1,800 for nine. The homeward call would be every six weeks, the ship arriving at Bermuda four days after leaving Kingston
Port Kingston docked at Avonmouth on 7 April 1909 "with what is regarded as the largest cargo she has ever carried. This included 750 puncheons of rum, 37,000 bananas, and over 800 tons of general goods." (Bristol Times and Mirror, 8 April 1909). and 96 passengers. The voyage was marred by the accidental death of storekeeper Robert Bedingfield, aged 31, who fell down a companionway and hit his head on a bulkhead. He died two days in later in the ships hospital.
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| Advertisement for Port Kingston's first sailing from Bermuda to Britain, 10 Mary 1909. Credit: Royal Gazette, 13 April 1909. |
On 17 April 1909 Port Kingston sailed from Avonmouth on her first voyage which would include a homeward call at Bermuda. Calling there southbound on the 26th and arriving at Kingston on the 30th, she departed on 5 May with 150 passengers, 45,234 bunches of bananas and 1,000 puncheons of rum, the largest yet carried in a single vessel. She called at Bermuda on the 10th where she embarked another 45 passengers and the first cargo for Britain, 350 crates of Bermuda onions. Port Kingston arrived at Avonmouth on the 19th.
On her second homeward voyage from Bermuda, Port Kingston embarked Governor Lt. General Sir Walter Kitchener, KCB, along with with 52 First and 15 Second Class passengers on 21 June 1909. "After a wonderfully smooth passage" (Bristol Times and Mirror, 3 July 1909) she reached Avonmouth on 1 July with over 200 passengers and 40,000 bunches of bananas.
Still trying to diversify its passenger traffic, the Direct Line began to send the new Jamaica on periodic voyages from Kingston to Cuba (Havana or Santiago de Cuba). This was publicised in the Liverpool Journal of Commerce: "The trips organised by the Imperial Direct West India Mail Service consist of a voyage taken by the splendid new de luxe steamer Jamaica, which leaves on Saturday morning and in arrives in Cuba in time for dinner on Saturday evening. A visit to the Theatre in Santiago de Cuba follows, and on the following day service may be attended at the grand Cathedral in that exceedingly remarkable town. On Monday morning the steamer leaves for Jamaica, arriving there the same night, after a trip which in variety and interest could be scarcely be excelled all the world over." This service was operated in the summer months with the first sailing being on 11 July 1909 to Havana to facilitate drydocking there but most succeeding trips were to Santiago de Cuba.
Another fine passage was enjoyed aboard Port Kingston from Avonmouth on 10 July 1909, calling at Bermida and arriving at Kingston on the 23rd with only three days of poor weather. The Daily Gleaner of 24 July published the results of the games and sports competition held on board organised by the Sport Committee (President Capt. Owen Jones), Chairman Col. Chapman and Secretary W.R. Durie):
Tuesday, July 15th
Chalking the Pig's Eye: 1st, Miss Lindsey Renton; 2nd Master H. Marsh
Boys Handicap Race: 1st. Master Atkin
Girls Handicap Race: 1st. Miss Gladys Marsh
Thread Needle Race: Mr. Shorrock and Miss Clark.
Marathon Race: 1st. Mr. Waddington; 2nd. Mr. Oliver
Wednesday, July 16th
Potato Race, (Boys); Master Atkin. (Girls); Miss M. Clark. (Gents); Mr. Lindsay Renton. (Ladies); Miss H. Phang.
Progressive Whist: Mr. Oliver
Thursday, July 17th
Cigarette Race: Mr. F. Abrahams and Miss DePass
Are You There Race: Mr. Valentine
Tug-of-War: (Married vs. Single); Married
Friday, July 18th
Egg and Spoon Race (Boys) Master W. Clark; (Girls) Miss G. Dunn
Veterans Race: Mr. Ross
Bun Eating Contest for boys: Mr. Atkin
Saturday, July 19th
Bull Board Final: Mr. Wells Durant
Deck Quoits: Dr. Morton and Mr. Baylis
Coming in from the West Middle Rock, after tending the buoys there, the wrecking steamer Premier (Capt. Robins) ran into Port Kingston lying at the Direct Line pier at Kingston on the morning of 24 July 1909. She was coming into moor ahead of the liner with too much way on and smashed alongside Port Kingston, "she recoiled and shivered, and came to an abrupt standstill without doing much damage to the Port Kingston. On examination it was found that two plates of the big boat were slightly bents, whilst the Premier had stern turned in from the water line up. Her bow plates were all buckled and bent, and she was completely hors de combat." (The Daily Gleaner, 26 July 1909). Premier left for Havana for repairs while the bent stern plates of Port Kingston were repaired upon arrival at Bristol, sailing on the 29th and arriving on 11 August.
With both the Governors of Bermuda (Gen. Kitchener) and Jamaica (Sir Sydney Oliver) aboard, Port Kingston sailed from Avonmouth on 21 August 1909. After making a "splendid run in fine weather," Bermuda was reached on the 30th.
