THE DOUGHTY S.S. DIGBY

 

When blinding storm gusts fret thy shore,

And wild waves lash thy strand,

Thro' spindrift swirl, and tempest roar,

We love thee windswept land.

from Ode to Newfoundland, Sir Cavendish Boyle, 1902

In 1913 a small ship left Liverpool on her  maiden voyage to St. John's N.F. and Halifax. She excited little comment, she was neither big nor fast and she carried comparatively few passengers, yet she was quite important in many ways and was destined to have a career far longer, more varied and more active than most North Atlantic passenger and cargo ships, and she improved steadily as she grew as she grew older. This was the Digby, built by Irvine's Shipbuilding and Dry Dock Company at West Hartlepool for the Furness Warren Line's service from Liverpool to St. John's, Halifax and Boston.

J.H. Isherwood, Sea Breezes, July 1967.

Of all Britain's North Atlantic liners of the early 20th century, few are as obscure yet longlived as Furness Withy's little Digby of 1913.  Initially plying the equally overlooked route from Liverpool to Newfoundland and Nova Scotia, the diminutive 3,800-grt vessel performed sterling and stalwart service during a fulsome career spanning 52 years. 

Here, our principal focus will be on her initial 22 years with Furness Withy linking Newfoundland, Britain's oldest colony, with Mother Country across the most challenging of all trans-Atlantic routes with its ice floes, bergs and fog,  serving as an Armed Merchant Cruiser in the Great War and, in the mid 'twenties, in a complete change of climate and route, sailing to the West Indies as Dominica. Her ensuing career as United Baltic's Baltrover saw her carrying pre-war refugees from the Nazis to England and renewing her links with Newfoundland and Nova Scotia during the Second World War and finally, plying the Mediterranean as Ionia of Hellenic Mediterranean Lines.  With a 52-year career matched in longevity among Edwardian Era liners only by Virginian's 50 years,  time to finally discover the forgotten... 

s.s. DIGBY, 1913-1925

s.s. DOMINICA, 1925-1935

s.s. BALTROVER, 1935-1946

s.s. IONIA, 1947-1965

Early postcard of s.s. Digby. Credit: https://www.simplonpc.co.uk/

1924 leaflet on Furness Withy's Newfoundland service. Credit: Memorial University of Newfoundland Digital Collection. 

...but I am perfectly certain this vessel [Digby] will create an impression in the Newfoundland service. We propose to run her to Newfoundland during the whole of the summer, and we estimate that assuming she leaves Liverpool on a Sunday she can quite easily land her passengers in Newfoundland on Thursday night or morning; that is, of course-, provided that there is no fog or ice; and I think the Newfoundland people will find that they then have a facility which will obviate the necessity of their either going to Halifax. Montreal or New York." 

Lord Furness to Sir Edward Morris, Premier of Newfoundland, April 1913.

When R.M.S. Nova Scotia (II) and Newfoundland (II) were sold at the end of 1962, it marked the passing of a 64-year-old direct Furness Withy passenger, mail and cargo link with their namesakes, linking Britain and the Canadian Maritime Provinces and its oldest overseas possession, Newfoundland. 

The aptly named Newfound Land, the world's tenth largest island (encompassing 47,720 sq. miles),  is the oldest European settled land in the Americas.  Most recent research dates the first Viking settlement there to 1021, 470 years before the arrival of Columbus, or almost exactly 1,000 years ago.  Its modern history dates to 1497 when Italian navigator Giovanni Caboto (aka John Cabot), on commission by King Henry VII, landed there on 1497 and on 5 August 1583, Sir Humphrey Gilbert established Newfoundland as Britain's very first overseas colony and beginning the British Empire under Queen Elizabeth I.  

Fought over by the English and French as was much of North America in the mid 1600s, Newfoundland emerged definitively and resolutely British at the dawn of the 18th century and during the American Revolution, it and Nova Scotia were Loyalist bastions although the latter and Ontario benefited from an influx of Loyalist refugees more than remote Newfoundland. Situated in one of the richest fishing grounds of the Atlantic, Newfoundland's economy was dominated by maritime enterprise but rich, too, in timber and minerals. In 1825 Newfoundland become a Crown Colony, gaining its own constitution seven years later and in 1907 it became a Dominion of the British Empire.  

c. 1840s map of Nova Scotia (bottom left) and Newfoundland (upper right) with St. John's at the south eastern tip of the islands. 

Its small population (124,000 in 1864) and political separation from the newly confederated Canada (1867)  and being slightly off the sea lanes into the St. Lawrence, meant that Newfoundland's place in the rapidly developing network of trans-Atlantic steamship routes was dependent on mail contracts placed by its government and the Home Government in combination with Halifax as inducement for through traffic as well as reflecting Nova Scotia as a principal supplier of produce, meat and vegetables to the island. In terms of distances, the Capital of Newfoundland, St. John's on the far eastern side of the island on its own peninsula and having a superb natural harbour that was usually ice free even in the harshest winters, was just 1,933 sea miles from Liverpool, 550 miles from Halifax and 910 miles from Boston, but 1,600 miles distant from Montreal, ensuring its overseas links were entwined with Nova Scotia and New England. 

Allan Line, the principal company on the Great Britain-Canada route, had since 1870, arranged to have their Glasgow-Quebec-Montreal steamers put into St. John's once or twice during August and September. In April 1873 the company was awarded a mail contract under which the steamers of the Liverpool-Halifax-Norfolk-Baltimore service called fortnightly at St. John's except during January, February and March, when ice often closed navigation between St. John's and Halifax.

In 1884, Bowring Brothers Ltd., which had dominated and indeed originated much of Newfoundland's commerce and industry from 1811 onwards, formed the New York, Newfoundland and Halifax Steamship Company which owing to the red St. Andrews cross on a white band on their funnels, was better known as the Red Cross Line. This was the principal line connecting St. John's with the U.S. eastern seaboard and, as we shall see, eventually figured in the long career of Digby.

Furness Line (founded in 1878 by Christopher Furness (1852-1912)) had connections with the Atlantic coast of Canada almost from the beginning with cargo and passenger services to Halifax and St. John (NB) commencing from London on 10 September 1884 with Newcastle City (1884/2,129grt) followed by York City (1881/2,325grt) on the 30th.  

Advertisement for the Furness Line's initial services from London to Boston and to Halifax and St. John (NB). Credit: Liverpool Journal of Commerce, 8 September 1884.

The Furness liner Ulunda stranded off Briar Island in August 1890. After salvage, she became the first ship of the Canada and Newfoundland Line of Steamers, the first dedicated service between Britain and Newfoundland. Credit: goelette, shipsnostalgia.com

In August 1890 the Furness Ulunda (1886/1,789 grt) was stranded off the Canadian coast, at Briar Island, Bay of Fundy, six hours out of St. John, NB. Refloated, she was "sold for a trifle" and retaining her name, became the first ship of the rather ponderously titled "Halifax (NS), St. John's (NFL), London and Liverpool Line of Steamers," upon departure from Halifax on 24 November 1891. With her sailing from Liverpool on 20 March 1892 for St. John's and Halifax, Newfoundland, finally had her own dedicated trans-Atlantic passenger, cargo and mail service. Ulunda reached St. John's on the 28th with 2,700 tons of cargo to land there, the second largest consignment to date for the port. A year later the line added Barcelona (1878/1,802 grt) and Moruca (1883/1,594 grt) to increase the service to a fortnightly frequency which in December 1893 was restyled as the Canada and Newfoundland Line of Steamers. 

Following Furness' quickly established pattern of acquiring lines and specific routes,  The Canada and Newfoundland Line of Steamers was purchased on 30 April 1898 and Furness' 2,470-grt Dahome added to the service.  Furness now maintained separate routes to St. John's (NF) via Halifax and to St. John (NB) via Halifax in addition to one direct to Boston. 

First advertisement showing the former Canada and Newfoundland Steamship Co. service from Liverpool to St. John's (NF) and Halifax listed with Furness' existing run to St. John (NB) and Halifax. Credit: Lloyd's List, 4 August 1898. 

In the formative years of the Dominions of Canada and Newfoundland (recalling the latter was not part of Canada until 1947) mail contracts were  offered to maintain essential mail and passenger services as well as develop exports which in the case of Nova Scotia and New Brunswick, centered on apples requiring specialised ventilated carriage, and for Newfoundland, codfish, fish, and seal oil and skins. Paramount in the Canadian trade, Allan Line, expanded their core St. Lawrence market to encompass the Atlantic provinces and Newfoundland, and they and Furness variously competed and cooperated for the slowly developing trade which did not benefit from burgeoning immigration enjoyed on the direct St. Lawrence routes.  

First advertisement for the new joint Furness-Allan services from England to St. John (NB) and Halifax and the seperate Furness run to St. John's (NF) and Halifax. Credit: Halifax Herald, 21 July 1900. 

On 23 June 1900 Furness Withy and Allan Line announced a new joint service on the Liverpool-St. John's (NF) and Halifax run with Allan contributing Grecian and Furness Withy Damara and Ulunda. Damara commenced the service from Liverpool on 14 July and from Halifax on 1 August followed by Grecian on 28 July. 

More ambitious plans were formulated for the Halifax and St. John (NB) run. On 28 June 1900 the Furness Withy office in Halifax received plans for the first of two new 5,000-ton steamers to be built by A. Stephens & Sons, Linthouse, for the service, measuring 372 ft. x 45 ft. of which "the principal features are the elaborate arrangements for passengers and fruit." As elsewhere on empire routes, passengers and fruit were proving a congenial and profitable combination both favouring a fair turn of speed and direct route and frequent sailings as well as the latest technologies being formulated for mechanical ventilation and cooling chambers, in this case provision to carry 30,000 barrels or 90,000 bushels of apples.  Both were especially built for navigating in ice with more and heavier scantlings and thicker shell plates forward.  Designed for a 13-knot service speed, each had a single-screw powered by triple-expansion (28", 46" and 75" dia. cylinders with a 51" stroke) and four single-ended boilers. 

The accommodation was of a very high character indeed, setting a new mark for the route and for Furness passenger ships going forward.  The Halifax Herald noted that the ships "will have the most luxurious passenger accommodation for 70 first class passengers arranged amidships under the bridge and also the large deck-houses on top of the  bridge with a very handsome and commodious dining saloon the full width of the vessel at the fore end of the same. On top of the bridge deck the are spacious deck houses for large music saloon and smoke rooms, etc., which will be most artistically decorated and finished elegantly.  Abaft the music saloon in the deckhouse there are a number of large special staterooms. The captain and officers are berthed in a separate deckhouse on top of the saloon house, in close proxmity to the navigation bridge. The bridge deck, being extra long, affords a very fine promenade for the passengers, and is considerably more spacious than usual in passenger steamers." A seperate Second Class for 24 was in the poop and a further 48 Third Class could be carried in the 'tween decks. 

The lovely Evangeline on trials. 

The first sister was launched 25 September 1900 as Evangeline by Mrs. F.J. Stephen followed by Loyalist christened by Mrs. J. Stephen on 26 December.  No time was lost in fitting out and Evangeline underwent trials on 26 October, averaging 14.5 knots, thence directly on her maiden voyage, arriving at St. John on 5 November.  Loyalist left Glasgow on 31 January 1901 for trials and off on her first crossing, reaching St. John on 11 February.

Enjoying the briefest of heydays, Evangeline and Loyalist reigned as the prettiest pair of sister ships sailing to Canada as well as among the fastest. On 31 August 1901 Loyalist surprised all by reaching Halifax from London a day ahead of schedule, making the run in a record eight and a half days. Eastbound, Evangeline docked at London 8 September after a record trip of 9 days 2 hours.  

The first years of the 20th century were not sanguine ones for British shipping with the trade disruption caused by considerable number of ships taken up for trooping and supply to South Africa during the Boer War and the creation of the International Mercantile Marine by J.P. Morgan with its attendent rate fixing and traffic consolidation. Rebuffed in his own efforts to create a British shipping combine to compete, Sir Christopher Furness rather dramatically re-oriented Furness Withy away from set passenger trades as result.  

Already proving in excess of traffic requirements, Evangeline and Loyalist were sold in February 1902 to Lamport & Holt for their new New York-River Plate service.  Loyalist left Halifax for the final time on 27 December 1901 followed by Evangeline on 3 January 1902.  Rather confusingly, they were replaced, of sorts, by the much smaller former Clan Mackinnon (1891/2,266 grt) renamed Evangeline (II) and Clan Macalister (1891/2,294 grt) renamed Loyalist which carried a small number of passengers to maintain the service. 

Prompted by an upturn in freight rates, Furness Withy began an expansive shipbuilding programme for their component lines in 1910.  From 1911 to the outbreak of the Great War in August 1914, some 75 ship totalling 350,000 gross tons were delivered, of which 50 came from the group's own Irvine's Shipbuilding & Dry Dock Co., Hartlepool. This expansion also reflected the increasing influence of Director Frederick Lewis who would transform the group's fleet, operations and character over the ensuing two decades, especially regarding an agressive return to the passenger trade on routes to the Canada, West Indies, Bermuda and the Americas. Furness Withy and their component companies were "back" on the liner trades.  

In a busy year, Furness acquired in 1912, through its subsidiary, The British Maritime Trust,  White Diamond Steamship Co. which dated from 1839 as the White Diamond Line of Sailing Packets on the Liverpool-Boston route which was bought by George Warren by the mid 1850s. Under Furness ownership, the company was restyled as George Warren & Co. Ltd. and the following year Sagamore (1892/5,204grt) and Sachem (1893/5,036grt) were refitted with 58 Second Class berths and with Michigan with berths for 12 passengers began a fortnightly passenger service to Boston.

At the same time, Furness embarked on a new commitment to their own Canadian routes to St. John, NB, St. John's, NF, and Halifax as the North American Dominions of Canada and Newfoundland enjoyed prosperous times, expanded trade and benefited from substantial immigration from the British Isles. 

It will be patent to you that are laying ourselves out to cultivate permanent business in the various directions in which the trade of the world promises to be of an enlarging character and which are to be relied upon for their constancy. This especially the ease in regard to our Canadian extensions. We at home are only beginning to realise the enormous field for enterprise which the development of Canada is offering. The Dominion is calling for capital and energy, for brain and sinew; and the opening up of the great lines of rail from sea to sea, combined with the development of traffic on the Great Lakes, renders possible the harvesting of the rich natural resources in which that country abounds, although much caution and experience, on the spot are called because of the number of undesirable schemes put forward. 

Lord Furness, 27 July 1912

A departure from the company's usual practice was made by the construction of the steamer Digby for the passenger service to Newfoundland, which the Furness Withy Line decided to build up and which has progressed out of all recognition.

Weekly Commercial News,  12 June 1926

It is much to be regretted that the direct Allan Line from Liverpool to St. John's, which only takes seven days, should not have larger and more up-todate steamers. The largest boat is under 5,000 tons; not very comfortable for crossing the Atlantic. As the Allan Line run excellent boats to Quebec, there must be some good reason for the local service to St. John's not being better served.

Sport in Vancouver and Newfoundland, 1912

At the time, Furness' service from Liverpool to St. John's and Halifax was maintained by Almeriana (1899/2,826 grt), Durango (1895/3,008 grt) and Tabasco (1895/2,897 grt).  A rival Newfoundland fortnightly service, under mail contract, was operated by Allan Line's Mongolian (1891/4,838 grt), Carthaginian (1884/4,444 grt), Pomeranian (1882/4,207 grt) and Sardinian (1874/4,340 grt).  All were old and slow (11.5-10 knots) and only the Allan Line steamers had passenger accommodation of approximately 50 First and 50 Second Class each. The sailings between the two lines were coordinated so as to provide a weekly service. 

Not wishing to be overly ambitious after Loyalist and Evangeline, Furness envisaged new combination cargo-passenger tonnage of comparable size and capacity to the existing Allan Line steamers, but faster (12.5 knots) and from the onset it was planned to eventually build three new ships to maintain the fortnightly St. John's and Halifax run. 

Plans for the first passenger-cargo ship to be built by Furness Withy since Loyalist and Evangeline were begun in winter 1911 and judging from the 22 April 1912 date on drawings of her rudder submitted to Lloyd's Register, the ship had already been assigned yard no. 527 by Messrs. Irvine's Shipbuilding and Dry Docks Co., Ltd. and her engines to be built by Messrs. Richardsons, Westgarth & Co., Hartlepool. The exact date of her contract and laying down are not known and what would prove one of Furness Withy's most profitable and successful vessels as well as one which set in motion the firm's re-entry into the passenger trade, was originated, constructed and launched in relative anonymity. 

During the 21st annual meeting of Furness, Withy  & Co. Ltd. in West Hartlepool on 27 July 1912 1912, it was announced that "Further to develop our old-established lines between Halifax and London and Liverpool, a new steamer of special design for passengers and cargo is in the course of constructions at the Harbor shipyard, G.B. and will be placed on the sailing berth within the next few months. It is intended to augment this service by building two more cargo and passenger steamers for the increasing Canadian trade." It's interesting that the emphasis was on the Nova Scotia terminus rather than the Newfoundland call and this was perhaps influential, too, in the choice of name for the first of the new ships for the route. By early autumn 1912, the new ship was known as Digby, named after the small fishing port on Nova Scotia's Bay of Fundy and famous for its scallops. The Evening Mail (Halifax) of 11 September 1912 reported:

Furness Withy company intend to add three new freight steamers for their London-Halifax fleet. One of these, the Digby, will here in December, the other two will be ready for this route sometime next September. 

The Digby, now in the yards of the Irvine Shipbuilding and Dry Dock Company, Limited, of England, will be a ship of 5,100 tons capacity, 350 feet long, 50 feet beam, 25 feet 6 inches molded, and 23 feet 6 inches draft of water. She will have six watertight bulkheads. Her speed will be thirteen knots. Provision is made for the accommodation of seventy passengers.

The Gazette (Montreal) followed with the report on 26 September 1912 "... the Digby, will cross the Atlantic for the first time early in January at the latest."

Ships on the ways of the Hartlepool yards of Irvine Shipbuilding and Dry Dock Company c. 1912, the almost complete hull on the centre slipway is unidentified but could well be Digby.