We embarked on board the Port Kingston some four hours later and sailed at eight o'clock the following morning. The vessel was honoured by the presence of two Colonial Governors-- His Excellency Sir Sidney Oliver, K.C.M.G., (Governor of Jamaica), being a saloon passenger. So much has been written and said of the sea-going qualities of the good ship Port Kingston-- of the excellence of her appointments and passenger accommodation, the high standard of the cuisine provided, and the untiring efforts made by her officers to ensure the comfort and convenience of passengers that there is little if anything to add. It may suffice to say that for a trip from Bermuda to England offers unrivalled accommodation. It is true that she only averaged about thirteen knots on the voyage which ended for Bermudians yesterday, but when it is required of her she can reel off nineteen. The fact that the vessel is not equipped with wireless was subject of smoke room talk the first night out from England. Here were two distinguished governors on board who in the course of a day or two would be a thousand miles or so from anywhere. In the meantime there might rebellion in Jamaica or an insurrection in Bermuda and these two gentlemen would not be one penny the wiser. Anything might happen. War might break out with Germany, the Port Kingston captured, and a brace of British Governors not to speak of several well known and respected Bermuda M.C.P.s bagged and held as hostages. From our view point this lack of wireless communication is a serious defect in the internal economy of the Port Kingston and should be remedied as soon as possible.
August 30 "A Passenger"
Royal Gazette, 31 August 1909
Shortly before 7 o'clock yesterday morning the Imperial Direct West India Mail Service str. Port Kingston steamed up the harbour decked from stem to stem with flags in honour of His Excellency the Governor who was returning on the vessel from England.
Daily Gleaner, 4 September 1909
Heavy rain showers punctuated the run to Turks Islands which were reached in a heavy thunderstorm. On 3 September 1909, Port Kingston arrived at Kingston the Governor General aboard and met by a guard of honour by the Constabulary and its band. "The merchants of the city have decided to turn out in full force at the wharf to meet his Excellency and to accord him a hearty welcome back to the Colony after his short holiday." (Daily Cleaner, 3 September 1909).
Port Kingston left Kingston 9 September 1909, when she called at Bermuda on the 13th she flew for the first time the Red Ensign courtesy flag with the Bermuda coat of arms. She arrived at Avonmouth on the 21st.
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| R.M.S. Port Kingston photographed 12 October 1909 en route from Bermuda to Turks Island. Credit: Bristol City Archives. |
Reprising her troop carrying duties, six NCOs and the men of 2nd West India Regiment landed at Plymouth from the Elder Dempster liner Nigeria from Freetown, Sierra Leone, on 30 September 1909 and entrained for Avonmouth to embark Port Kingston for Kingston, departing on 2 October. Commissioner F.H. Watkins and Mrs. Watkins of the Turks Island were also aboard. The ship arrived at Hamilton on the 11th, slightly delayed coming into Grassy Bay owing to rough seas and through passengers were disappointed not being to go ashore during the shortened call, the ship sailing at 2:00 p.m. for the Turks Island. She landed over 100 passengers at Bermuda. She reached Kingston on the 15th, departing for Avonmouth on the 21st and arriving on on 4 November.
When Port Kingston sailed from Kingston on 2 December 1909, she had aboard the crews of three vessels recently shipwrecked in gales in West Indies; the British barque Carpasian wrecked off Oracabessa Island, a Swedish barque which went ashore at Morant Point, Jamaica, and the Norwegian vessel Westland which was wrecked on Jamaica's north coast. Offering a rather less eventful voyage, Port Kingston arrived safely and on schedule at Avonmouth on the 15th.
The entire shipping community mourns the death of Sir Alfred Jones, who passed away last night from heart failure. Various premonitory symptoms had heralded the close of a life of unexampled vigour. Nevertheless, it comes with something like a shock to learn that this great shipowner is no more. It has been said that Sir Alfred Jones was the most remarkable personality in the shipping trade of our time. This is a great claim, but we think it will be ungrudgingly conceded. With no sort of disrespect for any other of the great shipowners of the Victorian era, it may be said that for many-sidedness, for unflagging energy, for passionate devotion to the claims and chances of Empire, he stood without a rival.
Lloyd's List, 14 December 1909
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| Credit: Illustrated London News, 18 December 1909 |
The year and an era ended with the passing, on 13 December 1909, of Sir Alfred Lewis Jones, KCMG. There would be never another British shipowner or imperialist of his stature or global importance in so many fields of endeavor, well beyond shipping. The Imperial Direct West Indies Mail was just but one of his enterprises but in the last decade of the life of Britain's Banana King, his greatest passion and poignantly fitting that it would not long survive him.
Sir Alfred Jones died in December, 1909, deeply regretted by all who were privileged to enjoy his acquaintance. His great Imperial work in the direction of the foundation of the Liverpool School of Tropical Medicine and the British Cotton Growing Association is too well known and appreciated to require any encomium in these pages; and if the Jamaica direct steamship service did not realise all the expectations which were formed of it, it must not be forgotten that it was Sir Alfred Jones who made Jamaica more talked of than any other colony in the West Indies. Thanks to the publicity which he gave to the colony in a variety of ways, the West Indies became “Jamaica” in the mind of the man in the street. Further, he successfully demonstrated that bananas could be brought from the far-away tropical islands and profitably marketed in Great Britain. In gauging the results of his connection with Jamaica, it must not be overlooked that during a period of eight years he experienced a cyclone, an earthquake, and a drought. Shortly before his death he told the author that it only required a fire to fill his cup of bitterness to the full.
The British West Indies: Their History, Resources and Progress
1910
On her first voyage of the New Year and a post-Jones era for Elder Dempster, Port Kingston cleared Avonmouth on Boxing Day 1909. She ran into a succession of gales which raged for the first seven days. Making up some of the lost time by doing the passage from Turk's Island to Kingston in 26 hours, Port Kingston did not dock until 5:00 p.m. on 7 January 1910.