On 10 November 1912 Lord Furness passed away after a several months illness, aged only 60, and succeeded by his son, Stephen, who would, in turn, die in an accident on 6 September 1914, and replaced by Marmaduke Furness (b. 1883) whose lack of shipping experience resulted in Frederick Lewis, a Director since 1899, assuming an increasing role in the group's shipping enterprises and particularly in a revival of the trans-Atlantic passenger trade.  Indeed, Digby's inception doubtless owed much to Lewis who would, in the span of two decades establish the Furness Withy Group as leaders in passenger services in and to the Americas and Canada.

Owing to the lamented death of Lord Furness, late chairman of both companies, the vessel was put into the water as quietly as possible, without any christening ceremony.

The North Star, 28 November 1912

Out of respect for the mourning period for Lord Furness, plans for an elaborate christening ceremony for Digby were shelved and when she was launched on 27 November 1912 it was completely without any occasion whatsoever, nor do any photographs of the occasion appear to have been taken or extent. It was a desultory beginning to a career that would extend into five decades.

Digby's commander was appointed in December 1912,  Capt. J.H. Trinick, Commodore of Furness Canada fleets, who had served on the Canadian routes for 25 years, first visiting Halifax on 28 March 1888 when he brought in the new Boston City and also the maiden voyage of Shenandoah which he commanded until his appointment to Digby.  Shenandoah left London on the 6th commanded by Capt. Blaxland, and Capt. Trinick will take some leave before supervising the completion of Digby. 

The Furness Line propose to run the s.s. Digby in the Newfoundland trade for which it has been specially designed. It is now fitting out and  is scheduled to leave Liverpool on  May 8th. 

In a letter to the Premier,  Sir Edward Morris, Lord Furness says: "The s.s. Digby has accommodation for 60 first-class passengers and for 30 second class passengers, in addition to which she has has a considerable quantity of refrigerator space. She is fitted up in a most luxurious style, having a magnificent saloon, social hall, lounges, etc.. and there is no better accommodation on any vessel crossing the Atlantic. There are, of course, steamers with more accommodation; but I am perfectly certain this vessel will create an impression in the Newfoundland service. We propose to run her to Newfoundland during the whole of the summer, and we estimate that assuming she leaves Liverpool on a Sunday she can quite easily land her passengers in Newfoundland on Thursday night or morning; that is, of course, provided that there is no fog or ice; and I think the Newfoundland people will find that they then have a facility which will obviate the necessity of their either going to Halifax. Montreal or New York.' 

Lord Furness has in view the building of another vessel of this class, so as to give a regular service and to form the fast mail service which is under the consideration of the Government.

Evening Telegram, 18 April 1913

As reported on 22 April 1913, with the advent of Digby, Almeriana would be shifted from the Liverpool to St. John's and Halifax run to the Liverpool to St. Lawrence service.

Digby on trials. Credit: awatean, shipsnostalgia.com

Throughout the trial the engines and all auxiliaries worked admirably. 

The North Star, 3 May 1912

Digby left Hartlepool on her acceptance trials on 30 April 1913 with four runs north and south on the  Whitley Bay measured mile recording a maximum speed of 15.25 knots and an average speed of 14.38 knots, all considerably in excess of her 12.5-knot service speed. 

Aboard for the trials followed by luncheon were Mr. A.S. Purdon (of Messrs. Irvine’s), Mr. Einar Furness (director of Furness, Withy, Co.), Mr. Tom Furness, Master Christopher Furness. Mr. D. Cooke (directorr), Mr. R. Sargeant, Mr. W. T. Robson (secretary of Neptune Steam Navigation Co., Ltd.), Mr. C. H. Clayden, W. J. Bracbenbmy, Mr. D. Ross, Mr. Faith (London), Mr. Bainbridge (London), Mr. Kennett (of Messrs. Richardsons, Mr. H. Barnes (secretary of Messrs. Richardsons). Mr. Boyd and Mr. McAnalau (of Lloyd’s), Mr. Marshall (Board of Trade), Mr. Hood, Mr. Roberts (of Messrs. Irvine’s). Mr. A. H. Walker. Dr. Cooke, and Mr. W. Wallace. 

Her trials considered "most satisfactory," Digby proceeded to Liverpool on 1 May 1913 from West Hartlepool where she berthed at Canada Dock two days later to load for her maiden voyage to Newfoundland and Nova Scotia. 

Britain's Ancient Colony in North America would finally have her very own passenger liner, establishing a Furness Withy tradition of service to Newfoundland that would endure until 1962 through three generations of ships designed and built to serve "Thro' spindrift swirl, and tempest roar," that windswept land. 

A staunch and comfortable little vessel...

British Passenger Liners of the Five Oceans.

She was not a very large ship, having a gross tonnage of just under 4,000, but she was completely fitted as an intermediate passenger steamer of the most comfortable type and her triple expansion engines gave her a speed of comfortably over 15 knots on trial. She was specially designed for the carriage of fruit and Canadian dairy produce as well as for comfortable passenger accommodation. 

Liverpool Journal of Commerce, 28 July 1925

The little, utterly conventional  Digby was nevertheless the first passenger ship especially designed and built for the Newfoundland trade, and as events proved, outlived all her Canadian contemporaries by many years. Indeed, she was one of the most enduring of all Edwardian liners, exceeding even the staunch Virginian (1905-1955) by three years.

Digby cranking out 15.15 knots on her trials. Credit: awatean, shipsnostalgia.com

The Digby at first sight appeared to be a normal cargo steamer  of quite usual design, but on looking closer, her full length boat deck and open poop gave away her passenger carrying role. 

J.H. Isherwood, Sea Breezes, July 1967.

Possessing the perfect proportions that defined the Edwardian liner, Digby was a thoroughly handsome and well found ship and one that, if anything, looked better as she aged.  As built, she was as simple and straight forward as any of her era, with a sturdy and businesslike demeanour that suited the rigours of her route and workaday quality of her cargo and passenger trade. She was delivered in the old Furness colours of black funnel and hull with a white sheer line which by 1914, had been supplanted by a medium blue band with a white block letter "F" on the funnel, emulating the houseflag.  

In measurement (3,966 gross tons, 2,233 net tons, 4,886 deadweight tons, 350 ft. 8 ins. (length bp), 365 ft.  (length overall) and 50 ft. (beam), Digby was not too different from the many cargo vessels Irvine's churned out for the many Furness group lines as well as independents. By comparison, she was about 20 ft. shorter than the earlier Evangeline and Loyalist but beamier.  Indeed, she ranked as one of the smallest of all purpose-built Atlantic liners of her era and about the size of Northland Prince/St. Helena (1963).  

Digby had three overall decks: Shelter, Upper and Main and a full length (128 ft. long) Bridge Deck and a 43-foot-long raised forcastle.  The hull was divided into eight watertight compartments by seven bulkheads, had a full double bottom and the forward part of the hull was heavily strengthed in plates and scantlings for navigating in the ice fields she would so often have to contend with on her route.  

The magnificent builder's model of Digby at the Hartlepool Maritime Museum.  Credit: shipsnostalgia.com, dlongly

The vessel has been specially designed and built for the carriage of Canadian fruit and dairy produce, large quantities of apples being brought to this country the Furness Line, and that the fruit may be delivered good condition an elaborate system of mechanical ventilation has been fitted the holds and ’tween decks throughout.

Hartlepool Northern Daily Mail, 1 May 1913

Initially, Digby's cargo capacity and capability was largely to cater with the established apple and fruit trade of Nova Scotia which engaged, under a mail contract, a set number of sailings to England during the export season. It was only in the early 1920s, that the she was retrofitted with refrigerated capacity as the only ship so equipped on the Newfoundland route to develop an export trade for the island's fish for which she proved invaluable. 

Digby had four holds (two forward and two aft), with two 'tween decks each, were specially lined and mechanically ventilated for the carriage of fruit and dairy produce homewards and general cargo to Canada.  Her total cargo capacity was quoted at 6,500 tons. Unsual for the time, the 'tween decks additionally had side loading ports and she was possibly the first trans-Atlantic vessel with this feature. "All appliances for the rapid loading and discharging of cargo are of the most up-to-date description, eight powerful steam winches being fitted in conjunction with 12 derricks, provision being made at each mast for dealing with 15 to 20-ton lifts." (The North Star, 28 November 1912).

Beneath the shelter deck are two complete decks, the upper and mail; the 'tween deck height, to minimize broken stowage, being arranged to suit the diminsions of the casks in which the apples are transported.  

The forward part of the ship is specially strengthened to withstand the impact of floating ice which may be encountered at certain seasons of the year off the Newfoundland coast.

The holds and 'tween decks are merely lined and not insulated for the transport of fruit, nor is any refrigerating machinery provided for this purpose. In order that the fruit may be delivered in good condition, an elaborate system of mechanical ventilation has been fitted to the holds and 'tween decks throughout, mechanical apparatus being placed in each of the uptake ventilators. Each of the latter is surmounted by a hood of special design. A compressed air engine, situated in the engine room, forces air into the uptake ventilators, and thereby causes a circulation of air through the fruit spaces. This arrangement has been devised by the builders themselves, and the air compressor has also been constructed by them

Shipbuilder & Marine Engine Builder, June 1913

Builder's model of Digby updated with the post 1922 Furness funnel livery at the Hartlepool Maritime Museum. Note the side loading ports. Credit: Flickr

Being post-Titanic, Digby's lifeboat fit, comprising two large boats on each side and one jolly boat in between them, carried at radial davits, was described as "being ample boat accommodation for all persons on board." 

Designed for reliability more than speed, Digby's conventional machinery, again emulating that fitted to so many of Irvine's built cargo carriers of the period and constructed by Messrs. Richardsons, Westgarth & Co., Ltd., Hartlepool, consisted of a single cast manganese bronze screw driven by a triple-expansion engine with cylinders 28, 46 and 77 ins. with a 48-inch stroke. Steam was produced by three single-ended boilers (16.6 ft. dia. and 12 ft. long), with four furnaces each, with 9,142 sq. ft. of heating surface, working under forced draught, and producing steam at 180 lbs. 

Digby burnt 42 tons of coal at full speed and carried 980 tons in her bunkers. At 3,150 ihp, her service was 12.5 knots, but averaged 14.38 knots on 12-hour trials and topped 15.18 knots.  

It is worth considering that this machinery, including the boilers and all auxiliaries, remained in the vessel throughout her remarkable 52 years at sea.  Moreover, she remained a coal burner throughout her British-flag career as Digby, Dominica and Baltrover.  

Builder's model of Digby, credit: shipsnostalgia.com, dlongly

S.S.  DIGBY

General Arrangement Plans & Side Cutaway

(from Schiffbau, August 1913)

(LEFT CLICK on image to view full size scan)

First Class Boat Deck. 

First Class Bridge Deck. 

First Class Shelter Deck. 

Digby's passenger accommodation was just about the smallest in terms of capacity of any of her era, aside from cargo liners, reflecting a route that served a vital but small market and bearing in mind that Newfoundland's population at the time totalled fewer than 240,000 people and that faster and bigger liners served Halifax seasonally.  Indeed, benefitting from the experience with Evangeline and Loyalist, her passenger capacity was a dozen berths fewer than the earlier pair. 

First Class, totalling 58 berths, occupied most of the superstructure's Boat, Bridge and Shelter Decks, with open deck space on the Boat Deck and the two principal public rooms on Bridge Deck. 

J.H. Isherwood described the First Class public rooms as "thoroughly Scottish in design, comfortable and compact, and life on board must have resembled that in a Highland country club, taken to sea."

The dining saloon was in a steel house forward on Bridge Deck, under the bridge and captain quarters, with small tables (but still the traditional bolted to the deck swivel chairs) for 36 diners. "The walls are finished in white enamel with a mahogany cornice, the furniture in the saloon also being of mahogany with electro-plated fittings. A piano is fitted in a recess at the fore end, designed to harmonise with the general decoration the saloon. extra number large brass sidelights are fitted, giving the passengers unobstructed sea view in practically directions." The room, as was common to many liners, served as a day and evening lounge outside meal hours with the tables not laid and in their natural green baize covered state.  With higher ceiling height than elsewhere in the accommodation and with the large windows on three sides, it was a light and handsome room. Aft of the dining saloon was the main staircase and the foyer was arranged as an additional sitting room with banquette seating and table.  

In its own house aft on Bridge Deck, and accessible only from the outside deck, was the social room, described as being a "handsomely furnished smoke room having grey marblework open fireplace and oak panelling to blend with chairs and tables." The panelling and decoration throughout being of light oak, and the settees, etc., upholstered in morocco leather. This had large portholes on the sides and facing aft, and its own bar.

Bridge Deck was encircled by covered walk around promenade deck with deck chairs, although given the rigours of Digby's route, it probably would have been more useful had it been glass enclosed for at least its forward extremities. 

On Shelter Deck, amidships portside, was the small "ladies room" which was about the size of two cabins, and with two portholes, settees and card tables, and forward a cosy cabin lounge in the centre alleyway with armchairs and a recessed seating nook forward.  

First Class accommodation was forward to amidships on Shelter Deck, consisting of 14 outside cabins and four inside ones, each with two berths and a settee.   "The saloon staterooms are fitted with all the latest appliances looking to the comfort and convenience of travellers, these including latest designs with running water." None, of course, had private facilities and the ladies and gentlemen's public baths and toilets, were amidships on the port and startboardside respectively, and of unusually large size and with plenty of light and air from side portholes as well as from overhead opening skylights inboard on Bridge Deck. 

Second Class Bridge Deck poop house.

Second Class Shelter Deck aft.

Second Class Upper Deck aft.

The Second Class were quartered in the poop, with its after end open to afford a small open promenade. Life here must, at times, must have been appalling.  The route was a hard one, the Digby was no large ship, and though she soon earned the reputation of being an excellent sea boat the motion right aft and over the screw must have shaken the teeth out of many emigrants.

J.H. Isherwood, Sea Breezes, July 1967.

With 32 berths, Second Class offered minimum rate passage but its location and facilities were indeed second rate, being far aft and over the screw.  

At the after end of the vessel thirty-two cabin passengers find ample accommodation and the bath and lavatory arrangements of the most up-to-date description. The settings of the saloon dining room, like the apartments, are in white, the somber walnut woodwork showing in pleasing harmony with the mahogany tables and seating furniture.

Evening Mail.

The aft poop deck house on Bridge Deck contained the Second Class entrance with settees and serving as a small lounge and two outside four-berth cabins. Below was the dining saloon,  "tastefully designed in mahogany, with oak panels," with galley and pantry outboard on the starboardside and the public gents and ladies' baths and toilets on the port side. The main Second Class accommodation was aft on Upper Deck comprising six four-berth cabins. 

The Captain's quarters (office and separate bedroom), those of the Chief Officer and the chart room were forward on Boat Deck below the bridge and wheelhouse.  Seamen, firemen and stewards were housed in the forecastle and  engineers aft on Shelter Deck. 

So it was with this staunchly built but otherwise unremarkable vessel that Furness Withy would re-enter the passenger, beginning a era of expansion that would see them, within two decades, operate some of the most successful and profitable liners of their time.  It would also see Digby began a career that would extend beyond half a century of stalwart service through two world wars and under three houseflags and two national ensign which would establish her as the most enduring British deep sea merchantmen of her generation.

She only had about 18 months in service before war broke out, but this was long enough for her to prove herself both popular and paying.

J.H. Isherwood, Sea Breezes, July 1967.

The year 1913 saw the All Red Routes linking Britain and her North American Dominions of Canada and Newfoundland and onwards to the Dominions of Australia and New Zealand and across the Pacific to Hong Kong infused with a veritible armada of new liners: Niagara, Empress of Russia, Empress of Asia, Andania, Alaunia and Digby. The proverbial runt of the litter, the little Digby would outlast all of them by a quarter of a century, beginning the career of the most enduring British-built liner of the Edwardian Age. 

Credit: Evening Telegram, 9 May 1913. 

Digby (Capt. J.H. Trinick) departed Liverpool at 2:00 p.m. on 8 May 1913 on her maiden voyage to St. John's and Halifax with  30 First Class and 15 Second class passengers, with an anticipated arrival on the 14th. The following day, the Evening Telegram reported that: "ss Digby, seven days out from Liverpool, is expected to arrive any moment. A wireless message from the ship was expected to come via Fogo, owing to the Cape Race station being out of commission, but nothing from her received up to noon day."

Credit: Evening Telegram, 16 May 1913.

Digby actually arrived at St. John's on 15 May 1913, 7 days 7 hours out of Liverpool, as reported by the Evening Telegram the following day:

At nine o'clock last night, the new Furness Line steamer Digby, which is scheduled for two more trips on the Liverpool-St. John's and Halifax route, carrying mails and passengers, steamed into port. The passage occupied seven days, seven hours. The ship left Liverpool at 2 p.m. Thursday May 8th. Exceptionally good headway was made for about four days of the voyage, the ship making fourteen knots, but after that dense fog was met and consequently the ship was detained. At 3 p.m. yesterday she was eighty miles off this port. Conditions were then favorable and the Digby finished her maiden voyage in splendid style. The Digby brought 28 packages of mail matter. 500 tons of cargo, and as passengers:—Dr. I. G. Duncan. Rev. H. Uphill. S. Daish and J. Deatherby. The ship is about equal in point of accommodation to the Mongolian, though can steam faster as she is new. The Digby is fitted with modern conveniences, and will afford comfort to travellers. The most competent and experienced stewards are attached to ihe ship. 

Capt. Trinick who is in command of the Digby, is well known here having been a former master of the Furness liner Shenandoah which used to run here. Chief Officer is C. S. Emmett,  Surgeon Dr. H. Godden Cole, and Chief Steward F.B. Webb, who came here several years in the Almeriana and Tobasco. On Tuesday night last an interesting concert was held on board the ship. Dr. Duncan presided, and Rev. H. Uphill contributed selections. The sum of £2. l s. 1d. was taken up for the Marine Disaster Fund. All monies collected are left to Chief Steward Webb for distribution to whatever purpose he sees merits the amount most. 

A reception will be held on board the Digby this afternoon. and she sails for Halifax tomorrow.

Aboard were  30 saloon and 15 Second class passengers of which the Evening Telegram noted, "On the Digby are some 30 young Englishmen, all mechanics, bound out to the Northwest of Canada. They should do well there in a country, just beginning development, and where skilled labor is at a premium."Among her cargo soon to be advertised in local St. John's stores were children's white canvas and kid footwear and a shipment of the latest New Hudson cycles. 

A welcoming reception aboard that afternoon was attended by Major Davenport, representing His Excellency the Governor, Colonial Secretary Watson, leading businessmen of St. John's and members of the Legislature and Legislative Council. "Afternoon tea was served in capital style and Capt. Trinick proved a most entertaining and kindly host."

Digby proceeded to Halifax on 17 May 1913 where she docked at No. 3 Terminal Piers on the 19th.

Credit: The Evening Mail, 21 May 1913.

Credit: Evening Mail, 23 May 1913.

After full inspection of the vessel it stands as the general expression of opinion that for the carriage of apples and other good indigenous to Nova Scotia, she exceeds all other and aptly the merits the ideal besides enchancing the shipping of Halifax.

Evening Mail, 23 May 1913

On 22 May 1913, Digby's officers and Furness Withy officials in Halifax including Capt.  Harrison, marine superintendent, Harry C. DeWolf, George M. Brew and William B. Spencer, of the passenger department, hosted a reception aboard from 3:00-6:00 p.m. attended by the Lt. Governor MacGregor and "scores of representative citizens of Halifax" who had the  "full opportunity to admire at close view what stands as a worthy precursor of three similar craft proposed for the transatlantic route to Halifax. That Furness, Withy and company were justified in building a vessel so well adapted for the transportation of maritime province products overseas was amply demonstrated in the numerous express of admiration for her neatness in design and general excellence of equipment."

Particular interest was attached to the elaborate an comfortable passenger accommodations, and the completeness and finish with which these have been wrought evoked much enthusiasm."

With this ship and the new ships to follow, we are able to do something we never did before, and that is to cater to the passenger trade with a good assurance of success. The voyage from Halifax to Liverpool, calling at St. John's, Nfld., by the Digby, will take 9 days, just long enough for an enjoyable sea trip, and it will be made with as great comfort to passengers as they get on many of the big liners. We shall have accommodatuon for 60 first and 40 second class passengers, and we have the guarantee of our head office that the catering, that is the meals, etc., will be splendidly done. With the growing inclination of Maritime Provinces people to see the land of their forefathers, and the reasonable rate at which they can buy a ticket, I shall be greatly surprised if we do not work up quite a large passenger  business with the next year or two. For a matter of $260, a man can go to England and return first class, and have a three weeks holiday in London, at a comfortable hotel. I am in hope that at the next sailing of the new ship from Halifax, early in July, we shall have at least a few of the people who have been waiting for just such a splendid chance of going to England, as this one affords, and every one who goes will be an influence to send others. "

Interview with John Furness, 

The Maritime Merchant and Commecial Review, 22 May 1913

On 23 May 1913 Digby was opened for a visit and reception by the Women's Council of Halifax.

Credit: Evening Telegraph, 13 May 1913.

Digby left Halifax at 9:00 p.m. on 26th May 1913 for Liverpool via St. John's where she arrived on the 27th at 6:00 p.m. after a passage of 43 hours 30 mins. Among her passengers for Liverpool was His Grace Archbishop Howley and 120 tons of cargo to land including cheese and potatoes.  Digby departed for Liverpool on the 29th, docking there on 6 June. 

On her second voyage, Digby cleared the Mersey on 14 June 1913 and enjoyed good weather until half way across when a strong westerly gale was encountered. Her progress was further hindered by a thick, persistent fog 300 miles off St. John's and ice bergs reported nearby which had her at a standstill for two days.  Digby finally arrived at St. John's at 5:30 p.m. on 22 June 1913, with 450 tons of cargo and 19 First Class and 18 Second Class  and 24 passengers in transit for Halifax, among them  J.E. Furness, Director of Furness-Withy Co..   A very strong current made it difficult for Digby to turn once she had cleared her pier at St. John's on the evening of the 23rd, bound for Halifax where she docked on the 25th.

Credit: The Evening Mail, 26 June 1913.

Timed for forty-two hours rapid steaming from St. John's to Halifax on the last leg of the voyage over from Liverpool, the handsome Furness flyer Digby sailed up the harbor at one o'clock yesterday afternoon after an eleven day passage across the Atlantic. She had a good complement of passengers and her holds held a great quantity of cargo.

The vessel is intended to carry general cargoes from this country and bring back fruit, principally apples and dairy produce. If the trade develops, as anticipated by the late Lord Furness, she will be but the first of a greatly improved type of vessel to be out on this service.

Evening Mail, 26 June 1913

A testimonial by the passengers was published in The Evening Mail 28 June 1913: "We the passengers on the steamer Digby, on this voyage from Halifax to Liverpool, do hereby express our great satisfaction at the steadiness, speed and comfort while crossing the Atlantic, and also take this opportunity of expressing to the captain, officers, waiters, and crew, our gratitude for the very great kindness, politeness, attendance an agreeableness to all those on board."

Addition to Halifax Line, So far as our Canadian business is concerned, you will see we have added a new passenger and cargo steamer, the s.s. Digby, to our Halifax Line, and it is the intention of the Company to build two further and similar vessels for the same service. We have added to our business at Montreal by the establishment of a weekly service of steamers to Hull, which is yielding very satisfactory results, and the opening of our own office in Newfoundland will largely contribute to the efficiency of our general organisation. We have, as you know, our own freehold wharf and offices at Halifax, and we have now under contemplation the erection of a wharf at St. John's, Newfoundland, to provide for the larger class of steamers which we now employ in that service. 

statement by Sir Stephen Furness at 22nd annual meeting, 26 July 1913

Into the summer of 1913, Digby settled into service with a voyage every six weeks from Liverpool, most of them routine and uneventful.  Her passenger trade was slow to develop at first, with 15 passengers for her 17 July departure from the Mersey which proved her fastest yet, making St. John's seven days later despite fog encountered on the later portion. The eastbound crossing was faster still, Digby returning to Liverpool on 12 August, just six and a half days from St. John's.  Her next sailing, on 18 August, had 27 First and 25 Second Class passengers.  With good weather that late summer, she put in a fine six-day passage from Liverpool, arriving at St. John's on 27 September with 10 First Class, 18 Second and 500 tons of cargo for the port. 

Asked how he felt about the success of their new ship, the Digby, during the present season, Mr. Furness told us that he felt most encouraged. She had done splendidly and he hopes next seas to have another boat of greater tonnage and more passenger accommodation for the same route. 'There is a big passenger travel between Newfoundland and the Old Country,' said he, 'and I think we have been getting most of it since the Digby was put on the route.'

Interview with John Furness, Manager, Halifax, in The Maritime Merchant and Commercial Review, 6 November 1913.

Digby's route was the most ardurous and challenging of all North Atlantic tracks with fogs off the Grand Banks in early summer, ferocious gales in winter and towering ice bergs in the twos, tens or hundreds and epic ice fields stretching over hundreds of miles that could be encountered from November through June.  Through good, prudent seamanship and the experience of her officers and crew, Digby made every single crossing safely and sometimes assisted those not so fortunate. 

When Manchester Commerce (1899/5,363 grt), which sailed from Montreal in late October 1913, collided with an iceberg in the Strait of Belle Isle, she was able to make it to St. John's on 4 November where arrangements were made to repair her considerable damage locally, entailing replacement of her entire bow. An order, sent by cable and of over 300 words, went to Irvine's Shipbuilding and the necessary parts begun at once, including a new stem and 17 frames, all bent and punched and ready for installation, were shipped aboard Digby at Liverpool. She sailed on 29 November and reached St. John's on 7 December after an eight-day passage with "strong westerly gales experienced during the voyage."  Repaired, Manchester Guardian left St. John's on 16 January 1914.

Credit: Maritime Merchant and Commercial Review, 26 February 1914

1914

On her first voyage of the New Year, Digby left Liverpool 7 January 1914 and had a classic winter crossing from press accounts: "The Furness liner Digby, Capt. Trennick, 9 days from Liverpool, arrived at 6:30 p.m. last evening, after a stormy passage. Moderate weather prevailed at the start, but the latter half of the voyage the conditions were most unpleasant. For four days there were strong westerly gales and for the couple of days keen frost and heavy snow. She brought 100 tons general cargo, two passengers, Mr. Peyton and Miss Miller, and two for Halifax." (Daily Mail, 17 January 1914).  The Evening Telegram added that "the trip was stormy throughout and as the ship was lightly laden and consequently she was knocked about badly." Among her cargo was "one of the largest shipments of films ever brought here at one time direct from Liverpool" which was advertised in local St. John's papers just in time for those long winter evenings. When Digby came into Halifax on the 20th, she was one of the first ships to use the new "Million Dollar Concrete Pier," Terminal No. 2.  

In reporting on 21 January 1914 that Digby would continue service throughout winter, The Evening Telegram, added, "All who travel by the boat speak in highest terms of the accommodation afforded and of the courtesy of Capt. Trinick and his officers."

Credit: Maritime Merchant and Commercial Review 9 April 1914

Even the short run from Halifax to St. John's could prove difficult in winter. En route to Liverpool, via St. John's, Digby embarked 10 passengers at Halifax on 14 March 1914 transhipping from the inbound Empress of Britain, who were destined for Newfoundland.  It proved a most tedious and protracted passage with strong head winds and when she was close to Cape Race, Dibgy ran into "heavy slob ice, accompanied by fog, necessitating skillful and careful navigation of the ship," and she did not come into St. John's until 1:00 p.m. on the 17th. Among those sailing from St. John's for Liverpool on the 18th were H.E. the Governor of Newfoundland and Mrs. Davidson, and John E. Furness.  Digby arrived on the Mersey on the 27th and underwent her first annual drydocking. 

Credit: Evening Mail, 9 May 1913.

On her longest voyage to date, Digby sailed from Liverpool 25 April 1914. Fine weather was enjoyed until 1 May when, 320 miles from St. John's, she ran into dense fog and then encountered an epic ice floe. "Captain Trinnick stated that at noon on Saturday they received a wireless from Cape Race, informing them that the coast was blocked with ice. They were then 170 miles off St. John's and to avoid the ice the ship proceeded as far south as the Virgin Rocks, scouting around the floes. They continued this for five days, steaming slowly, as it as foggy during the greater part of the time, and were finally able to enter St. John's harbor on Friday [7th], having completely circled the ice which had caused the vessel to cover some 500 miles more than she should have had she been able to follow her usual course." (Evening Mail 12 May, The ship had actually arrived off St. John's on 3 May but dense fog preventing her from entering port until the wind changed.  Digby finally docked at 11:00 a.m. on 7th with 800 tons and 10 passengers.

Credit: Evening Telegraph, 8 May 1914.

Credit: The Evening Mail, 12 May 1914.

In all, it had taken her 13 days to reach St. John's and even on arrival, Digby had to anchor in the stream waiting for tugs to tow several growlers lying close to the pier, delaying her docking by another hour. She finally reached Halifax at 11:00 a.m. on 11 May 1914  with only two passengers to land there, one of whom was John Furness, returning from a business trip in England. She brought in 800 tons of cargo which had to be unloaded by local boys when the dock workers were absent attending a meeting of union longshoremen. 

Furness adveritsement showing the fares c. 1914. Credit: Newfoundland Quarterly, summer 1914.

Digby sailed from Liverpool 3 July 1914 and arrived St. John's on 10th after an eight-day crossing with 500 tons of cargo and several Salvation Army officers returning from Congress being held in London. On the return crossing, the Red Cross liner Stephano and Digby ran a veritable race to St. John's as reported by the Evening Telegraph, 17 July:

Stephano beat Digby to Halifax. 

When the red cross liner Stephano arrived at Halifax from St. John's nfld at five o'clock yesterday morning, her officers were much elated over the fact that they had knocked three and one-half hours from the time of the Furness liner Digby with which they had raced from port to port. The Digby left st john's at 1.30 p.m Saturday and the Stephano sailed at 3.15 p.m arriving at Halifax at 5 a.m Monday morning, the Digby arriving two hours later. The Stephano passed her rival at 9 a.m Sunday and the two ships kept with in sight of each other the rest of the voyage. 

Considerable betting was done on both ships the second engineer winning the pool among the officers of the Stephano.

In my remarks last year I referred to the acquisition of the new passenger steamer Digby, which was constructed at Irvine's Shipyard. This vessel has considerably enhanced our reputation in the Canadian and Newfoundland trade, having carried many distinguished passengers, including the Premier of Newfoundland. The tender for the construction of our new wharf and warehouses at St John's, Newfoundland, has been let; the work is proceeding satisfactorily, and we hope to be in possession of the premises during the present year. As mentioned, this development was necessary owing to the increased size of our steamers, and when the wharf and warehouses are completed they will be the finest and most up-to-date property of their kind in the colony. 

Sir Stephen Furness, 23rd Annual Meeting statement, 25 July 1915

Credit: Maritime Merchant and Commercial Review 30 July 1914

Digby left Liverpool 1 August 1914 and was about midway across the Atlantic when word came that Great Britain and the Empire had declared war on Imperial Germany and the Austro-Hungarian Empire. Newfoundland, with its population of only 240,000, would contribute no fewer than 12,000 men to the Royal Newfoundland Regiment and suffer 1,281 dead and another 2,284 wounded whilst others served in the Royal Navy and Merchant Navy.

For Digby, it was, for a time, business as usual, and she arrived without incident at St. John's on 10 August 1914 after a quick passage of 7½ days. Homewards, she docked at St. John's on the 20th after a 45-hour run from Halifax and her cargo for Liverpool included cod and seal oil. Among those sailing from St. John's the following day were "Mr. D. Simmons, sailing to join a Yeomanry Regiment, Messrs. Dyke, Miller, Barnes, Shaw and Learmouth also left in answer to the call to arms." (Evening Telegram 22 August 1914).

Credit: Maritime Merchant and Commercial Review, 10 September 1914.

Digby arrived St. John's at 5:00 p.m. on 15 September 1914 at 5:00 p.m. after a smart passage from Liverpool of 7 days. "During the latter part of the voyage the ship met with considerable fog which retarded progress." She had 400 tons of cargo and  9 First and 1 Second class passengers for Newfoundland and 30 First and 8 Second in transit for Halifax, embarking 14 additional First Class passenger for Nova Scotia.

Credit: Evening Telegram, 16 September 1914.

...keen interest existed among the passengers on board the Digby and Carthaginian as well as among the crews both ships left liverpool yesterday week in the afternoon the Digby got away from the Liverpool pier ten minutes before her opponent the latter however caught up to the former before getting clear of the mersey. The Carthaginian kept the lead all that night until the following day Wednesday when the digby passed her and never sighted the Carthaginian afterwards beating her by fifteen hours.

Evening Telegraph, 16 September 1914

After a 42-hour passage, Digby docked at Halifax on 18 September 1914. 

Sailing announcement for what would be Digby's last commercial crossing for the duration, showing London not Liverpool as the departure. Credit: Canadian Gazette, 8 October 1914. 

On what would prove her final commercial voyage "for the duration," Digby sailed from London on 15 October 1914 with  only 11 passengers, a small quantity of mail and 550 tons of cargo. After a 7½-day passage, she came into St. John's on the 23rd. "During the passage heavy weather was continuous but for which a quicker run would have been made." (Evening Telegram). Among her cargo was 8,000 yards of flannel which will be distributed to various centres of the Woman's Patriotic Association for making into garments for Belgian refugee children. Proceeding to Halifax, Digby commenced her eastbound crossing from St. John's on the 27th with 16 First and 11 Second Class passengers.

Thanks to the British Navy and soon to be part of it. Within days of this patriotic advertisement being published, Digby was requisitioned for duty as an Armed Merchant Cruiser. Credit: Maritime Merchant and Commercial Review 4 November 1914.

In spite of the fact that she was considerably smaller than most of her consorts in the cruiser squadron, she proved herself a great success under the White Ensign until November, 1915. Then, on account of American feeling against the blockade maintained by the British Navy, it was decided that these operations should be international in order to show that all the Allies were concerned in them. The Digby was accordingly transferred to the French flag and under the name of Artois she continued on the same work until the United States came into the War, when there was no need to trouble further over the matter and she was transferred back to the White Ensign.

The Baltic Trader, Frank C. Bowen

Digby and her Merchant Navy consorts, one of the finest assemblages of ocean liners ever, some like her almost brand new, went to war.  She and so many others would do so as fighting units of the Royal Navy and Digby would not only be among the smallest armed merchant cruisers but one of two to serve under two flags, on tough, tedious and arduous duty maintaining the Northern Patrol as part of the famed 10th Cruiser Squadron. 

1914-1919

Upon arrival in London (Surrey Commercial Docks) on 17 November 1914, Digby was immediately requistioned by the Admiralty as an armed merchant cruiser.  Her advertised sailing for the 28th was cancelled. As such, she would be one of the smallest vessels so employed and reflected wartime experience in employing large express steamers in the role which proved less than satisfactory and in  the interdiction of neutral flag shipping in the shipping lanes between Scotland and the Faroe Islands, the equally inadequate and elderly Edgar-class elderly cruisers originally used.  Ships like Digby with good armament, large coal capacity and tough seaboat qualities would prove ideal for the role.

Even so, Digby required some fairly extensive alterations and this work was carried out in London. This included extending the Bridge Deck forward and aft of the superstructure to provide mountings for her main offensive armament of a pair of 6-inch naval guns fore and aft plus one each in the prow and stern, fitted with gun shields, and the fitting of the necessary ammunitions hoists and magazines below decks.  She was also fitted with a pair of lighter six-pounder guns.  As such, she was pretty formidably armed for a 3,800-ton, 350-long vessel engaged in merchant ship interdiction duties.  Like most AMCs, a considerable amount of fixed ballast was taken aboard to compensate for the lack of cargo although extra coal was shipped to extend her time on station.  She carried 1,350 tons of coal giving a cruising radius of 8,500 miles at 10 knots, 8,000 miles at 12 knots and 4,500 miles at full speed (14.5 knots).