Rumours swirled as to the eventual purchaser of the vast Jones Empire, but it was desire of the executor of Jones' myriad and privately held companies that they should be sold as one entity. Despite a swirl of rumours that American or German interests might acquire it, on 27 January 1910 the Liverpool Echo assured its readers that Elder Dempster would "continue as a Liverpool concern." On 9 February it was announced that Lord Pirrie (already Chairman of the African Steamship Co.) and Sir Owen Cosby Philipps of Royal Mail had purchased the company.It was perhaps ironic that Philipps who had done so much to ensure that Jones would not secure the West Indies mail contract would now assume control of his holdings and got a rather a bargain, paying the Jones estate £500,000 (£200,000 cash and the rest in shares) for 109 ships totalling 300,000 grt. The new company, Elder, Dempster & Co. Ltd., was formed on 31 March and ownership and operation of the Imperial Direct West Indies Mail and their five ships passed to the new organisation. Not included in the sale was Elders & Fyffes which passed now entirely to United Fruit Co., but maintained its identity, ships and services. After a decade, the West Indian banana was definitively a fixture on the British table as much as it was controlled by the Americans.
Without its proud and patient father, the Imperial Direct West India was truly an unwanted orphan on Owen Philipps’ doorstep. Not only was it the only one of the six lines comprising Elder Dempster to show a loss (as it had from its inception), but its specialised single product from one source and with little prospect of a renewal of its contract, made it a bad fit for Royal Mail especially when the Elders & Fyffes fleet, now at a dozen ships, and with the limitless resources of United Fruit behind it, had assumed complete dominance even of the Jamaica-UK trade.
Facing an uncertain future, Direct Line continued as before and when Port Kingston left Kingston on 24 February 1910 she took away 23,000 bunches of bananas, the best consignment in some time as the Jamaica crop began to recover from the effects of recent storms. She arrived at Avonmouth on 9 March.
Enjoying fine weather all the way from Avonmouth, 19 March 1910 to Kingston, Port Kingston's Capt. Jones told reporters "It is one of the finest passages I have ever had" upon arrival on 1 April. The voyage was marred, however, when a seaman fell from a mast on the 29th and died from his injuries and buried at sea the following day.
Arriving from Kingston and Hamilton on 20 April 1910 with 150 passengers, Port Kingston inaugurated the new passenger station at Royal Edward Dock, Avonmouth. This enabled passengers, baggage and mails to be landed at the lock entrance with direct access to baggage room and railway station to board or alight from the GWR boat trains to Bristol Temple Meads or London Paddington.
The event, although interesting, and indeed important, was unmarked by formal ceremony. In the earliest hours of the morn, before the grey rain laden clouds had been pierced the light of dawn, the Port Kingston, from Jamaica, had passed into the lock of the Royal Edward Dock, and had been moored in such position that her passengers were able land and pass under the covered way right into the station, where the special tram was waiting complete the journey which the fine steamship of the Elder. Dempster line had well sped.
Western Daily Press, 21 April 1910
After landing her passengers, Port Kingston was moved to her usual berth to unload her cargo of 32,000 bunches of bananas, 885 puncheons of rum, 420 packages of coffee, 430 packages of honey, 3,446 bags of sugar and 500 packages of ginger
With the Direct Line subsidy set to expire in January 1911, by May 1910 it seemed unlikely it would be renewed. Truth to tell, the Jamaica planters had taken the service for granted and had adopted a rather peevish attitude when Elder Dempster sourced their banana supplies via United Fruit's existing plantations. Then, too, was the blithe assumption that the company had somehow not lived up to the terms of the contract in building three new ships, but only one, Port Kingston, to which it was countered that Port Royal and Port Antonio were, in fact, newbuildings and of the size, speed and capacity demanded under the contract provisions. Elder Dempster, at least under the old management, stated it would proceed with building two more Port Kingston-class ships if renewal of the contract was in the offing. For its part, the Home Government having gotten out of the original contract its chief aim of establishing a viable British import market for Jamaican bananas, was content with renegotiating the contract solely on a mails carried basis or annual payment of just £8,000.
Now that Sir Owen Philipps has let the world into the secret of the loss sustained by Sir Alfred Jones in running the Jamaican service the silly people who have; been always talking of the profits made by the Elder Dempster Line in that service owing to the subsidy of £40,000 granted by the Governments of this country and Jamaica will surely be silenced.
Liverpool Journal of Commerce, 28 May 1910
Upon the acquisition of Elder Dempster, the new Philipps/Pirrie management appreciated just how much Sir Alfred Jones had invested in the Direct Line venture both emotionally and financially. At best, the profits were meagre and especially after the 1907 earthquake, the tourist trade for which Port Kingston had largely been designed and built for, simply had not developed as hoped. The passage time between England and Jamaica was simply too long for many and with but one steamer of her speed, the service was unbalanced. Now, with one of its hotels destroyed and other being rebuilt, there was no place to put any more prospective travellers. Now deprived, too, of its creator and champion, the Direct Line was seen in the cold light of the ledger books by the new Royal Mail management, the only money losing enterprise in the vast and varied E-D holdings and unsustainable especially in the absence of a subsidy.