H.M.S. Digby was commissioned, depending on sources, either on 22 November 1914 or 21 December, the later date possibly being more likely given the time, even under wartime expediencies, to convert her to her new role, under Commander Richard F.F.H. Mahon, and assigned pennant no. M.83. Her compliment comprised 23 officers (3 Royal Navy, 19 Royal Navy Reserve and 1 RNVR) and 280 ratings and other ranks composed of Naval Reservists and Merchant Navy personnel.   

Rare seaman's cap tally for H.M.S. Digby. Credit: eBay auction photo.

The date of Digby's first deployment is uncertain but she was included in an official list of the "Reconstituted 10th Cruiser Squadron" (following the replacement of the Edgar-class cruisers) dated 24 January 1915 and published logs dating from March 1915 onwards shows her already well "on the job" Of the 60 total armed merchant cruisers (AMCs), half (33 to be precise) served with the 10th Cruiser Squadron at various times.  

In what was the longest continuous naval operation of the war (August 1914-December 1917), the 10th Cruiser Squadron maintained the Northern Patrol which covered the shipping lanes between northwest Scotland, Iceland and Greenland. Intercepted ships which did not fly the prescribed recognition flags or signals were boarded, itself often a hazardous task in all sorts of sea and weather conditions by a boarding party in open boats, and inspected for suspected contraband of war (the definition of which was decided upon and changed by the Allies as the war progressed), mails and parcels searched and any passengers questioned and papers checked especially with a view to intercept German nationals returning to the Fatherland to enlist. Vessels found to have contraband were put in the charge of a prize crew and taken to a British port, usually Kirkwall, for further inspection and unloading if necessary. 

On a given day, 4 July 1915 for example, the 10th Cruiser Squadron was composed of 24 vessels: Alcantara, Alsatian, Ambrose, Andes, Arlanza, Cedric, Changuinola, Columbella, Digby, Ebro, Hilary, Hildebrand, India, Mantua, Motagua, Orcoma, Oropesa, Orotava, Otway, Patia, Patricia, Teutonic, Victorian and Virginian. 

Like any patrol operation, Digby and her consorts and their crews had long stretches of monotony and busy periods but the worst aspect of the duty was the long periods at sea in often atrocious weather conditions and the ships could be on station for a month or more before returning to Glasgow for coaling and reprovisioning. It was hard duty on the ships themselves and  Digby, staunchly built for her peacetime trade, was ideal for the role. 

As an example of a busy day for Digby and her crew is this log abstract in March 1915:

25 March 1915

Patrol

Lat 59.58, Long -9.55

6.30am: Observed steamer

6.50am: Stopped; exchanged signals with SS Largo (Norwegian) in charge of prize crew from HMS Virginian

6.60am: Ordered them to proceed

7.10am: Proceeded

7.30am: Exchanged challenge with HMS Otway.

9.05am: Signalled SS Sir [?] (Norwegian) of Bergen, westward bound.

9.25am: Stopped

9.30am: Boarded SS Avona of Bergen (Norwegian)

9.40am: Course and speed as required for circling round Avona

10.20am: Put prize crew on board Avona

10.30am: Avona proceeded for Kirkwall

10.40am: Proceeded

3.40pm: Sighted steamer

4.30pm: Stopped; lowered port sea boat and boarded SS Boden (Swedish); course and speed as required for circling

5.00pm: Put prize crew on board

5.15pm: Boden proceeded to Kirkwall; hoisted sea boat

10.50pm: Sighted steamer on port beam

11.15pm: Stopped; boarded SS Helman

On 13 May 1915 Digby returned to Glasgow for coaling and restoring and left on the 20th and returned on the 16 June for the same purpose and this was the usual routine with ship on continuous patrol for four weeks followed by a week in home port for coaling.  In July, Digby was finally drydocked at Prince's Graving Dock no. 3, Glasgow, her underwater hull, after cleaning, receiving " British Antifouling Composition consisting of Red Navy Protective, one coat, and Red Navy Antifouling, one coat." Back on duty, Digby was detailed to sail to Reykjavik, Iceland, arriving 3 August 1915 and commencing patrols off the Island and coaled at sea from two colliers.

Commander Arthur G. Warren assumed command of Digby on 27 August 1915.

Doubtless effective, the British blockade and interdiction of neutral ships, one of the privileges of possessing the greatest navy in the world, was a public relations headache for Whitehall, arousing increasing resentment from the governments, shipping owners, passengers and shippers of the most affected neutral countries: Norway, Sweden, Denmark and the United States and even after Lusitania, American sentiment was decidely cool to Britain and more so when American ships were stopped on the high seas by British ones.  It was therefore decided that the composition of the 10th Cruiser Squadron should be "Allied" rather than British and it was arranged, rather cynically and extemporaneously, to transfer two British AMCs to the French Navy: Oropesa and Digby. Each would be manned by French crews and officers but remain units of the 10th Cruiser Squadron under Britsh command, although in the case of Digby her Chief Engineer was seconded in an advisory capacity for several months.  

H.M.S. Digby arrived at Glasgow, on 29 October 1915 and sailed on the 13th for Devonport (16) where she disembarked most of her crew before departing for Brest on the 22nd where docked on the following day. At midnight on the 24 she was official handed over to the French Navy. Capt. Paul Marie Gabriel Amédée  de Marguerye assumed command.  The ship was renamed Artois. 

The Artois was given as Captain, Paul Marie Gabriel Amédée De Marguerye, a distinguished French naval officer and sent north to rejoin the 10th Cruiser Squadron once again.  She did not have the easiest of starts as she was expected to operate as the English crews did, and the French were not aware of the requirements of the job.  With help from the Admiral and the officers of his Flagship, HMS Alsatian, the crew of the Artois got the hang of things and proceeded to operate the blockade as required.

They stood by a dismasted sailing vessel and, eventually, towed the vessel into Stornoway – to the great relief of all!  Another incident that occurred was when the Artois was chased by a submarine which she eventually evaded.  The Auxiliary Cruiser Artois continued the work of the blockade as she did in English Naval Service.  She met and challenged other ships, exchanged greetings with her colleagues in the 10th Cruiser Squadron and avoided the German submarines which were a menace.  These submarines, apart from sinking ships, were used to lay mines in the approaches to Britain and around British ports. 

http://www.hhtandn.org/notes/811/ss-digby-in-world-war-one

Once she had rejoined  the 10th Cruiser Squadron, Artois' duties and routine were unchanged from her Digby days.  But even the famous Squadron could not be everywhere and in November 1916 came the infamous breakout of the German raider Möwe which passed through the gap between Ebro and Artois patrol area north of the Faroes and went on a rampage, beginning with the sinking of the Lamport & Holt liner Voltaire, for New York, and the Mount Temple the following day, tragically laden with a cargo of 710 horses. 

With the entry of the United States into the war in April 1917, the artifice of the Anglo-French 10th Cruiser Squadron could be ended. On 19 July Artois was returned to the British at Glasgow, Commander Hubert S. Cardale assuming command. Her name was retained and as H.M.S. Artois (MI.55) she sailed from Glasgow on her first patrol back under the White Ensign on 7 August. Two days later at Lat. 57.7 Long. 14.7 two torpedoes were fired at the ship, one passing ahead and one astern. She dropped a depth charge but it failed to explode. 

Less exciting but more typical of the sometimes monotonous and rough conditions endured on endless days "on patrol" is the log abstract for 23 August 1917:

At sea

Lat 63.0, Long -15.0

Ship pitching heavily at times to high sea and swell

Ship pitching heavily at times to high sea and straining

High head sea

Ship pitching heavily falling off during heavy squalls.

Rare wartime view of H.M.S. Artois in "dazzle" camouflage, c. 1917.  Credit: teesbuiltships.co.uk, Richard Cox

On 17 September 1917 Artois sailed from Glasgow on her final patrol for the 10th Cruiser Squadron which included a call at Loch Ewe for coaling 12-14 October. The Northern Patrol was ended and the AMCs were reassigned as convoy escorts, including Artois which meant a  "homecoming" for the former Digby on a voyage to Nova Scotia in October 1917. She sailed from Loch Ewe on the 14th and arrived at Sydney, N.S. on the 24th and left there on the 29th escorting a convoy to Belfast, reached on the 10th.  

On 25 November 1917 Acting Captain Vernon S. Rashleigh assumed command. In April 1918 H.M.S. Artois was given a new pennant no., MI.33, and continued her convoy escort duties for the remainder of the war.

H.M.S. Artois was paid off on 6 January 1919 and turned over to Furness Withy.  

Digby as shown in a late 1918 Furness Withy advertisement with the revised Furness funnel colours she wore in 1914 and 1919-21.

The Furness Line provides the regular connecting link between Great Britain and the oldest overseas Dominion, Newfoundland.  Since the War this service has been provided by the steamers Digby and Sachem, two most comfortable and popular ships, each with accommodation for about seventy cabin passengers and making the passage in about seven days. They carry the mails to and fro as well as general cargo.

The Furness Line has been associated with Newfoundland for the past thirty years and throughout that time has not failed-- not even during the difficult war years-- to maintain this service which enables the Newfoundlander to market his products of Fish, Oil, Timber, Pulp, etc. in Europe and obtain in lieu there of the dry goods, hardware, fruits, etc. which he requires to import. 

Furness Withy brochure, c. 1925

An almost new ship whose career had been interupted by war, Digby was by no means unique for her era.  She was, however, one of the first to resume full commercial service. Moreover, having reintroduced Furness to trans-Atlantic passenger service just before the war, Digby would be in the vanguard of a true inter-war heyday for Furness liners and expanded routes throughout the Americas from Bermuda (Furness Bermuda Line created in 1919), South America (Prince Line) and eventual new and bigger sisters for the Newfoundland/Nova Scotia run.  

1919

After an absence of several years the Furness liner Digby will once again visit Halifax, and is expected to leave Liverpool before the end of the present month. She will re-open the pre-war passenger service which the Furness, Withy Company conducted between Liverpool, St. John's and Halifax, and will be followed by the Sachem. They will also take the place of the steamers Rijsbergen and Gracianna, and will addition to cargo, carry passengers, not only between Liverpool and this port, and also between Halifax and St. John's, and for which both steamers have excellent accommodation.

The Evening Mail, 7 March 1919

Built in a Furness-owned yard, Digby would be refitted for post-war commercial service by another "house" shipyard, the Rushbrooke docks at Queenstown of Messrs. Johnson and Perrott of Cork, acquired in November 1917 which henceforth would be used for annual refits for much of the Furness fleet going forward. 

Although Digby would be refurbished to pre-war condition (save for the addition of  5,040 cu. ft. of refrigerated cargo space), the services to Newfoundland reflected post-war conditions, mainly the end of Allan Line's services there with it now part of Canadian Pacific and the mail contracts were not renewed.  Plans to build two more Digbys, shelved during the war, were not revived after it given high shipbuilding costs, uncertainty of trade and the more pressing need to replace war losses. Instead, the Warren Line's Sachem was added to the route to partner with Digby. Dating from 1893, the 5,204-grt, 11-knot, 59-berth Sachem  was the typical "stop-gap" that would wind up soldiering on for six years.  

One of a set of postcards dating to 1919 of Furness ships showing Digby with an unusual funnel livery of black top with red and white bands and blue main body. There is no evidence that this was actually used and Furness ships adopted the now familiar deep red with black banding from 1919-21 instead. Credit: eBay auction photo. 

On 26 February 1919, Digby left Queenstown for Liverpool to load for her first post-war voyage. In command was Capt. H.W. Chambers, who had commanded Durango during the war and was credited with sinking a U-Boat on 26 August 1918 before his own vessel was sunk, for which he awarded the Distinguished Service Cross. 

First post-war sailing list. Credit: Dundee Courier, 11 March 1919. 

Upon re-entering service, Digby uniquely figured in the pioneering trans-Atlantic flights that captured the world's imagination in 1919. 

In April 1913, the year Digby entered service, the Daily Mail offered a £10,000 prize for the first aviator to the cross the Atlantic from North America to Great Britain or Ireland in 72 continuous hours or less.  The contest lapsed during the war, but with the enormous advances in aviation made during it especially in Britain and the development of long range bombers, was revived with great intensity by 1919. Offering the shortest route to the British isles, Newfoundland became the epicenter of competing efforts by spring 1919 and as the only line with direct services there, Furness played an important role in the transportation of the aeroplanes, equipment and men to create makeshift bases near St. John's. There were four main entrants in the competition: Sopwith (Hawker and Grieve),  Vickers Vimy (Alcock and Brown), Martinsyde (Raynam and Morgan) and Handley Page (Brackley, Kerr, Gran, Wyatt, Arnold and Clements).

With twenty-three passengers for St John's, Nfld., the Furness liner Digby sailed on Thursday night last week for that port and Halifax. This is the first trip of the Digby since October, 1914, when she was requisitioned by the British Government and used as an auxiliary cruiser. She was recently released and after undergoing some repairs has been again placed on the service.

Shipping: A Weekly Journal of Marine Trades, 29 March 1919

Resuming the Furness Withy service to Newfoundland and Nova Scotia, Digby departed Liverpool on 20 March 1919 with 42 passengers among whom were the Australian aviator Harry C. Hawker and Lt. Cmdr. MacKenzie Grieve (Sopwith), RNAA Major C.W. Fairfax Morgan, the navigator for Major Frederick Raynham's trans-Atlantic flight in a Martinsyde triplane. Also on board were returning men of the Newfoundland Battalion including Tommy Ricketts, the youngest recipient of the Victoria Cross. Among her cargo were two enormous packing cases containing the Sopwith Atlantic biplane for Hawker and Grieve's planned trans-Atlantic flight from Mount Pearl set for 12 April. 

Although flying the Atlantic offered its own considerable challenges, so did the more familiar early spring ocean crossing.  When some 120 miles from St. John's on 27 March 1919, Digby encountered impassable ice floes which prevented her from coming into the port.  With the deadline for the flight not far off, Digby was instructed to proceed instead to Placentia Bay on the south coast where she came anchored off St. Bride's Harbor on the 28th at 5:00 p.m. There she rendezvoused with the Red Cross Line's Portia on to which she loaded the crates containing the aircraft and equipment and the airmen who would proceed overland by train to St. John's.  As for Digby, she proceeded direct to Halifax where she arrived on the 31st. 

Sailing notice for Digby's first eastbound crossing from Halifax. Credit: Evening Mail, 2 April 1919. 

Digby sailed from Halifax on 8 April 1919 and came into St. John's on the 10th at 11:30 p.m. after a "fair run of 53 hours," encountering a large number of bergs en route but no field ice until Cape Race when she encountered a heavy string which caused her "nurse along slowly."  She landed 1,700 tons, 22 passengers and had 10 in transit for Liverpool.  Capt. Chambers was presented with a set of pipes by the St. John's Board of Trade during the first post-war call.   Digby left St. John's on the 12th for Liverpool with 47 passengers.

Digby's running mate, the former Warren Line steamer Sachem, coming into a snowy St. John's. Credit: eBay auction photo.

Sachem made her first voyage from Liverpool on 3 April 1919 with 47 passengers.

Credit: Edmonton Journal, 23 April 1919.

Thomas Kennedy, St. John's agent of the Furness-Withy Line, was informed yesterday that the steamer Digby, leaving Liverpool April 26 and due here [St. John's] before May 6, would bring out the Handley-Page Berlin bombing plane, which has been entered in the trans-Atlantic flight. This is the first machine of the multi-engined type to be started for this side and its coming is causing lively interest.

Major Gran, as its pilot and navigator, and Rear-Admiral Mark Ker, observer, are coming in the Digby, this morning's report had it.

Edmonton Journal, 23 April 1919.

Few liners participated more in the pioneering days of trans-Atlantic aviation, thus tangently figuring in the eventual demise of passenger ship travel, than did Digby on her first few voyages.  On her second voyage, scheduled to begin from Liverpool on 26 April 1919 she would carry the enormous Handley-Page V/1500 "Berlin Bomber" and its two-man crew to St. John's to compete in the trans-Atlantic flight contest.  This was dismantled and was packed in six large crates kept on deck as being too big for the holds and the fuselage placed athwart hanging over both sides. In all, the plane and equipment comprised 109 crates and totalling 14 tons. Six large cases were carried on deck and 103 in holds with the largest crate being 45 ft. long containing the rear section of the plane and two others were 20-ft. long and 12-ft. high weighing four tons each.

One of a series of special postcards issued by Furness Withy depicting the shipment of planes and equipment to Newfoundland for the trans-Atlantic flight competion in 1919. This shows the loading of the crates containing the big Handley-Page V/1500 at Liverpool in April. Credit: eBay auction photo.

Merseyside dockers cared little for aeroplane contests and a dock strike delayed Digby's sailing and she did not get away until 2 May 1919 with a good list of 63 passengers.    On board were the air crew for the Handley-Page flight: Vice Admiral Mark Kerr, Major Ackly and Major Grant of the RAF, Lt. Taylor, meterologist, and Lt. White, wireless operators. 

Another of the rare c. 1919 Furness issued postcards showing the unusual red-white-blue funnel colours. Credit: eBay auction. Note the crates containing the Handley-Page bomber on the after cargo deck. Credit: eBay auction photo.

Digby's arrival at St. John's on 10 May 1919 occasioned much interest including from the crew of the U.S. Navy cruiser Chicago which came in the same day, with over 1,000 watching the unloading of the aircraft. The liner proceeded to Halifax where she docked on the 13th and her eastbound crossing from St. John's on the 24th had 52 passengers. 

The S.S. Digby of the Furness Line is back again on the route between Halifax and the old country, and from what Mr. Furness told us she is likely to have a big business this season. The Digby can only accommodate 55 first-class passengers, but she is a very comfortable boat and those who crossed in her before the war were quite warm in their praise of her accommodations.

The Maritime Merchant, 29 May 1919

Credit: Evening Mail, 7 June 1919.

Digby arrived St. John's on 14 June 1919  at 5:30 p.m. from Liverpool after a passage of 6 days 21 hours, delayed eight hours circling ice near port. Among her 500 tons of cargo were two new radiators for the Handley-Page aircraft. 