The Liverpool Journal of Commerce in an article on the Jamaican subsidy, considers that after Sir Owen Phillips has let the world into the secret of the sustained Sir Alfred Jones running the Jamaican service, those people who have been always talking of the profits made by the Elder Dempster line in that service, owing to the subsidy £40,000 granted the Governments of this country and Jamaica will silenced. “When ship owners build vessels at the style the Port Kingston." the writer the article continued, and ran a fast direct service with that and other splendid boats to and from British colony in with one of the best equipped steamship lines in the world, the chances of success from a money point view are exceedingly meagre, and though Sir Alfred Jones knew this, and never disguised his knowledge from his friends, his enterprise and patriotism were such that had no hesitation whatever in starting the venture, and when appealed to by Mr. Chamberlain to help the West Indies, nobly responded, and incurred the risk and certain loss. For doing this Sir Alfred Jones only met with insult, even in the West Indies themselves, and as soon opportunity occurred for renewing the contract the Direct Line was treated as it were and entire stranger, and tenders were again asked for the whole business, as if the proposition was a sound commercial undertaking, standing entirely its own feet."
The article further stated that while the Imperial Direct Line enterprise had been a good thing for Jamaica. it resulted in a heavy loss the enterprising shipowner who started it, and that it is satisfactory to find a man like Sir Owen Phillips giving the real truth of the matter the world, end revealing the patriotic feelings with which Sir Alfred entered into the Jamaican trade. The article concluded with the following: “We warn that the people of the West Indies generally must be prepared to see their steamship communication with the Mother Country considerably curtailed in the future if they are not prepared go considerably further than they have already done in the direction granting subsidies. The West Indies is the position of being a huge underdeveloped estate, which much capital must spent before a satisfactory return can expected, and. as the Royal Mail chairman confessed. the trade is such that even his own great line, with its long connection with the route and its magnificent resources, has not been able place the satisfactory financial footing. tells the West Indian people plainly that, without a subsidy it quite impossible to carry a mail line, the money received on the poundage basis being altogether out proportion the cost of the services rendered. Men like Sir Owen Phillips are not likely allow such a condition things continue, for they recognise that for the risks they run the shipping trade already tar too poorly paid, and that the benefits rendered by shipowners to the Empire are already infinitely greater than the recompense received.”
Western Daily Press, 31 May 1910
On 31 May 1910 Port Kingston arrived at Avonmouth, and if the dim prospects of her longterm future were not enough, she was the victim of some minor pilfering:
THEFT ON BOARD THE PORT KINGSTON. Charles Stanley Bickle, 32, chief waiter on board the ss. Port Kingston, was charged with stealing bottle chutney and nine cakes soap, together of the value of 2s 6d. Mr Inskip prosecuted for Messrs Elder, Dempster, and Co., and H. B. Wansbrough defended. Evidence was given of the articles being found in the bag of the accused Detective-Sergt, Pollard, who went to find Detective-Inspector Tanner, and then the accused hid the property under the bedclothes. Mr Wansbrough addressed the Bench in mitigation, and the magistrates ordered the defendant pay costs, and enter into surety in £l3 and find a surety in the like amount for six months.
Western Daily Press, 3 June 1910
Meanwhile, it was business as usual and on 11 June 1910, Port Kingston cleared Avonmouth and arrived Kingston at dawn on the 24th. Fine weather was enjoyed except for two days 15-16th with very high gales and rough seas. She called at Bermuda on the 20th and Turk's Island on the 23rd. Her mails, landed at 7:00 a.m. were all delivered to downtown Kingston addresses by 3:30 p.m.
Her departure for home on 30 June 1910 with a record 46,000 bunches of bananas and a very heavy passenger list occasioned the Daily Gleaner to report: "The departure of the Direct Line steamer Port Kingston for Bristol yesterday afternoon was the occasion of a large and fashionable gathering at the Railway Wharf. The large number of passengers who were leaving, along with their friends, who down to see them off, made the good ship appear as though there was a grand fete on board, and when the bell rang for visitors to leave it was one long procession down the gangway until some time after four o'clock when all was clear and the vessel weighed anchor and departed." When she came into Avonmouth on 13 July she and her 226 passengers were greeted by a strikers by stevedores. Whist they returned briefly to work that day, then went out again on the 14th. Independent dockers were hired instead, join by the ship's officers, crew and shore staff to ensure the timely unloading and dispatch of epic consignment of bananas.With the strike still not settled, Port Kingston managed to get away on the 25th, but had to take on 700 tons of coal upon arrival at Kingston on 6 August, not being able to full bunker at Avonmouth.
On 6 July 1910 the Colonial Secretary informed the Governor of Jamaica, Sir Sydney Oliver that the Direct Line subsidy would not be renewed manly owing to the colony not agreeing to continuing to pay its share of the subsidy.
The news prompted a flurry of articles and opinion pieces in the English press, including the Liverpool Post:
We are quite sure that Sir Alfred Jones did strive with all the energy, skill and patriotism of which he was a master to promote the welfare of Jamaica and its people. But Sir Alfred belonged to a school of economy in which good results are not synonymous with good intentions. What he actually did was to promote the welfare of the American United Fruit Co. from whom he undertook to purchase his bananas, and of Messrs. Elders and Fyffes, who conducted a large and highly successful rival trade with Costa Rica. The fact that we are having cheap West Indian bananas on the English market is less due to the foresight of Sir Alfred Jones than to that of the opposition firm, which knew how to step in and make a business without any subsidy at all.
A lead editorial in the Daily Gleaner of 7 September 1910 said, in part:
We must not, however, be so unjust as to charge the late Sir Alfred Jones with having treated Jamaica unfairly, for he did nothing of the sort. We are quite certain he never entered into a contract with the Imperial Government for the purpose of competing with the Americans as a seller of fruit. What he wanted to do, and undertook to do, was to show that the fruit could be carried to England in good condition; above all, he wanted to open to the Jamaica planter an alternative market for his fruit. But he was not as good at selling fruit as he was at conveying it; he was a bad hand at buying it; and he was certainly not prepared tobuy bananas at an exorbitant rate from the Jamaica planters. These made the mistake of thinking they could play one company off another, and so secure an abundant profit. They failed in this endeavour; but had they succeeded, Sir Alfred Jones might have almost ruined.