On her 7 October 1919 sailing from Liverpool, Digby proceeded direct to Halifax, with no call at St. John's, in either direction. 

In 1919, Digby completed eight westbound crossings to St. John's and Halifax carrying 334 passengers; and seven eastbound crossings to Liverpool carrying 343 passengers for a total of 677. 

1920

Digby arrived at St. John's on 13 March 1920, late from Halifax. after assisting the American steamer Lake Ellithorpe  which had grounded near Sable Island and damaged her rudder on the 11th. Digby and the Furness freighter Maplemore responded to her distress call and with towing gear provided by Digby (which also rendered medical aid to the freighter) after the first two lines broke, Maplemore towed the disabled ship to Halifax.   It was the second tow of the kind accomplished by Maplemore whose captain was aptly named Fortune.  Digby was to have sailed for Liverpool at daylight on the 17th, but owing to a strong wind, the tugs were unable to get off the pier and she left the following morning with  23 passengers and a large cargo of paper aboard.

Credit: Gazette, 18 May 1920.

Messrs. Furness, Withy, and Co., although for long time a steamship company of importance in cargo-carrying trade of the world, have not hitherto taken any conspicuous part in the passenger-carrying business between this country and America. Their activities in this respect have practically been confined to their trade with Newfoundland and Halifax. Their steamers that trade, the Digby and Sachem, are very popular with travellers, but carry only fifty or sixty each. About six years ago they purchased the old-established Warren Line, Liverpool to Boston, and no doubt but for the war there would have been considerable developments in that direction ere this. They now announce new passenger service for this summer, they have arranged for their fine twin-screw steamer Fort Victoria to come on the Warren service from Liverpool to Boston. 

Liverpool Journal of Commerce, 19 April 1920

Under Sir Frederick Lewis (who bought out the Furness family shares in the shipping interests of the company in 1919-20), Furness-Withy began the decade with a new interest in developing their scheduled passenger-cargo liner services.  Digby had been the start, back in 1913, but more ambitious plans were in the offing. On 19 April 1920 the line announced they would start regular Boston to Liverpool passenger service which was known as the Furness-Warren Line.  This initially employed Fort Victoria, just introduced on the new Furness Bermuda Line service from New York which was then more of a winter operation.  During the summer months, Fort Victoria would made three round voyages starting in June on a five-weekly basis.

Digby, which arrived at St. John's from Liverpool on 16 July 1920, made her first call at Sydney (NS) before docking at Halifax on the 28th.

After a "good run of 52 hours, considering that dense fog prevailed most of the way" (Daily Telegraph), Digby reached St. John's from Halifax on 2 August 1920. She sailed the follow day for Liverpool with 27 First Class and 30 Second Class, including the Premier of Newfoundland Hon. W.R. and Mrs. Warren.

On her next westbound crossing, Digby had aboard, "The Bishop of Newfoundland, the Chief Justice, Sir Wm. Harwood, who was accommpanied by Lady Harwood, and Sir John Crosbie, shipping controller for Newfound during the war, were the among the passengers sailing for the colony on the Furness Withy Royal Mail steamer Digby which left the Mersey yesterday afternoon. The Digby, which is commanded by Captain F.W. Chambers, DSC, is very popular in the Newfoundland trade, as shown by the passenger list." (Liverpool Daily Post, 20 August 1920).  She reached St. John's on the 27th after a 7½-day crossing with 44 First and 12 Second Class.

Credit: St. John's Daily Star 10 September 1920

Credit: Maritime Merchant, 28 October 1920.

Among those sailing in Digby from Liverpool on 5 November 1920 were "mechanics who are to set up airships which will be used next Spring for locating seal herds on the floes of the Atlantic." (Victoria Daily Times). After a rough crossing, they were landed at St. John's on the 15th. "after a voyage of contentious weather" (Evening Mail), Digby arrived at Halifax on the 18th. Left Liverpool on 5th and was expected yesterday but delayed by weather. The weather was no kinder on her return and after an extrordinarily protracted 72-hour passage from Halifax, Digby finally arrived at St. John's at 1:00 a.m. on the 26th, "the ship met a very stormy time coming along heavy seas and head winds being encountered." (Evening Telegram).  When she sailed for Liverpool the following morning, Digby had 30 First and 33 Second Class passengers aboard and 2000 packages of cod in her holds. 

In 1920, Digby completed nine westbound crossings to St. John's and Halifax carrying 372 passengers; and eight eastbound crossings to Liverpool carrying 398 passengers for a total of 770. 

1921

After a routine and smart 43-hour passage from Halifax, Digby came into St. John's on 21 January 1921 and had quite a time of it coming alongside. With Basaaan already at the Furness pier and Storburg ahead at Harvey's pier, both had to be moved to make way for the mailship.  It was found that Storburg's steering gear was frozen up and after it was thawed out with steam, both ships were shifted. Then as Digby was pushed into the wharf, a lot of slob ice got between her and the pier and the tug Mouton had to be requisitioned to clear it. After two hours, Digby and her 15 passengers were finally alongside. Her outbound cargo for Liverpool was considerable,  consisting of 4,000 casks of  codfish and 1,000 of drums of cod oil, and 22 passengers.

It was to better accommodate Newfoundland's export cod trade and perishable goods between Halifax and St. John's, that it was announced that on arrival at Liverpool, Digby's annual overall would include an expansion of her existing 5,040 cu. ft. refrigerated cargo space.  With an additional 7,581 cu. ft. installed in no. 3 hold and 8,671 cu. ft. in no. 4 hold, she would now have a total of 21,292 cu. ft. of refrigerated space or a 250-ton capacity.   Digby was the only ship regularly serving St. John's with refrigerated space at the time, making her invaluable in the Dominion's developing fish export trade to England. 

On her final crossing before her overhaul, Digby went to the rescue of the Furness Withy cargoliner Sidlaw Range (1918/4,407 grt) which lost all of the blades of her screw in heavy weather off Rockall Islet, west of the Hebrides, on 31 January 1921 en route from Dundee to New York. Her S.O.S. was received by Digby, 500 miles distant, which reached the drifting vessel on 2 February. Digby subsequently took the disabled vessel in tow, but owing to high seas and a violent gale, the wire hawser parted, and it was impossible to make  a fresh connection for 12 hours. A second and third time the towing cables snapped, but ultimately for the fourth time a towing cable was passed to Sidlaw Range, and course shaped for the North Channel. Although it was initially planned to make for Greenock, this was changed to Belfast where  Digby and her charge arrived safely on the 7th.

Digby proceeded to Queenstown Dry Docks and Engineering  Works for what would prove an extended and eventful refit that coincided with the turmoil of the Irish War of Independence which broke out on 21 January 1919 and entered its most violent stage in January-June 1921 and had extended to prosperous Cork which had been relatively peaceful.  

It had originally planned for Digby to leave Liverpool on 1 March 1921, but it was announced on 21 February that "Digby is undergoing extensive repairs at Liverpool and will not leave for here before March 15th."  This was followed on 5 March with the news that Digby's sailing from Liverpool on the 15th was cancelled and Strathmore would take her place, but for cargo only, on the 19th, with the next passenger sailing being by Sachem on 9 April. 

Credit: Boston Post, 17 March 1921.

Having successfully inaugurated their Boston-Liverpool passenger route the previous summer with Fort Victoria, Furness  Line announced on 17 March 1921 that Sachem and Digby would add a regular Boston call on their route, effectively combining the old Warren Line Boston service with the Furness Newfoundland/Nova Scotia route.  The first departure from Boston would be by Sachem on 28 April followed by Digby on 17 May and three weeks there after through autumn.  Digby's maiden call at Boston would come rather later as would her return to service, the reasons for which were reported in the Evening Advocate of 30 May:  

The work as well as other mirror alterations, was done at Cork, by the Queenstown Dry Docks and Engineering works, and occupied nearly 3 months. During that time the crew had quite an experience as with the present unsettled state of affairs in Ireland it was dangerous to move about the streets even in daylight,  whilst it was madness to be about at night, and practically all the ship's crew were held up and searched at one period or another. The whole populace of Cork were in a state of terror, whilst everywherearmoured cars, and all the appliances of warfare were in evidence. Raids were continually being carried out, both by the rebels and military, whilst destruction in the shape of burning buildings were a common sigh, in fact the principal buildings of Cork have all been destroyed.

Even the Digby came in for a share of what seemed to be a general theme of pillage and destruction. Late one night a party of Masked men,  armed to the teeth,  boarded the ship, and after locking the officers in their rooms, dismantled the wireless apparatus and took it away with them.  The men threatened to shoot all and sundry who might Interfere with them in their work, one of the principal officers of the ship being held in his room with a loaded revolver whilst  the raiders removed the wireless.   

Next morning the Superintendent of the works, which are owned by the Furness Withy Co, and employed about 600 men,  addressed the employees, informing them that in case the stolen goods were not returned, the Company would have the plant closed, and their ships sent elsewhere. This evidently had the desired effect as several days later the missing wireless was return undamaged. 

At Cork, the Digby signed on a new crew, except the officers, and when the necessary alterations had been completed, the liner would resume regular service. Her troubles were not at an end. Shortly after leaving Queenstown it was discovered the Sinn Fein flag was flying above the Union Jack.  This state of affairs of course on board of an English ship was out of the question, and on being detected by the ship's officers it was immediately hauled down and the Old Jack given its proper and rightful position further down the river, with the Queenstown pilot on board, the prompt action of Capt. Chambers avoided a serious collision with three Naval vessels which were moored near each other. As it was the Digby lost an anchor but all were pleased that the affair turned out as well as it did, were even more delighted when they got back to 'Blighty' once again. 

After a long and eventful refit in wartorn Ireland, Digby sails from the Mersey on 21 May 1921 for Newfoundland. 

Credit: Evening Advocate, 30 May 1921.

Digby finally resumed service her departure from Liverpool on 21 May 1921, arriving at St. John's on the 29th, landing 55 there  and embarking 28 for Boston and Halifax (landing four and embarking 10 there. Capt. Chambers reported passing 200 ice bergs in the three days before St. John's and on one day, 90 bergs and growlers were spotted and Digby had to thread her way through them. She made her maiden call at Boston on 6 June. Her first cargo for Boston included 555 barrels of whale oil, 1,140 bags of soda ash and a consignment of linens, machinery, grindstone, earthenware and flax waste. 

An inspection and luncheon was held aboard Digby at Hoosac Docks on 8 June 1921 and Capt. Chambers and Furness' local agent H.L. Porter hosted the party of steamship agent, freight forwarders, customs and railroad officials. The Boston Globe described Digby as being "handsomely furnished." She sailed on the 11th with 16 passengers for Halifax, 18 for St. John's and two for Liverpool. When she cleared St. John's on the 20th, she had 56 passengers and 500 tons of cargo, much of it in her new reefer space, including 350 tons of fresh salmon from the Atlantic Fisheries Co.  It was reported that the consignment "reached England in perfect condition and was quickly bought up in the various markets."

Digby put in an excellent run of seven days from Liverpool (departing 8 July 1921) to St. John's, averaging 300 miles a day, and had it not been for fog off the coast, it would been a record trip.  She reported dodging bergs for 300 miles before reaching St. John's on the evening of the 15th with 64 passengers and 350 tons of cargo.  The Evening Telegram reported that "a larger number of passengers than usual came this trip, the ship's passenger accommodation having been enlarged whilst she was at Liverpool."

Upon the ship's second call at Boston on 21 July 1921, The Boston Globe contributed a fine account of the voyage and ice bergs encountered before St. John's: 

Some of these bergs were of enormous size and towered high over the liner. There were of fantastic shapes, one of them having the appearance in the distance of a huge square block of marble. Another looked like the leaning tower of Pisa and was apparently on the point of toppling into the sea. A dense fog settled over the ocean while the Digby was in the midst of the bergs, and it was necessary to stop the engines two night to guard against collision with them. The Digby had fine weather on the passage until running into strong southerly winds and dense fog on the Grand Banks. Her passengers all debarked at St. John's and Halifax, but from those ports she brought 23 passengers to Boston.

Not to be outdone, the Boston Post  (22 July 1921) reported "After a thrilling experience in the ice region, where for 300 mile she was dodging huge bergs and part of the time feeling her way through heavy fog, the Furness line steamship Digby arrived today."

The Boston Globe ran a story on 22 July 1921 detailing the wartime exploits of Digby's Captain Chambers:

Capt. Francis W. Chambers, commander of the Furness Line steamship Digby, which arrived at Hoosac Docks yesterday from Liverpool is one of the British shipmasters who received the coveted Distinguished Service Cross for conspicious bravery during the World War. He was also the recipient of a substantial money reward for sinking a German U-boat, but in the fray his own steamer was struck in a vital part and went to the bottom.

The steamer Durango, of which Capt. Chambers was then commander, was making a passage from St. John and Halifax to London on Aug 26, 1918, when she was attacked by two subs. They were of the larger and faster type of U-boats, and although they were several miles away when first sighted, they soon overtook the slower freighter and begin to pepper her with shells from 5.9-inch guns.

Capt. Chambers ordered the gun crew to quarters and soon the shots were flying from the steamer. The subs in the meantime had ranged themselves on the port and startboard sides, and they fired as rapidly as the guns could be handled. The Durango, although at a decided disadvantage, fought valiantly for five hours, sinking one of the Hun boats with a direct hit through the conning tower, and marking the other sub with a rain of shots.

Then the steamer's ammunition gave out, and she was at the mercy of the German. The U-boat approached nearer and heavy shells were sent through the steamer's side. One shot struck the steamer squarely amidships, ploughing through the coal bunkers and coming out on the other side, carrying several tons of coal with it.

The Durango was battered by more shots, and finally one struck her just below the water line, and she began to fill. She settled down on her beam ends, and the crew, all of whom, strange to say, were unharmed, took to the boats and pushed away from the side of the doomed vessel just as she plunged bow first to the bottom.

Two British steam trawlers, acting as patrol boats, were attracted by the firing and hastened to the rescue of the crew. The submarine fled as the trawlers approached. The Durango went down about 100 miles off Lochs Willy, leaving a lot of floating wreckage to mark the scene of the battle.

The gallant captain and his crew received an ovation when they landed at London. The captain was summoned to Buckingham Palace, where King George pinned the decoration on the captain's breast.

Capt. Chambers lives in Surrey, a suburb of London, and is regarded as one of the most skillful navigators in the British Merchant Marine.

On her outward voyage from Boston, departing 28 July 1921, Digby embarked close to 60 passengers for Halifax and St. John's and 1,000 tons of cargo. She cleared St. John's for Liverpool on 3 August with 23 passengers from that port and another 23 embarked at Halifax. 

Making her third arrival at Boston, Digby had 28 passengers from St. John's and 21 from Halifax and 1,000 tons of cargo to land there on 8 September 1921.

Arriving at St. John's from Liverpool on 14 October 1921 "after a splendid run of 7 days from Liverpool" with 38 passengers and 350 tons of cargo, the liner's football team played a match the next day with the G.W.V.A., and the Evening Telegram reported that "the ship's side is selected from the stewards' and engineers departments, and is managed by Mr. Longmuir, the purser and chief steward, to whose energy and keeness the team owes its existence."  The referee for the match was Chief Engineer J. Lydon. It was mentioned that during the ship's turnaround at Liverpool, the team had played the Furness Withy Team, losing by one point.  Continuing on Halifax, Digby arrived there on the 17th 10:00 p.m. after an excellent run of just 38 hours 30 mins. 

On her last voyage of a busy and eventful year, Digby arrived at St. John's from Liverpool on 1 December 1921 with nine passengers (and another nine in transit to Halifax) after a long crossing from Liverpool that began on 23 November and had enjoyed fine weather the first three days before head winds and heavy head seas slowed her down. She had 900 tons of cargo for St. John's

In 1921, Digby completed five westbound crossings to St. John's and Halifax carrying 230 passengers; and seven eastbound crossings to Liverpool carrying 265 passengers for a total of 495. 

1922

The Furness liner Digby, F.W. Chambers, DSO, Commander, with mails, passengers and freight, arrived this morning after a wintry passage. Leaving Liverpool on the night of the 10th January, had fine weather down Channel, but on the second day out encountered heavy head seas and strong W. and N. gales, at some periods reaching hurricane force, accommpanied with snow, hail and sleet. Wednesday last was a particularly bad day. Tremendous seas boarded the ship fore and aft and several times she had to heave to, and the ship made only 87 miles for the day. By skillful management the Digby was brought through without sustaining any damage, but all were glad when land was reached.

Evening Telegraph 21 January 1922

Upon arrival at St. John's, it was found that one of her propeller shaft bolts had been loosened in the days of heavy seas and engineers from the Reid mechanical shops were enaged to effect repairs before Digby could proceed to Halifax, her departure being put back to 25 January 1922.  There was a further delay when blizzard conditions closed the port and she did not get away until the following day. 

Digby's expanded refrigerated cargo capacity continued to play an important role in Newfoundland's expanding export fish market and on her onwards voyage would take 700 boxes of bloaters to Boston shipped by the Cold Storage Co. whose manager, Mr. W.L. McIntosh, would also take passage in the ship to make arrangements for other shipments during the Lenten season. 

The much delayed ship docked at Halifax on 28 January 1922 and at Boston on the 30th, with 12 passengers and 300 tons of cargo for the port. Among those sailing from Boston to St. John's was vaudeville comedian  (as well being a well known and popular baseball player being pitcher and manager of the Providence, Rhode Island Independents) Mr. Eddie McGinley who presented a concert aboard, "assisted by Messrs. Pritchard and Whiteford of the ship, who did some very original 'turns' after which a collection was taken up in aid of the Liverpool Sailor's, Widow's and Orphans' Fund. 

Homewards, Digby came into St. John's from Halifax at 6:00 p.m. on  10 February 1922 after a slow passage marked by meeting much ice en route. The ocean for 30 miles south of the cape was covered and Digby had to slowly navigate through it. At the entrance to St. John's, the ice barrier was very heavy and "only through careful management was the ship brought through." She had a large outward cargo to load and did not depart until the 15th, having three through passengers from Halifax and 11 embarking at St. John's.