For it is not the agreement between the two companies that has caused the comparative failure of the English-Jamaica fruit trade experiment. The real reason of the failure is to be found in the fact that that England is an open market, and that bananas from the Canaries and from Costa Rica can enter that market to compete with the Jamaica product. So long as this is the case we need never hope to do more than an ordinary amount of business with the mother country, and should perhaps have done less than we have if we had been able to force Sir Alfred Jones to pay fancy prices for the fruit he purchased from us.
On 8 August 1910 it was announced that owing to the mail contract not being renewed, the Imperial Direct West India Mail Service would be shut down and the ships laid up.
In the the course of his interview with the "Standard" representative, Sir Owen Phillips, director of the new Elder Dempster Co., said:— “The late Sir Alfred Jones, a few weeks before he died, last December, privately intimated in writing that was willing to renew the contract between the Government and the Imperial Direct West Indies Mail Service Company, Ltd., a subsidiary company of the Elder Dempster Line, formed in 1901, to provide the service for which the subsidy was granted. No tenders were then called for, but Sir Alfred wrote to the Government. After his death, when I had become chairman the Elder Dempster Company, the Crown Agents for the Colonies called for tenders. As desired to carry out honourably what Sir Alfred Jones, in his capacity chairman the Imperial Direct Company, offered to do, I arranged for that company to submit a tender at £40,000 to continue this service. That tender has not been accepted. The result is that the steamers of the Imperial Direct Company will laid up in February on the termination of the contract.
Western Daily Press, 9 August 1910
Whilst the now well-established and booming banana trade between Jamaica and Bristol would continue with the ships of Elders Fyffes, the hopes for any continuation of the direct mail and passenger service were not promising in the absence of a subsidy. Said the Western Daily Press, "Replying to a question in Parliament in 1909, Mr. Churchill said the subsidy was not paid solely on account on the carriage of bananas but also to secure a direct service of mail and passenger steamers between Jamaica and England."
It was announced on 22 November 1910 that on her next voyage from Avonmouth, Port Kingston would be "partially transformed into a troopship" and carry a considerable number of troops to Bermuda and Jamaica, 500-600 men, made up of contingents of Royal Garrison Artillery, Ordinance Corps, Royal Army Medical Corps, the Bedfordshire Regiment and the Royal Engineers, under the command of Lt. Col. Brook-Smith. She would embark her passengers, civilian and military, on the 25th and sail the next morning. Most of the military personnel would land at Bermuda and rest were for Jamaica. On the homeward passage, she would carry 254 officers and men plus dependents from Bermuda.
The West Indian mail steamer Port Kingston which moved into the lock of the Royal Edward Dock yesterday afternoon, preparatory to leaving in the small hours of this morning, for Jamaica, had undergone a remarkable change in the course of the past ten days. Her owners had contracted with the Government to convey a large number of relief soldiers to the West Indies, and to comply with the detailed requirements of the department extra accommodation had to be provided. Nothing essential to the comfort of the soldiers seemed to have been overlooked. The saloon of the liner had been split up, one portion being given up to first class passengers, and the other to those travelling second class, as the ordinary second class saloon had been given up to the wives and children of the soldiers. The partition which divided the main saloon was quite an artistic affair, and neither of the two apartments had the appearance of being cramped. The main companionway was also neatly divided off with wire work screens.
It was in providing quarters for the soldiers that the great ingenuity was displayed. The Government have evidently learned from past experience how to utilise space to the best advantage. The accommodation was necessarily more limited, but the system could not have been better in barracks. The men had their quarter 'tween decks, a substantial wooden deck being fitted for the occasion, all the cargo going into the lower hold. Temporary hospitals had been fixed up for the troops, and right up in the bows was a compartment partitioned off, the upper part being made of iron bars. Inside again was a much smaller room, bearing the one word 'Cell.' The thought of a day and a night in this guard-room, with the bow plunging heavily, must have been sufficient to deter the most hardened offender.
Western Daily Press, 26 November 1910
Fitted with a double set of lifeboats, Port Kingston sailed on 26 November 1910 with 143 First Class, 41 Second Class, 106 women and children dependents travelling third class and 382 troops. She arrived at Kingston on 9 December and sailed for Avonmouth on the 15th, docking there on the 28th.
Port Antonio had made her final voyage from Avonmouth on 1 October 1910 followed by Port Royal on 10 December and Port Henderson on the 24th, leaving the flagship to undertake the final sailing of the Imperial Direct West India Mail on 7 January 1911.
1911
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| Credit: Bristol Times and Mirror, 6 January 1911 |
With the departure from Avonmouth, on to-morrow morning's tide, of the Port Kingston, an end will be reach of the regular sailings of the Imperial Direct West India Mail Company's steamer, under contract entered into ten years. Because the approaching termination of the connection of the line with our port has been known for so long, its effect upon our prestige appears to have lost some of its weight. Had the news come a month instead of six months ago it would have created a great stir in the city, and would have led to a more unified effort being made to maintain a service which, which of considerable value to Bristol, has been of incalculable benefit to Jamaica and the West Indies generally.
It is safe to assert that the death of Sir Alfred Jones had a good deal to do with the failure of the company to secure a renewal of the contract under which it had carried on his business. He was a man of unique personality. It has been well said of him that, 'shrewd and successful as he was in business, and keen as he was in picking up a profit wherever he could find it, he was at the same time primarily and essentially Imperial in sentiment, and he never too closely counted the cost if he saw a worthy Imperial object to be attained, and thought he could attain it in the end.'