The steamer Digby that reached Liverpool last month was, in truth, a refrigeration ship. Among her cargo was 500 boxes of frozen poultry for one first and 667 boxes for another, while hams and other hog products and cases of fish in various kinds in large bulk quantity made up a considerable part of the vessel's cargo. The facilities afforded by Britain's refrigerated fleet have completely changed the scale and character of the Empire's food-supply.

Ice and Cold Storage March 1922

When Capt. Chambers brought Digby into Boston on 16 March 1922, he told reporters that they had encountered immense quantities of field ice off the Newfoundland coast extending to a point 150 miles south of Cape Race and had to take a long 300-mile detour southward to escape and did not reach clear water until six hours of steaming. Six days later it was reported that Furness Withy had promoted Capt. F.W. Chambers, DSC, to Commodore of the Furness Withy Fleet, having served with the company for 40 years. 

With summer came more sanquine and speedier crossings. After what was described by the Evening Telegram as "a splendid passage down," Digby arrived at St. John's from Halifax at 2:00 p.m. on 20 May 1922 with 29 passengers landing there, 38 in transit to Liverpool and another 17 embarking. With "beautiful summer weather all the way across,"  Digby made St. John's at 7:30 p.m. on 21 June after a good 7-day passage and could have docked the previous had dense fog not been met 150 miles from the port and with icebergs about, speed had to be reduced.  She 38 passengers landing and another 19 for Halifax and embarked 18 for Boston. 

If a break from ice and gales, summer often brought fog off the Grand Banks and Nantucket. Fifteen hours late owing to heavy fog in the bay, Digby arrived at Boston, Hoosac Dock, Charlestown on 29 June 1922. Should have arrived previous day but fog reduced speed. She had one passenger from Liverpool and 19 from St. John's including Hon. S.D. Blandford, the high sheriff of Newfoundland.

With a record number of passengers (81 with 44 landing there), Digby docked at St. John's on 11 August 1922. She also brought in the largest cargo since the war, some 1,600 tons including 750 tons of salt.  Fine weather prevailed most of the way since departing Liverpool until fog was encountered 500 miles from St. John's which detained the ship for 30 hours. 

On 14 August 1922, St. John's was the sight of a rare meeting of Sachem arriving from Halifax, and Digby (in port since the 11th). With the later at the Furness pier, Sachem had to anchor in the stream.

Credit: Evening Mail, 28 September 1922.

Digby had a very rough westbound crossing in September, delaying her arrivals at St. John's and Halifax. She reached St. John's on the 23rd ( landing 32 passengers, 46 bags of mails and 500 tons of cargo) and had more bad weather en route to Halifax where she docked on the 28th, arriving off the port the previous late evening.  "Captain Chambers reports extremely bad weather crossing the Atlantic, and when about 100 miles from Halifax yesterday, the ship ran into a southwest gale, blowing hurricane force, and the Digby being quite light, only five knots were made at times. " (Evening Mail, 28 September 1922). She land 25 passengers from Liverpool and six from St. John's on arrival.  There was no call at Boston this trip and she loaded a large cargo of apples for England before sailing. 

Digby arrived Boston on 13 November 1922 with two passengerss from Liverpool, 30 from St. John's and one from Halifax. Capt. Chambers reported stormy weather all the way from England to Newfoundland but "exceptionally good weather" since departing St. John's. During her call, the Digby Football Team was trounced by the Bunker Hill Celtics, 5-2, in a match on the 19th before a crowd of 5,000.

On 13 December 1922 Digby sailed from Liverpool on her final crossing of the year which would prove to be her most protracted and difficult in her long life, indeed of any liner of her era.  She sailed straight into one of the most severe winter North Atlantic storms in years.  Overdue by many days, Digby radioed at noon on the 26th that she was 150 miles east of Cape Race whilst other ships were reporting "very boisterous weather" in the Atlantic. But it was not until she finally arrived, battered and covered with salt spray and ice, at St. John's on the 27th that details of her horrific 13½-day crossing were revealed:

Making probably one of the longest passages in her history, the s.s. Digby, 13½ days from Liverpool (sailing from there on 13 December), reached port this morning. Yesterday the ship was reported 150 miles east of Cape Spear, and expected to make port at midnight, but owing to a snow storm Capt. Chambers hove the ship to about 20 miles off. Up to early this afternoon the ship was held at anchor in the stream and a full report of the voyage could not be obtained. It is learned, however, that the Digby encountered terrific weather, mountainous seas and head winds marking most of the voyage. Tons of water flooded the decks and at times it was dangerous for the sailors to get about. As it was, three of the crew sustained injuries. One of the stewards had his arm sprained and is obliged to carry the limb in a sling. A fireman had some teeth knocked out, and one of the sailors had his face badly battered by being thrown on the deck. The moveable equipment about deck was also more or less damaged, and the ventilators bucked up. The rails and bulwarks on the port side were badly splintered.

Evening Telegram, 27 December 1922

So ferocious was the storm that the Furness freighter Chickahominy, also en route from Liverpool to St. John's, gave up after being at sea for 12 days and returned to port. 

At least there were only six passengers aboard, Digby's smallest list since entering service. In addition to two through booked, she took on another 11 for Halifax when she departed on the 28th. The battered ship arrived at Halifax at 10:00 a.m. on New Years Day with 24 passengers, seven of whom landed there, and 600 tons of cargo. And with lots of stories to tell of one of the stormiest crossings any liner had recently endured as recounted by the Evening Mail in vivid detail:

Captain Chambers, a veteran mariner with thirty years' experience on the North Atlantic in winter time, said the passage from Liverpool to St. John's, was the roughest he had ever know, and the appearance of the ship on her arrival here, is more than sufficient to bear out his statement, her decks being swept clear of ventilators, ladders and other equipment, and her port bulwarks, aft of the superstructure, stove in for nearly thirty feet. Several of her crew are nursing injuries received during the gale, and are emphatic in their statements that their safe arrival in St. John's was only achieved through the seamanship and ability of Captain Chambers, who during the whole trying period, remained almost continually on the bridge.

The Digby left Liverpool on December 13th, and for two days, moderate weather was encountered. From then until her arrival at St. John's, she ran into a succession of heavy gales, the wind blowing from all points of the compass. On Sunday, the 17th, the storm was at its worst and all on board spent a very anxious time, the seas sweeping the ship continually. One sea cleared the forecastle head, carrying away coils of rope, wire cable and everything moveable. No. 2 hatch was smashed in and the hold filled with water, which partially destroyed the cargo. Early in the day a succession of heavy seas totally engulfed the steamer, sweeping through the alleyways and flooding the cabins. Carpets, linens and some of the passengers' effects were destroyed and other damage done. The fury of the gale was sufficient to drive the ship back 150 miles.

On Christmas Eve, the ship encountered another  gale and received an even worse drubbing than on the previous Sunday. The bulwarks were stove in, pipe casings torn away, both companion ladders aft, ripped from the deck and several deck plates started, flood every room in both alleyways. Several of the crew were injured by being washed along the deck and hurled against ventilators, etc. The ship's surgeon, Mr. Jones, was called on to exercise his skill under very trying conditions. One man's lips were so badly cut they resembled a jig-saw puzzle, and the problem of sewing them up in some semblance of their former shape would be a difficult one under even ordinary conditions. Mr. Jones performed the operation during the height of the gale, being assisted by the purser and two members of the crew, who held him erect while the ship was lurching and pitching.

The ship arrived off St. John's Tuesday, December the 27th, but owing to snow squalls, did not enter until the next day

The Evening Mail, 1 January 1923

The Boston Globe reported that "the boat showed the effects of what Capt. F.W. Chambers said was the worst storm he had seen in 30 years at sea. Hatches on the forward holds of the Digby were washed away with everything movable about deck, and much damage was done to the cargo by sea which poured into the vessel in mountainous floods. The firemen's quarters were flooded and the firemen had to live in the stockhold for three days.

In 1922, Digby completed eight westbound crossings to St. John's and Halifax carrying  281 passengers; and seven eastbound crossings to Liverpool carrying 266 passengers for a total of 547. 

1923

Still six days behind schedule, Digby came into Boston on 5 January 1923, docking at Pier 41, Hoosac Docks "after the worst passage in her career" with 18 passengers to land there, six from Liverpool, 11 from St. John's and one from Halifax. Cunard Vasconia, also six days late from London, came in the same day after "a grueling trip across the ocean." The Boston Globe reported that Digby "ordinarily would have arrived here six days ago. She was held back, however, by almost continuous gales and hurricanes, during which her decks were flooded, part of her fittings were demolished and considerable water leaked into the holds and the apartments of some of the officers." Capt. Chambers told reporters that "never in his long sea experience [had he] met such terrific weather. The gales, he said, increased in violence until at times the wind blew 115 miles an hour, while the decks were flooded and the seas hammered the hull and superstructure.  Everything moveable was swept from the decks, while tons of water poured into the Nos. 1 and 2 holds. The stewards' quarters and some of the staterooms were flooded. Two of the cargo booms were wrenched from their fastenings and swept overboard in the flood. The deck plates were started and the tiling was started from the galley floor."  Boston passenger, Miss. M.S. Mitchel, was knocked down when a giant wave hit the vessel with such force that it broke her leg. 

Blizzard conditions prevailing at Halifax on 13 January 1923 held up the loading of Digby for Liverpool and intermediate ports and she did not get away until the 15th.

There was no end to the ferocious weather that winter. Upon her arrival at St. John's from Halifax on 13 February 1923, Sachem reported "enormous quantities of ice" which prevented westbound steamers from reaching the port, including Digby from Liverpool which was due at St. John's  on the 11th and still unreported. Four overdue, she reported by wireless on the 16th that the ice field had cause her shift her course well south and she was presently 65 miles south of Cape Race.  She finally came into St. John's on the 17th after pushing through heavy field ice for several hundred miles.  Upon arrival, Capt. Chambers reported the ship had, additionally, had "a very stormy passage from Liverpool. Boisterous weather was encountered shortly after the ship left the other side."

Now eight days off her schedule, Digby finally reached Boston the morning of 27 February 1923, having departed Halifax the evening of the 25th.  Homeward bound, she was reported to be "Filled to the Hatches" upon sailing from Halifax on 6 March for St. John's and Liverpool with a large consignment of apples. Once again, she encountered heavy field en route making for slow progress and she did reach St. John's until the evening of the 10th.  Departing for Liverpool on the 14th, she had 25 passengers for the crossing as well as 14,690 quintals of codfish and 6,111 gallons of cod oil.

Not surprising for the time of year, on her next westbound crossing, Digby wired on 8 April 1923 that she was 130 miles of Cape Race "making fair progress… in very heavy ice." She had 27 passengers and 1,300 tons of cargo to land on arrival on the 10th.  

Sailed from Liverpool 18 May 1923 with 50 passengers and  1,000 tons cargo and she arrived the morning of the 26th. Despite having to anchor in the stream at 5:00 a.m. as the Furness Withy pier was occupied by Oxonian, the mails were ashore by 6:30 a.m.  Within days, St. John's stores were advertising "English Baby Carriages,"Nitrate of Soda fertilizer, fancy Valancia oranges, Egyptian Onions and Singapore tinned pineapple "ex S.S. Digby." She also landed a consignment of 300 carbines for the Newfoundland cadets. 

A popular offshoot of the new call at Boston in both directions was interport bookings to and from Halifax every three weeks at a flat $25 one-way rate. Credit: Boston Globe, 24 June 1923. 

On 13 July 1923 Furness Withy, "meeting the wishes of the travelling public," announced they had "made arrangements to furnish passengers on the Digby and Sachem with the daily press despatches."  The Evening Telegram added that "this additional service by the Furness Withy Co. will be hailed with delight with those frequently crossing the Atlantic and will tend to break the monotony of the voyage."

The westbound crossing of the season in so far as carrying were concerned was Digby's which reached St. John's on 15 July 1923 with 62 passengers, 47 landing there, and a record (since 1916) cargo of 1,350 tons for the port.  Almost all of it was merchandise for the Water Street stores. As for the crossing itself, she made it across in 7½ days with "a fine run" in good weather except one night of fog. 

'

When Digby arrived at Boston from St. John's and Halifax on 23 July 1923, she had no fewer than 51 disembarking there, all of who had come from Newfoundland.  When she sailed three days later for Halifax, St. John's  and Liverpool, Digby had 50 passengers and 1,100 tons of grain.  En route between Halifax and St. John's on 7 August, Digby received a wireless message from the steamer Leeds City, bound for Montreal, for medical assistance for her badly injured Third Officer whose hand and arm had been crushed while shifting some barrels in a hold.  The two ships met at 7 p.m. 40 miles south of Cape Race and the injured man transferred to Digby and treated by her surgeon, Dr. Bradlaw, and then taken to hospital upon arrival at St. John's..

With the first export crop of Nova Scotian apples of the season, 3,500 in all, Digby arrived at St. John's on 13 September 1923 after a 38-hour passage from Halifax which, had it not been for rough weather and some fog one night, would have done in much better time.  She had 700 tons of cargo for discharge and upon departure for Liverpool from St. John's on the 18th, Digby had 74 passengers aboard including Newfoundland Premier Warren bound for the Imperial Conference in London. 

Chalking up a routine eight-day passage from Liverpool, Digby docked at St. John's on 10 October 1923, landing 29 there and another 15 destined for Halifax.

The Boston call continued to prove popular and there were 55 passengers landing there on 17 October 1923 when Digby arrived from Liverpool, St. John's and Halifax, as well as 400 tons of cargo.  Arriving too late in the evening, her passenger disembarked the following morning.  An unusual cargo was taken on at Halifax: seven 7.5 guns salvaged from the wrecked cruiser H.M.S.  Raleigh off Labrador by the Standhill which arrived at Halifax on the 19th.

Among the 14 passengers landing at St. John's from Digby on 22 November 1923 were former Prime Minister of Newfoundland (1919), Sir M.P. Cashin, KBE, and Lady Cashin, returning from a holiday on the Continent.  She also brought a new propeller shaft for the s.s. Seal, one of the local seal hunters. She left St. John's for Liverpool on 30 November with 23 passengers on her final crossing of the year. 

In 1923, Digby completed eight westbound crossings to St. John's and Halifax carrying  268 passengers; and eight eastbound crossings to Liverpool carrying 285 passengers for a total of 553. 

The new look Digby with revised livery with the white strake on upper hull, forecastle and poop and new larger, shorter funnel which dated to her 1923-24 overhaul.  Credit: petroc, shipsnostalgia.com

1924

Indicative just how important Digby was to the commerce and local merchants of St. John's, is this advertisement for the Bon Marche Cash Store asking customers to ignore their broken window until a replacement arrived aboard the ship on her first sailing of 1924. Credit: Evening Telegram, 5 January 1924.

On her first voyage of the year, Digby left Liverpool 12 January 1924 and had 7 passengers to land at St. John's on the 20th.  Her departure from Halifax (with 12 for the port plus two through passengers from Liverpool) was delayed by 24 hours when the harbour was closed by a blinding blizzard. 

More snow delayed her eastbound crossing from Halifax and she did not arrive at St. John's until 10:00 a.m. on 7 February, having  "a fine run" until a "thick snow storm was run into" which retarded her progress. 

Among Digby's cargo for Liverpool upon departure from St. John's on 13 February 1924 was the bulk of Newfoundland's display for the British Empire Exhibition, comprising 126 cases and 700 individual objects including specimans of sea bird, fresh water birds and partridge native to the island, Caribou heads, Beavers, Muskrats  and "a magnificent specimen of a salmon," etc.  Two dozen framed portraits depicting the coastal and inland scenery were included as well samples of the mineral ores, granites and other stones found on the  island.

Digby arriving at St. John's, 14 March 1924, with Fort Amherst in the foreground. Note the enormous ice berg directly behind the liner!

A dock strike in England kept Digby "on the other side" past her schedule departure, but on 26 February 1924 Furness advised the strike had been settled and the ship would be dispatched on 4 March and she reached St. John's on the 14th with 9 passengers for the port and 2 in transit for Halifax.  

When Digby sailed from Liverpool on 17 April 1924 she was commanded by Capt. W.A. Westgarth DSC, RNR, replacing Capt. Chambers who was enjoying some well earned leave, and had 15 passengers to land at St. John's on arrival on the 24th and another 6 in transit for Halifax where she arrived on the 28th. It was noted when he brought Digby into Boston on 1 May, Capt. Westgarth was making her first visit to the port in 12 years. 

The little Digby had done well enough in establishing the Furness service to Newfoundland and Nova Scotia as well as deriving the extra trade from the new Boston call.  With Sachem well overdue for retirement, it was time for new tonnage which would prove the first post-war passenger ship order for Furness. 

On 7 May 1924 it was announced that Furness-Warren Line had placed an order with Messrs. Vickers Ltd, Barrow-in-Furness, for a new passenger-cargo steamer "designed specially for the Liverpool-Canada and Newfoundland passenger service" with principal dimensions of 7,030 tons (deadweight), 405 ft. by 54 ft. and accommodating 100 First and 80 Third Class passengers.  Powered by twin-screw quadruple-expansion engines, she would have a 14-knot service speed and be delivered the following spring. An order for a sister ship was soon forthcoming to replace both Digby and Sachem. 

On her second voyage commanded by Capt. W.A. Westgarth, DSC, RNR, Digby left Liverpool on 29th, and "having made a good run across, moderate weather prevailed throughout the voyage," docked at St. John's on 5 June 1924. She had a record 66 passengers for St. John's and three for Halifax

On 20 June 1924, Digby arrived St. John's from Halifax and Boston with 35 through passengers for Liverpool. When in the vicinity of Cape Race the previous day, Capt. Westgarth made a search for three men missing from Metagama, lookouts stationed at the masthead and crows nest but nothing sighted. 

There was an unusual mid-ocean rendezvous between Empress of Scotland, bound for Quebec, and Digby from St. John's for Liverpool, on 24 June 1924.  With a case of diphtheria on board, Digby wired the CP liner, 135 miles distant, for a urgently needed antioxin to treat the patient, and the two ships met up four hours later in mid ocean. The exchange was made in 10 minutes and both ships resumed their courses.

Back under the command of Capt. F.W. Chambers, Digby sailed from Liverpool on 12 July 1924 and reached St. John's on the 20th with 35 to land there and another 7 for Halifax. On arrival at Halifax, it was discovered she had three stowoways who got aboard at St. John's and hid in a coal bunker of the ship.  Two got ashore without being detected, but one, Jake Johnson,  24, from Newfoundland, could not find temporary work and turned himself in and wished to be returned to the island.  Her homeward crossing, from St. John's on 8 August had a good list of 55 passengers and a large cargo of lumber. 

After a break from rough weather, Digby was reintroduced to it on her next crossing, from Liverpool on 23 August 1924.  Enjoying but one day of fair conditions, the rest of the trip met strong head winds and heavy seas, and she finally reached St. John's at dawn on the 31st, landing 59 there with another 13 in transit for Halifax and Boston, and 1,513 tons of cargo for discharge out of a total 2,613-ton load. 

This was still the era when local newspapers often reported on otherwise routine crossings, and The Evening Telegraph of 1 September 1924 carried this account of the trip:

During the voyage of the Digby from Liverpool to this port, two very enjoyable entertainments were held on board, in aid of the Liverpool Seamen's Orphans Institution, Aged Mariners and Widows Fund, and the Permanent Marine Disasters Fund. The first was a progressive  whist drive which proved a source of much pleasure tor the passengers. The usual Saturday night concert was a great success and was very enjoyable. The Chairman was Hon. Justice H. Mellish of Halifax. The following programme was rendered: Pianoforte solo, Miss A. M. Daldy; songs, Mr. O. Watson, Mr. A. T. Williams, Mrs. G. H. Morrison, Mrs. P. Pritchard, Captain S. S. Horsley, Mr. Lydon, Miss. E. Shea, Rev. Pro. J. C. Fennessey, Mr. O. Pritchard. Mr. S. W. j Watson, Miss A. M. Daldy and Mr.  J. E. Whiteford acted as accompaniests. All the items were creditably  rendered and were well received by the audience. 

In the course of the speeches made, the good service being rendered by the Furness Line was highly spoken of by several passengers. Amongst others who spoke in this strain was  Hon. Justice H. Mellish. who said "the Furness Line should be complimented on having such an efficient staff of stewards on the Digby. The service, attention, civility, cooking ; and for general comfort, many an Atlantic liner would be proud of." 

As a result of the entertainments, the sum of $50.00 will be handed over to the Permanent Marine Disasters Fund. This is the fourth installment; this, year, making a total of $115.00.

Credit: Evening Mail, 5 September 1924. 

More rough weather awaited Digby on her continuation voyage to Halifax, beginning 3 September 1924 with 24 aboard for the port and another 27 for Boston. When she came into Nova Scotia on the 5th, the Evening Mail reported that "… one of the passenger boats to get the full force of the terrific wind and rain storm, was the Furness liner Digby, Capt. Chambers… the ship came through it all without damage, but the passengers reported it extremely rough for several hours yesterday after mid-day."  She went on to put in a record run for herself to Boston, departing Halifax at 3:30 a.m. on the 7th and docking there at 9:00 a.m. on the 8th for a 33-hour 30-min passage. 

Credit: Evening Mail, 13 September 1924.

Two of the more unusual passengers Digby carried were John Tibbo and Dennis Drake who embarked at Boston on 11 September 1924 for their homes in St. John's where a memorial service had recently been held for them when both were presumed lost when they strayed from the schooner Winnifred Lee off the Grand Banks three weeks previously.  They drifted in their dory for three days until picked up by the Portuguese schooner Senhora Du Gui where they remained aboard for 12 days until transferred to the Leyland liner Davison and landed at Boston on the 11th.   The day they embarked on Davison, a memorial service at St. John's for them was in progress.  They transhipped to Digby sailing that day for Halifax (12) and arrived home at St. John's on the 20th.

Credit: Evening Mail, 21 October 1924.

On 15 October 1924 Digby arrived at St. John's after a 7-day passage from Liverpool during which  "Fair weather was met with on the trip until nearing this coast when heavy seas and much fog was encountered," but with the outbound Sachem at the Furness berth, she had to land 21 passengers and mails in the roadstead before coming alongside the following day to discharge her cargo. This was a very heavy consignment and delayed her departure for Halifax and she did not arrive there until the 21st, landing 9 passengers from Liverpool and 19 from St. John's. With a large consignment of fish and oil and 36 passengers, Digby was back on schedule after a quick turnaround at Halifax when she cleared St. John's for Liverpool on 2 November. 

Her holds filled with 3,500 tons of Christmas cheer, including 29,000 cases of Scotch whisky, and 24 passengers, Digby came into St. John's on 11 December 1924 and quick unloading had her off in time to dock at Halifax on the 14th. 

Homewards, Digby arrived at St. John's on Christmas Day at 3:00 p.m. from Boston after a 45-hour run with four passengers. According to the Evening Telegram (26 December), "Christmas Day was fittingly observed on board the steamer, and the menu at all meals was of an especially high order. The saloon was artistically decorated in keeping with the festive season."  It was reported, too, that this would be Capt. Chambers final voyage in command of Digby as he had been given command of the new ship now under construction, and that Chief Purser A. Longmuir, too, would be transferred to the ship, after one more round trip in Digby.

In 1924, Digby completed eight westbound crossings to St. John's and Halifax carrying 279 passengers and eight eastbound crossings to Liverpool carrying 347 passengers for a total of 620. 

Digby sailing from St. John's, from a c. 1924 brochure. Credit: Memorial University of Newfoundland Digital Collection. 

1925

After a horrendously stormy passage from Liverpool, Sachem was towed into St. John's on 7 January 1925 after drifting helplessly for three days with a broken rudder and stock.  It was immediately arranged to have a new rudder and stock shipped aboard Digby on her first westbound crossing of the year from Liverpool on the 14th to St. John's were Sachem would be repaired locally.  With her smallest list ever, Digby came into St. John's on the 26th with 6 passengers landing there and one each in transit for Halifax and Boston, and 780 tons of cargo including the parts for Sachem.

Christened Newfoundland, the first of the two new ships was launched at Barrow-in-Furness on 22 January 1925 with the expectation she would enter service in August. 

Digby sailed from St. John's on 31 January 1925 for Boston under the command of Chief Officer Murphy when Capt. Chambers came down with bronchitis and removed to hospital.   "Owing to Capt. Chamber's age, much concern was expressed over his condition," but on 4 February was reported to be much improved.  Digby docked at Boston on 2 February and homeward crossing began from St. John's on the 18th with 27 passengers including Capt. Chambers.

With Newfoundland to now enter service in June 1925, Furness initially planned to retain Sachem and Digby to run a fortnightly service from Liverpool to St. John's, Halifax and Boston beginning that month as announced on 23 March:  

31 March Sachem

24 April Digby

16 June Newfoundland

30 June Sachem

14 July Digby

Digby "enjoyed a fine run" from Liverpool (departing at 10:00 p.m. on 7 March 1925) until encountering a storm the night before coming into St. John's where she arrived on the 15th, again having to land her 30 passengers and mails in the stream, as the outbound Sachem was still working cargo at the Furness pier, resuming a voyage that had begun some 60 days previously! As for Digby, she was one of no fewer than 17 ships that arrived at Boston on the 25th and had 15 passengers to land there.  She sailed from St. John's for Liverpool on 4 April with 24 passengers. 

On 6 April 1925 it was announced that after one more round voyage, Capt. Chambers would relinquish command of Digby and transfer to Newfoundland. Capt. Furneaux, formerly of Sachem, will take over Digby, and Capt. J.Westgarth DSC would command Sachem. Other changes to Digby's staff in anticipation of the new ship included J. Pascow, formerly Second Officer, promoted to Chief Officer, J.Cox, formerly of Rapadan, now Second Officer, J.Murphy formerly Chief Officer transferred to Newfoundland as would Second Engineer J. Lydon, replaced by P. McQuarie and Mr. H. Morris, the new Chief Steward replacing Mr. Longmuir who went to the new ship. 

Digby departed Liverpool on 25 April 1925 with 46 passengers and "making a fine passage of 6½ days," arrived at St. John's on 1 May. This was classic spring iceberg season and Capt.Chambers provided a detailed account of those encountered en route: 

April 30th-- 3.50 p.m. passed large iceberg Lat. 48.38 N., Long. 41.18 N.

April 30th-- Numerous large and smaller growlers from above to Lat. 48.18 N., Long. 48.37. N.

April 30th—Small berg. 6.35 p.m. Lat. 48.25 N, Long. 49.01 N: 7.52 p.m., two large bergs, Lat. 48.17. Long. t 49.28 N.; 9 p.m., large and small growler, Lat. 48.13 N., Long. 49.45; 12 p.m., large berg, Lat. 48.01 N., Long, 50.39 N. 

May 1st—2.30 a.m., large berg, Lat. j 47.52 N. Long. 51.25N); 5.30 a.m., large berg, Lat. 47.35 N. Long. 52.19 j N.; 6.30 a.m., large low lying berg with pinnacle in Lat. 47.32 N., Long. 52.30 N.

On 14 May 1925 it was announced that Newfoundland would sail from Liverpool on her maiden voyage on 16 June, commanded by Capt. Chambers.

The homebound Digby left Boston on 13 May 1925 for Halifax, St. John's and Liverpool with eight passengers and considerable cargo.  "With practically a full load of freight for the old country," and 65 passengers, Digby sailed for Liverpool from St. John's on the 21st.

On what was supposed to inaugurate Furness' new fortnightly service to St. John's, Halifax and Boston, Digby left Liverpool on 5 June 1925 with 28 passengers.  As events proved, it would instead mark the ship's final voyage on the route.  

Digby came into St. John's on 13 June 1925.  Among her cargo was the bronze plaque for the National Memorial which was inscribed: 

To the Glory of God and In perpetual remembrance of one hundred and ninety-two men of  the Newfoundland Royal Naval Reserve, thirteen hundred men of  the Royal Newfoundland Regiment, one hundred and seventeen men of the Newfoundland Mercantile Marine, and of all those New foundlanders of other units of His Majesty's or Allied Forces who gave their lives for the defence of the British Empire in the Great War 1914-1918. For enduring witness. also, of the services of the men of this Island, who, during that war fought not without honour in the Navies and Armies of their Empire. This Monument is erected by their fellow-countrymen and was unveiled by Field Marshal Earl Haig, K.T., G.C.B., O.M., etc.. flrst of July, 1924. 'Let them give glory unto the Lord and declare His praise in the Islands,'—lsaiah 42-12.'

Credit: Evening Mail, 27 June 1925

On her last visit to Halifax the Furness steamer Digby, Capt. Chambers, is expected to sail this evening for Liverpool via St. John's with passengers and cargo. According to a cable received yesterday by Furness Withy Company, the steamer will be taken off the Halifax, St. John's, Liverpool and Boston service upon arrival at Liverpool.

The Evening Mail, 27 June 1925. 

In a surprising announcement, Furness Withy stated on 26 June 1925 that Digby, then at Halifax loading for Liverpool, would be withdrawn from the Newfoundland/Nova Scotia run upon arrival at Liverpool. This cancelled her previously announced sailings from Liverpool on 14 July and 25 August. Suspended, too, were plans for a three-ship fortnightly service and the new Newfoundland, which reached St. John's on her maiden voyage two days later, would partner instead with Sachem until the second new steamer entered service. 

Mail notice for Digby's final sailing from St. John's. Credit: Evening Telegram, 29 June 1925.

Sailing list showing Digby's planned departures from Liverpool on 14 July and 25 August 1925 which did not take place. Credit: Evening Telegram, 29 June 1925.

After calling at Boston, 23-24 June 1925, Digby departed Halifax at 8:00 p.m. on the 27th and arrived at St. John's on the evening of the 29th,  With 13 passengers from Halifax and 38 from St. John's, Digby sailed for Liverpool for the last time at 7:00 p.m. on 2 July.  She docked there on the 9th. 

As for Digby's future, the Evening Telegram of 4 July 1925 reported: 

It is currently reported that the Digby has been purchased by another shipping firm, which will operate between New York and the West Indies. It is also stated that the s.s. Sachem is also to be withdrawn from the Liverpool-St. John's-Halifax route and that the Furness Company propose to put on two other steamers of the size of the Newfoundland. The Lithuania is mentioned as one of these ships. Her passenger accommodation will be reduced from 500 to the complement carried by the Newfoundland, so it is stated. The ship to replace the Digby is an oil burner of a speed of 17½ knots. She is twin screw and carries two funnels. If rumor is correct she will make her first trip here in September. Enquiries made at the Furness Withy Co.'s Office this morning failed to elicit any information concerning the replacement, although the report that the Digby was to be withdrawn was confirmed. 

The reference to Furness acquiring the Baltic American liner Lithuania is intriguing indeed but, instead, plans to immediately build a sister ship to Newfoundland were finalised before that ship completed her maiden voyage.  As for Digby, she would indeed be placed on the New York-West Indies run but rather for Furness' newly created Bermuda West Indies Steamship Co. under which the company's expanding Bermuda and West Indies services would be operated including Fort St. George, Fort Victoria and Fort Hamilton.  

Digby has now been withdrawn from service and is now at Liverpool being rebuilt for the carriage of first and third class passengers. The steamer will be placed in the service between New York, St. Kitts, Guadaloupe and other West Indies ports. The advent of the steamship Newfoundland in the Boston service made the Digby available for the other route.

Boston Globe, 15 July 1925

The Digby, which has been a most popular ship in that service, will be transferred to the New York-West Indian service, and is being overhauled and refitted for that purpose.

Statement by Sir Frederick Lewis at 34th annual meeting in London 22 July 1925

Plans for Digby were finalised and announced at the Furness Withy Annual Meeting in London on 22 July 1925 as well as the order the sister ship to Newfoundland. 

If she is as successful on the new service as she has been on the her owners are to be congratulated most heartily. 

Liverpool Journal of Commerce, 28 July 1925

In 1925, Digby completed four westbound crossings to St. John's and Halifax carrying  111 passengers and four eastbound crossings to Liverpool carrying 158 passengers for a total of 269. 

Cover of brochure for Furness Bermuda Line's West Indies service, c. 1930.

Nowhere can romance, history and beautiful scenery be enjoyed as in the West Indies, the Southland of Pleasure and Repose. 

Leaving New York on one of the fine Furness Bermuda Line Steamers, we travel for four days on the Atlantic along the Gulf Stream. Not even the largest ocean liners can boast better accommodations than those to be found on the Furness steamers. The promenade decks are spacious and sunny. The dining saloon has an air of elegance one might see in the best of hotels throughout the United States. The bedroom suites and staterooms are thoroughly modern in every respect; conveniences one would expect to find only in a first class hotel. 

With each delicious meal, we discuss with our co-travelers, the beauties of the West Indies. The dining saloon, with it luxurious fittings, holds us while the men smoke their cigars and the women puff lanquidly on their cigarettes.

Bridge, deck tennis and many other diversions serve to keep us busy on our homeward journey. The time passes all too quickly. The many friendships made during the voyage add to our store of benefits derived from the trip. And when, after dinner, the moon rises over the horizon, we promenade the deck and drink in the invigorating salt air before retiring for the night. 

Furness Bermuda Line brochure, c. 1930

Few liners swapped routes more different in route, weather, climate and culture than did Digby which traded the icebergs, fogs and long trans-Atlantic legs of the Newfoundland route for the warm, languid trade winds and sand fringed lush West Indies islands as Dominica.  As such, she played out another decade for Furness in popular if unsung service and looking more handsome inside and out doing so and also came to renew her old associations with Newfoundland and Nova Scotia and establish new ones with the St. Lawrence.  

Refitted, Digby emerged even better looking as Dominica, the little liner underwent, too, a sea change in route and climate. 

Immediately following the First World War, Furness Withy undertook a significant expansion of their New York based routes to encompass Bermuda and the West Indies. This began with the acquisition of the Quebec Steamship Co. dating from 1867 for which Furness had long been their New York agents and who maintained a regular service to Bermuda under mail contract since 1874 as well as a non subsidised route to the Windward and Leeward Islands, Venezuela, Demerera and Trinidad. In 1913 Canada Steamship Line gained control of the line whose operations were badly disrupted by the outbreak of war the following year.  Furness acquired the company in 1919 and the following year added the Trinidad Shipping and Trading Co. Ltd. with their three-ship fleet and, more importantly, significant trading interests in the islands including hotels, cold storage facilities, quarries and ship repair facilities.  As such, Trinidad would form the linchpin of Furness' West Indies operations going forward.  

Brochure for Quebec Steamship Co.'s New York-West Indies service operated by the 1907-built Guiana. Credit: www.timetableimages.com

In 1921 Furness' West Indies and Bermuda operations were consolidated into the newly formed Bermuda and West Indies Steamship Co. Although the New York-Bermuda run assumed primacy amid a tourist boom there occasioned by American prohibition catered to by a rapid development of Furness owned hotels and golf courses on the island, the West Indies passenger run, too, had obvious tourist potential offering a 28-day roundtrip from New York to St. Thomas, St. Croix, St. Kitts, Monserrat, Antigua, Guadeloupe, Dominica, Martinique, St. Lucia and Barbados to which Furness added Trinidad as the new terminus.  

Early 1920s brochure for Furness Bermuda Line's West Indies service. Credit: timetableimages.com

It was to replace the former Quebec Steamship Co. Guiana (1907/3,657 grt) that Digby was transferred and rebuilt and, in turn, her replacements Newfoundland and Nova Scotia were designed to, as demand warrented, operate on the West Indies run during the peak winter tourist season. 

Looking every inch a stalwart, handsome little liner, the Digby rebuilt and modernised as Dominica. Credit: shipsnostalgia.com, Frank P. 

Digby arrived at Queenstown on 23 July 1925 and entered the Rushbrook Docks of the Queenstown Drydocks, Shipbuilding & Engineering Co. for an extensive overhaul and conversion for her new role. This was notable for the time as being the largest such project undertaken by a local yard, employing 500 men over 12 weeks, and would transform the ship with expanded accommodation for two classes (101 First Class and 66 Second Class), all new and stylish decor and new lifeboats and davits. 