We know from personal observation that Sir Alfred Jones was not universally popular in Jamaica. Banana-growers keenly resented his action into entering into a compact with the United Fruit Company for the supply of fruit which he was bound to fill his ships every voyage. They have no love for that American-managed concern, and when the new line was established they hoped a new competitor would be brought into the market. Instead of fresh rivalry being created, the two companies joined hands, and the planters asserted that their second condition was worst than their first.
Bristol Times and Mirror, 6 January 1911
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| Notice for the final voyage of R.M.S. Port Kingston from Avonmouth 7 January 1911. Credit: The Scotsman, 7 January 1911. |
Sir Alfred Jones was perhaps thankfully not alive to witness the sailing of Port Kingston (Capt. Owen Jones) from Avonmouth on 7 January 1910, thus ending his last great pet project and passion, the Imperial Direct West India Mail. It was the second ambitious new British express passenger and mail route to fail, preceded by the demise of the Egyptian Mail Steamship Co. almost exactly a year earlier, but had at least proved its worth in a decade of existence.
The R.M.S. Port Kingston sailed from Avonmouth for the West Indies on Saturday morning, firing her rocket just after clearing the lock at 9.25. She carried about 180 passengers, 709 tons of general cargo and 100 mail bags, part of which later she took on board shortly before sailing. She also carried the parcel post for Costa Rica. Special interest attached to the voyage, as it terminates the Imperial Direct West India Mail Service.
Bristol Times and Mirror, 9 January 1911
Among those aboard was Mr. Palliser Martin, President of the Bristol Chamber of Commerce bound for Jamaica to urge restoration of the service in some manner. "He believed that if Sir Alfred Jones had been alive, instead of the service being abandoned, he would have been putting on two new boats." opined the Bristol Times and Mirror. Not hedging his bets, Mr. Martin returned in Port Kingston! The ship called at Bermuda on 16 January 1911 and had 86 First Class and 13 Second Class for Kingston where she arrived on the 20th "after a pleasant and uneventful voyage."
The Post Office on 19 January 1911 announced an agreement with Messrs. Elders & Fyffes for a direct service from Bristol to Jamaica for mails on a poundage basis, but the ships carried only a few passengers. "Thus it will be seen that the Elders-Fyffes service cannot fill the place of the service which Jamaica so long enjoyed, thanks to the Imperialist enterprise and generosity of the late Alfred Jones," observed the Evening Mail on the 25th.
With 16,000 bunches of bananas and 6,400 cartons of oranges in her holds, Port Kingston left Kingston for the last time on 27 January 1911. She called at Bermuda on the 30th from where Mr. Palliser Martin cabled: "Bermuda warmly supports fortnightly service. Contributes £2,500, now available; probably increasable to £3,000." but without the subsidy forthcoming from the Jamaica and Home Governments, it was all for naught. Port Kingston would never see Jamaica or Bermuda again.
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| Sailing notice for Port Kingston's final departure from Bermuda. Credit: Royal Gazette, 27 January 1911. |
The last stage of the final voyage had some excitement when on 7 February 1911 the Fastnet Signal Station sighted at 2:00 p.m. a sailing vessel showing signs of distress. Some hours later Port Kingston passed the station and the information passed on to her. After searching for the vessel for some time, she came across the Dutch ketch Leentje of Gronigen bound from Portugal to Cardiff. A boat was lowered and carried Capt. Owen Jones to the vessel which was found to have her steering gear disabled after encountering heavy seas. A tow line was rigged and she was taken to Baltimore on the south coast of Ireland and Port Kingston resumed her passage, delayed three hours. She docked at Avonmouth on the 8th with little notice or fanfare and this passed into history the Imperial Direct West India Mail Service.
Ten years ago, on a blustering day in March, the Port Morant, of the Imperial Direct West India Mail Service, was docked at Avonmouth on the completion of her first voyage to and from Jamaica. On Wednesday morning, in weather as favourable as could be possibly be desired, her sister ship, the Port Kingston, finished her last trip under the contract which the late Sir Alfred Jones entered into with the home and Colonial Governments. The suspension of the service has not come suddenly; it has been anticipated for some months, and strenuous efforts have been made this side to bridge over the difficulties which have prevented its continuance. Some time ago we suggested that there would not be the desired result until public opinion in Jamaica was properly aroused. It was apparent that the inhabitants of the island did not fully realise what the loss of direct communication with the Mother Country would mean to them…
Bristol Times and Mirror, 11 February 1911
In its ten year existence, the Direct Line had carried 5,573,841 bunches of bananas from Jamaica to Bristol and conveyed 12,754 passengers from Avonmouth to Kingston and brought 9,657 home.
Curiously, Jamaica continued on her Kingston-North Coast run throughout the rest of 1911 to be the last Direct Line ship in service. Arriving at Kingston on 9 January 1912, she was laid up there and transferred to Royal Mail later that year for their Central America feeder service based on Colon, keeping her name. On 29 October she left Kingston for Trinidad.
Port Kingston joined Port Antonio and Port Henderson in lay up at Avonmouth and despite rumours and speculation that a revised subsidy would be forthcoming, on 13 February 1911 it was reported in the Journal of Commerce that Elder Dempster was endeavouring to sell the ships.
On 1 March the annual report of the Imperial Direct was released for the year ending 31 December 1910 showing a further loss of £44,962 added to the £93,307 loss carried over from previous years so the enterprise ended with a deficit of £138,268 or £17.2 mn. in 2021 value. Given this was incurred even with the subsidy, it was little wonder that the new owners of the Direct Line were more than content to walk away in the absence of it let alone fight too hard for its renewal.
It was known several weeks ago that the company were ready to part with all their Jamaican boats but the Port Kingston, and the theory was advanced that this was tantamount to the abandonment of the hope of reviving the service. The circumstances, at any rate, indicate the fact the fast service between this country and the West Indies, both mails and freight, has come to a definite end.
Liverpool Journal of Commerce, 13 March 1911
As it was, little time was lost in disposing of the ships which, more than anything, dashed any lingering hopes of resuming the service. On 13 March 1911 it was announced that Port Royal and Port Antonio had been sold for £64,000 each to the Turkish Government for use as naval transports
On 24 August 1911 it was reported that Port Kingston had been sold "to British Colonial purchasers," which revealed to be the Union Steamship Co. of New Zealand and the sale price to be £100,000. The ship was intended Auckland-San Francisco service. On the 24th Port Kingston went into the Royal Edward Dry Dock for repairs preparatory for handing over.
EXIT THE PORT KINGSTON
All rumours with reference to the future of the ex-Imperial liner Port Kingston can now set at rest, for in few days she will leave Avonmouth where she has been lying up since the cessation the West Indian Direct mail service, and fly the flag of the Union Steamship Company New Zealand. For some time she has been on the market, and is understood that there were numerous inquiries, while not very long ego reference was made in this paper to her probable removal from the port. For considerable time after the completion of her last voyage from Jamaica her boiler fires were kept going, and in the eyes some this was hopeful sign the service being resumed. Then the came the announcement, through the medium of this paper, the sale of the Port Royal and Port Antonio, and after their departure the Port Kingston joined the Port Henderson in the Royal Edward Dock. Recently colliers have been alongside, and on Thursday she moved into the dry dock. It then transpired that she had been sold, Messrs Btlhell, Gwyn, and Co. having acted the as the local agents for the new owners.
Western Daily Press, 26 August 1911
Bidding farewell to the West Country and England, Port Kingston sailed from Avonmouth on 31 August 1911 for her builders at Linthouse to be adopted to her role as an Antipodean mailship. On 4 September she was renamed Tahiti.
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| A Sorry Sight: Port Henderson laid up at Wallasey, 1912. Credit: Liverpool Echo, 26 July 1912. |
Port Henderson was the last Direct Line ship to be disposed of. After laying at Avonmouth for months, she sailed on 6 September 1911 (with Royal George) for Liverpool where she entered lay-up at Wallasey pending sale. On 25 July 1912 she was chartered for use as an accommodation ship for non union dock workers during a strike, anchored off the East Float. On 3 October she was reported to have been “sold to foreigners” for £20,000, later revealed to be Wild & Lanz of Genoa. Refitted at Birkenhead, the renamed Anapo, left Liverpool on 9 November.
Sir Alfred Jones put a great deal of thought and energy into the enterprise. He promoted personal intercourse between England and the old Colony. He organised exhibitions, sent out commercial and scientific commissions, gave facilities for the education of young Jamaicans, sent over to the island some of the best bred English cattle, in a variety of other directions acted up to the spirit of the contract.
Bristol Times and Mirror, 28 August 1911
The history of what was called the “ Banana subsidy" is certainly unfortunate. Though, however, the subsidy undoubtedly failed in its main purpose—that of affording competition and of counteracting American influence it at any rate demonstrated that bananas could profitably be introduced into this country from the New World.
But, as Mr. Winston Churchill stated in the House of Commons on April 6th, 1908, the object of the subsidy was not solely the carriage of bananas to this country, but also to secure a direct service of mail and passenger steamers, and Jamaica reaped a benefit from the direct service in several other ways. To begin with, there was the wonderful advertisement which the island obtained, thanks to the irrepressible energy and never failing generosity of Sir Alfred Jones who was constantly sending journalists out to "write up" its admitted beauties, and doctors to report upon the salubrity of its climate, and otherwise bringing Jamaica before the public notice, until to the man in the street the West Indies were, as has already been emphasized : “Jamaica." No other West Indian island has ever received such an advertisement. Then, again, he instituted the system of offering reduced fares to school children and cheap excursions from Jamaica to England and back, which enabled many, who could not otherwise have left the island, to spend a holiday in the old country.
Sir Alfred Jones conceived, too, the idea of sending out undergraduates to Jamaica at a purely nominal rate, a privilege of which numbers availed themselves, and of which it would be impossible to exaggerate the importance from an Imperial standpoint.
Jamaicans have been accused of failing to appreciate all that Sir Alfred Jones did for them, but the idea has been repudiated by the local press, which has been warm in his praise, and it may well be left at that. It is, at any rate, significant that within a very few months of the cessation of the mail service the Legislature and principal commercial and agricultural bodies passed resolutions in favour of its renewal.
The British West Indies: Their History, Resources and Progress
The Imperial Direct West India Mail was one of the great failures of Edwardian shipping enterprise, although its longevity, thanks to its contract, exceeded that of the other two, namely the Egyptian Mail Steamship Co. and the Canadian Northern’s Royal Line. It was, too, the one great false move by Sir Alfred Jones, doubly unfortunate coming at the very end of his remarkably otherwise successful career. Among the prime reasons for its lack of success were:
Overly ambitious contract requirements.
From the onset, the contract was unique being not only a mail contract on a fixed schedule, but also guaranteeing the product, both its quantity and its distribution, sourced from a single country. Elder Dempster, in effect, was tasked with not only transporting the bananas but buying 40,000 per month and distributing them on arrival whilst maintaining a fixed mail contract schedule. In the end, sourcing the bananas, especially in the face of weather disasters and the prevailing dominance of the production by United Fruit proved the biggest undoing of the scheme. Jamaica had, in fact, already found a market and a buyer for its bananas… United Fruit Co. . leaving Jones to initially fend for himself.
Insufficient passenger traffic/tourist trade.
This was perhaps the biggest disappointment although hard to envisage any other result given the distance between England and Jamaica (13 days steaming time) which even if reduced by Port Kingston, put the island’s desirable qualities simply out of reach of a large segment of intending passengers. Moreover, the Elder Dempster hotels were situated in Kingston as opposed to the more scenic north coast around Montego Bay. Moreover, the expat community in Jamaica at the time, numbering about 15,000 in 1900, was small and not sufficient to fill the ships year round.
Seasonality of the route
An essentially single market, point to point route was directly impacted by the seasons which, in the case of Jamaica, were the same for both the banana and tourist trade with the “high season” being November-April when demand for bananas in winter in the absence of home fruits was high and when Jamaica’s balmy climate was a tonic from British winters whereas in summer, the market for bananas was lessened in favour of local summer produce like apples and berries, and it was the rainy and hurricane season in Jamaica. There was a brief busy period in early June outbound to England and return in September for expats in Jamaica visiting home in summer, but high summer had very light demand for berths.
One-way one-product
If anything, it was the character of the aptly named Direct Line, that caused its demise being wholly dependent on one destination and in terms of cargo carrying, essentially one-way in direction and one principal product, with insufficient breakbulk cargoes and empty reefer space southbound. The nature of the banana trade precluded port intensive routings especially homewards to speed the bananas homewards as soon as loaded. The addition of Bermuda, possible only with Port Kingston owing to her speed reserve, materially added to the passenger loads but came too late to matter.
Passion before Profit
In the end, the Imperial Mail Direct was a labour of love arising from Sir Alfred Jones’ passion for Empire Building rather than a profit making enterprise. It was a character that Joseph Chamberlain rather took every advantage of as well, indeed his whole scheme was devised around it. The contract which so constrained the enterprise did not begin to make up the losses incurred from it and most other shipowners would have given up long before Jones did. In the end, he fought to renew the contract whereas the successors, Royal Mail, were more than content to let it expire and end the enterprise as soon as possible.
The Imperial Direct certainly achieved its main aims as far as the Colonial Office was concerned, introducing the West Indian banana to the British table, a place in the national diet it enjoys to this day. In 1901 598,768 bunches of bananas were landed at Bristol and by 1910, the number was 1,623,092; a worthy testament to the inspiration and innovation of Alfred Jones and A.H. Stockley as well as leading to the creation of the enormously successful Elders & Fyffes company whose fine fleet of white Banana Boats remain an evocative memory of classic cargo passenger liner travel and tropical interludes to this day.
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| R.M.S. Port Kingston, 1904-1911. Credit: Marine Engineer. |
Built by Alex. Stephen & Sons, Linthouse,Yard no. 403
Gross tonnage 7,585
Length: (o.a.) 475 ft.
(b.p.) 460 ft.
Beam: 55.5 ft.
Machinery: twin triple expansion reciprocating engines, twin-screw, three double and three single-ended coal burning Scotch boilers 180 psi. 9,0000 i.h.p.
Speed: 15 knots service
18.53 knots trials
Passengers 160 First Class 60 Second Class
Officers & Crew 172
The British West Indies: Their History, Resources and Progress, Sir Algernon Edward Aspinall, 1912.
The Caribbean Banana Trade: From Colonialism to Globalization, P. Clegg, 2002.
Consiousness of Effort, The Romance of the Banana, A.H. Stockley, 1937.
The Cruise of the Port Kingston, William Ralph Hall Crane, 1908.
The Elder Dempster Fleet History, 1852-1985, James E. Cowden and John O.C. Duffy, 1986.
Elders & Fyffes, A Photographic History, Campbell McCutcheon, 2010.
To Hell with Paradise: A History of the Jamaican Tourist Industry, Frank Fonda Taylor, 2003.
The King's Post, R. C. Tombs, 1905.
Merchant Fleets: Elder Dempster Lines, Duncan Haws, 1990.
A Shipbuilding History. 1750-1932 (Alexander Stephen and Sons), 1932
British Medical Journal
The Economist
Fairplay
Gentlewoman
Ice & Cold Storage
The King
Illustrated London News
Lloyd's List
Liverpool Journal of Commerce
Marine Engineer
Marine Review
The Oxford Journal
Page's Engineering Weekly
The Practical Engineer
The Steamship
Sea Breezes
Shipbuilding & Marine Engineering International
The Practical Engineer
Syren & Shipping
Bristol Magpie
Bristol Times & Mirror
The Daily Gleaner
Glasgow Herald
Leeds Mercury
Liverpool Daily PostThe Royal Gazette
The Scotsman
Western Daily Press
http://dustyheaps.blogspot.com/2014/05/the-kingston-incident.html
https://www.freightwaves.com/news/maritime-history-notes-150-years-of-refrigeration
https://repository.duke.edu/dc/womenstraveldiaries/wtddy10004
Additions/Corrections/Contributions welcomed
contact the author at posted_at_sea@hotmail.com
© Peter C. Kohler