Structurally, the bridge house was extended aft, a new house added aft on Boat Deck, houses built each side of the mainmast and the funnel reduced in height.  The old radial davits and boats were replaced by luffing davits and five new lifeboats and one motor cutter. 

These changes materially improved her appearance and Dominica emerged a smart, jaunty looking little liner. Remeasured, her gross tonnage was now 4,856, deadweight tonnage being 5,435 and loaded draught 24 ft. 11 ins.  Her refrigerated cargo capacity now totalled 9,200 cu. ft. 

TRANSFORMED FURNESS, WITHY LINER. A BIG RECONSTRUCTION JOB. 

The largest and most important job in ship reconstruction ever undertaken at Cork Harbour has just been completed at Rushbrooke Docks by the Queenstown Drydocks, Shipbuilding and Engineering Company. This was the converting of the Furness, Withy cargo liner Digby into a modern passenger liner with all the amenities usually associated  with the big luxury liners. 

The Digby, a vessel of about 8,000 tons, has had a varied career since she was built, in 1913. At that time she was intended for the Liverpool-Newfoundland cargo service of the Furness, Withy Line. On the outbreak of war she was commissioned as an auxiliary cruiser under the name of H.M.S. Artois. On, the cessation of hostilities she was sent to Passage West Docks and there re-converted into her original state of a cargo liner by the Queenstown' Drydocks, Shipbuilding and Engineering Company. 

For the past three months the shiprepairing industry at Queenstown has greatly benefited by the Digby work, no fewer than five hundred wen being employed, and all trades connected with the industry being called upon for service. The complete transformation is astonishing, several of the previous cargo holds having been reconstructed and adapted in the most modern style for passenger accommodations for 100 first-class, 66 second-class passengers, and crew of 80, with two-berth first class cabins de luxe and four-berth rooms, bathrooms, toilet accommodation,etc. The public rooms are extremely well appointed. The dining saloon en the promenade deck is decorated in the English XVII century style, and panelled with Austrian oak, being tinted and fumed to a light tone. The dining saloon will seat seventy-two people at one sitting. The smoke room is in the Tudor style decoration, and panelled in oak of antique tones, with frieses and an occasional touch of old ivory tones, which all harmonise beautifully. The ladies' room on the upper deck is decorated in the Adams' style, the walls being panneled in mahogany with Adams' decorations introduced. 

The sleeping accommodation is extremely well appointed, all of the cabins being airy and comparatively large, and containing hot and cold water, electric fans and radiators.

The second class is equally well designed. providing passengers for this class with lounge and smokerooms, as well as dining room. The second-class cabins are tastefully fitted, each possessing hot and cold water with folding basins.

All of the life-saving and safety devices usual for passenger ships conforming to the Board of Trade and Lloyd's standards have been installed. Five new lifeboats and a large. self-righting motorboat have been specially built at Rushbrooke for the vessel. 

Liverpool Journal of Commerce, 30 October 1925

Dominica Deck Plan

The decorative work in the dining saloon, smoking room, ladies' lounge, cabine de luxe, and entrances has been carried out by Messrs. Hampton & Sons, Ltd., of London.

The Shipbuilder and Marine Engine Builder, December 1925

Digby's passenger accommodation was expanded, improved and redecorated throughout for her new career as Dominica.  Having just completed their first major commission for Furness Withy with Newfoundland, Messrs. Hampton & Sons, Ltd, of London, were responsible, too, for Dominica's interiors (First Class dining room, smoking room, ladies lounge, cabines de luxe and entrances). 

The First Class dining saloon. 

First Class promenade deck looking forward.

One of the four large new staterooms with bath on Boat Deck.

A minimum rate First Class cabin on Shelter Deck.

Boat Deck, showing the newly created quartet of deluxe private cabins and ladies room forward and the relocated officers' accommodation aft. 

On Boat Deck, an extension to the bridge house contained four new spacious deluxe staterooms each with private bath and twin lower beds. In the former officers' quarters was a new passenger lounge facing forward, designated the ladies room in Adams style and panelled in mahogany.  A new house right aft contained the officers' accommodation. 

Promenade Deck remained as before with the redecorated dining saloon forward.  The revised decorative scheme was English 17th century with panelling in Austrian oak, tinted and fumed to a light tone.  This had all new freestanding Sheraton style arm chairs and most tables for four and seating 72 at a sitting.  The pantry was aft of the staircase foyer.   The smoking room  right aft retained its original configuration and redecorated along Tudor lines with oak panelling and ivory painted friezes and decoration. 

Shelter Deck retained most of the original First Class cabins with a total of 21 rooms, only four being inside, and two outside cabins occupying the space formerly used as the ladies lounge.  

The expanded First Class accommodation was forward on Upper Deck with six new outside cabins and public facilities provided.  

 Dominica arrives at one of her West Indies ports. Credit: eBay auction photo. 

1925

In anticipation of being replaced by the new ship, Guiana arrived at New York on 9 September 1925 and sailed to Glasgow via Halifax on the 22nd where she was eventually sold for scrap.

Digby would be renamed Dominica and official notice to do so was filed with Lloyd's on 14 September 1925 and on 20 October she was registered as such with Hamilton (Bermuda) as her port of registry (the first overseas passenger ship in fact so registered) under West Indies & Bermuda Steamship Co. 

On 1 October 1925, the St. Croix Avis reported that Digby, renamed Dominica, would replace Guiana on the New York-West Indies run and that "her accommodations will be attractive and fully up to date, having suit de luxe and rooms with private baths. This steamer being faster than the s.s. Guiana should have a day each way between New York and St. Thomas allowing more time for passengers to see the points of interest at the various islands. Capt. J.T. Carmichael will be in command."

The day before her departure for America, Dominica's captain and officers hosted a luncheon and inspection attended by Furness Withy directors, shipping executives and reporters and shown over the vessel by Mr. Oliver Piper of the Queenstown Drydocks, Shipbuilding & Engineering Co. The Liverpool Journal of Commerce reported that  "after a complete survey of all the new accommodation they espressed pleasure at the manner in which the work was carried out, and the unanimous comment that the work reflected nothing but the greatest of credit on the Rushbrooke Docks and workmen."

Under Capt. C.T. Camichael, Dominica departed Queenstown on 25 October 1925 and deadheaded to New York where she arrived without fanfare on 9 November.  

Credit: Montreal Daily Star, 7 November 1925. 

Dominica sails from New York, West Indies-bound. Credit: The Mariners Museum.

Dominica sailed from New York on her maiden voyage on 18 November 1925 to St. Thomas, St. Croix, St. Kitts, Antigua, Guadeloupe, Dominica, Martinique, St. Lucia, Barbados and Trinidad. 

The s.s. Dominica on her maiden trip to the West Indies in the service of the Bermuda-West Indies Line, arrived at Frederiksted this morning from New York and sails for the Leeward and other islands this afternoon.

St. Croix Avis, 24 November 1925

Dominica made her  first northbound call at St. Croix on 6 December 1925 and returned to New York on the 12th.  Her next arrival at St. Croix on the 23rd saw her land 900 packages of Christmas mail there.

The complete round voyage, sold in First Class as a popular cruise of 24 days totalled 4,202 miles, or one-way to any of the ports in either First or Second Class. 

Furness Bermuda Line's West Indies route map. 

1926

Dominica was very much a mailship and as an example, landed 800 parcels and 77 bags of mails upon arrival at Fredericksted, St. Croix on 25 August 1926. 

On arrival at Fredericksted on 26 October 1926, Dominica's Captain, who had taken ill on the voyage down from New York, was landed and taken to hospital. Additionally, a Second Class passenger, bound for Antigua, had also become sick and passed away 12 hours before the ship reached port. 

During the winter peak season beginning 16 November 1926,  Nova Scotia would be diverted off the Newfoundland/Nova Scotia run and partner with Dominica on the West Indies circuit.  

Cover of c. 1926 Furness Bermuda Line West Indies brochure. Credit: eBay auction photo.

Advertisement for Nova Scotia and Dominica's West Indies voyages for winter 1926-27. Credit: Gazette, 4 December 1926. 

1927

One of the worst winter storms encountered off Cape Hatteras pounded liners for 48 hours in 19-20 February 1927 with 75 mph winds driving sheets of snow.  Siboney, inbound from Havana caught the worst of it but Maraval and Dominica coming up from the West Indies, too, were pummelled on the 19th when winds reached hurricane force. Neither vessel was damaged, but both reported receiving distant S.O.S. calls but were too far away to render assistance. 

Advertisement for the 1928 West Indies season for Dominica and Fort St. George. Credit: Philadelphia Inquirer, 16 October 1927. 

1928

For the 1927-28 winter season, Fort St. George ran with Dominica, the Bermuda run liner making three round trips from New York: 14 January 1928, 11 February and 10 March and Dominica 5 January, 2 February and 1 March. 

Credit: Gazette, 30 June 1928

On 17 August 1928 Furness Bermuda announced the inauguration of a new series of 12-day cruises to the West Indies from New York in Fort St. George beginning 8 December.  This would not effect the existing regular service to Trinidad with Dominica and Nova Scotia, but in the event, the programme for Fort St. George was cancelled in September. 

1929

Cover for November-April 1929 sailing
schedule. Credit:timetableimages.com

A significant acquisition in February 1929 which would figure in Dominica's career going forward was Furness Withy's (under their Bermuda & West Indies S.S. Co. subsidiary) purchase of the Red Cross Line from the Bowring Bros. who maintained the busy route between New York, St. John's, Halifax via St. Pierre and Prince Edward Island as well as seasonal service into the St. Lawrence.  This added Silvia (1909), Rosalind (1911) and Nerissa (1926) to the fleet and they adopted full Furness livery. 

The addition of Red Cross Line whose regular service was a popular summer cruise from New York would see, almost immediately, the seasonal deployment of Furness Bermuda Line ships on the route and interchange of tonnage.  It would also see Furness come to dominate all of Newfoundland's passenger and cargo links with New York and Britain.

Furness also  leased Pier 74 North River for their expanded New York operations.

Among those arriving at St. Croix in Dominica on 5 March 1929 was His Excellency, the Governor and Mrs. Evans, the St. Croix Avis noting that "the Governor has brought an elegant La Salle car with him."

Burton W. Davis, former dramatic critic and then press representative for Florenz Ziegfeld, enjoyed the shortest of all Dominica voyages when, seeing off British actress Mildred Waynne sailing aboard Berlin on 21 March 1929, missed the last call to go ashore and the liner was well down the Bay before her realised his predictiment.  He disembarked with the pilot off Sandy Hook and had to spend the night aboard the pilot boat until the inbound Dominica took him aboard for the run back into the harbour. 

Looking every inch a working ship, Dominica leaving harbour. Credit: eBay auction photo.

1930

When Dominica sailed from New York on 20 March 1930 her passengers included well known South American explorers Dr. Herbert Spencer Dickey and Mrs. Dickey, with a party of other explorers sponsored by the Museum of the American Indian setting off on a third attempt to discover the source of the Orinoco River. 

Credit: Standard Union, 12 April 1930.

With Prohibition still very much in force, U.S. Customs Officials had a rich haul when Dominica docked at Pier 30, Brooklyn, on 11 April 1930 when a large consignment of scotch and rum was found secreted in tightly packed tins "like sardines" and concealed in a concrete wall that aroused suspicion being aboard a ship.  A hole was punched through it, revealing the stash of 351 bottles.  It was alleged the wall had been constructed by members of the crew. 

Credit: New York Age, 13 September 1930.

Among those sailing from New York in Dominica on 4 September 1930 was the West Indian Cricket Team, returning home after a series of matches in New York City, Brooklyn and New Jersey, led by Hon. C. A. Braithwaite, manager, and B.J. Gilkes, captain. 

On 10 September 1930, Dominica (Capt. Andrew Y. Draysdale) arrived at St. Thomas from New York with 92 passengers, with one landing there, and discharged 13 bags of mail and 22 tons of cargo. On 8 October, the Virgin Islands Daily News reported that "the Furness and Bermuda liner s.s. Dominica arrived here at 3 p.m. yesterday, after battling with the swells of a storm. It brought 705 tons of cargo of which 30 tons were landed here, 15 bags of mail and 15 passengers, 86 passengers were in transit." 

One of the advantages of Furness' essentially combined fleet and network of New York-based routes was the ready exchanges of tonnage between them based on seasonable demand.  As the Depression began to bite, this became more apparent and ships were shuffled about with often bewildering frequency between the Bermuda and West Indies routes and those of the Furness Red Cross service from New York to Halifax and St. John's, extended into the St. Lawrence April-December. Thus, by the end of 1930, the former Digby would renew her old links with Nova Scotia and Newfoundland.

Route map of the Furness Red Cross Line service from New York to Halifax, St. Pierre and St. John's (year round) and the April-December extension into the St. Lawrence via Prince Edward Island to Quebec and Montreal which would begin to figure in Dominica's deployment beginning in autumn 1930. Credit: eBay auction photo.

It was announced on 3 October 1930 that Fort St. George would make her last voyage from New York on the Red Cross Line service 18 October and put on the West Indies run with Nerissa. On 25th it was further announced that Silvia would take up the New York-Halifax-St. John's service with her 25 October sailing and partner with Dominica.  She made her first such voyage from New York on the 29th.

Credit: Daily News, 4 November 1930.

The old Digby renewed old acquaintances when she returned to St. John's for the first time in five years the morning of 3 November 1930 under the command of Capt. W.L. James, from New York and Halifax "after making a good run from the latter port during which fair weather was experienced."  She brought in a good list from both New York and Halifax and a large cargo.

On 14 November 1930 Silvia, from St. John's, and Dominica from New York, docked together at Halifax.  

Sailing from New York for  St. John's and Halifax  in a snow storm on Christmas Eve 1930, Dominica collided with a string of coal barges  under tow by the Reading Railroad tug Nashburn off Pier 7 North River, at 10:55 a.m., sinking three of them.  The tug Ashbourne liner rescued the crews and families of the barges, seven in all including two women and a child, but sadly their pets, including two dogs, a cat and a canary were lost. "Capt. John Gaffney of the tug saw the Dominica bearing down on the barges, but was unable to maneuver out of the way in time to avoid being struck." (Standard Union, 24 December 1930). The sunken barges were H.M. Lane, Gladys and J.M. O'Neill. After standing by for an hour, the undamaged, Dominica proceeded to St. John's. 

Credit: Newfoundland Weekly, 27 December 1930.

1931

Credit: Philadelphia Inquirer, 18 January 1931.

Her wandering days over for the timebeing, Dominica was back year round on the West Indies route in 1931, beginning with her departure from New York on 24 January.  Succeeding voyages were on 18 February, 17 March and 8 April. She was partnered that winter season by Nerissa with sailings on 11 February, 7 March and 1 April.  Fort St. George made one voyage on 7 March.  With a min. rate of $125 for the 21-day round voyage, a Furness West Indies cruise worked out to $6 day a  day, a bargain even during Depression days.  Dominica remained on the West Indies throughout the year with a sailing every three weeks. 

Credit: Philadelphia Inquirer, 8 March 1931.

Indeed, on 18 August 1931 the Montreal Gazette reported that "Prominent among the companies that have escaped the depression are the Furness Bermuda Line, which to date has carried more passengers in its Bermuda and West Indies services than last year, which was a record one for the company. The Furness Red Cross Line is also enjoying excellent business and all three services have been carrying out more than 1,200 passengers a week for the past several weeks… In commenting on the excellent business enjoyed to date, Captain C.M. Armstrong, passenger traffic manager of the various Furness Services, said that the three line operating to nearby foreign port offered a series of attractive, inexpensive cruises for those who feel that they must economize at the present time."

Furness West Indies brochure cover, April 1931.

Dominica was one of 10 liners sailing from New York on Christmas Eve 1931, carrying 3,000 holiday voyages to southern climes in Lapland, Caledonia, Morro Castle, Porto Rico as well as crossings in De Grasse and Albert Ballin. 

1932

When Dominica sailed from New York on 27 July 1932 she carried five pianos and soprano Louise Stallings bound for St. Thomas.  During a previous concert there, she complained that the grand piano at Governor Paul M. Pearson's mansion was badly out of tune.  The Governor advertised for a new one as well one each for the island's two high school. Such was the response in the United States that twelve pianos were donated and shipped free of charge, courtesy of Furness.  Dominica sailed with five uprights for three schools, the insane asylum, the poor farm and the leper colony.  The grand piano for the governor's mansion went out on the previous sailing. Dominica continued on the West Indies run until departure from St. Croix for New York on 9 September. 

Advertisement for Dominica and Silvia's autumn 1932 sailings from New York to Halifax and St. John's. Credit: Daily News 1 October 1932.

That autumn, Dominica was again redeployed on the Furness Red Cross service from New York to Halifax, St. Pierre and St. John's with her first such sailing commencing 17 September 1932. 

Postcard view of Dominica at St. Pierre et Miquelon whilst on the Furness Red Cross Line service from New York. Credit: eBay auction photo.

1933

On 21 March 1933 Furness Red Cross Line announced that they would inaugurate a new fortnightly service on 22 April from Montreal, Charlottetown, St. Pierre, St. John's (NF), Halifax and New York with Rosalind and Dominica.  This would replace the service maintained the last two seasons with Silvia and it was surmised she would take the place of Dominica on the West Indies run.   Dominica would make her first voyage on the new service from New York on 8 April, calling at Halifax (11), St. Pierre (12), St. John's (15) and arriving Montreal on the 20th.  Her final voyage from New York to the West Indies would be on 29 March. 

Furness announced on 6 April 1933 that Fort St. George and Nerissa would replace Dominica and Rosalind for seven voyages beginning 1 July during the peak summer tourist season owing to demand for berths. 

Dominca sailed from New York on 8 April 1933 on her first voyage to the Canadian Maritimes, Newfoundland and St. Lawrence. 

Inaugurating the new steamship service of the Furness Red Cross Line between Montreal and New York, via Charlottetown, PEI, St. Pierre and Miquelon, St. John's, Nfld, and Halifax, the S.S. Dominica arrived here last night in command of Captain R. Kean.

Gazette, 22 April 1933

Shortly after sailing from Charlottetown, Prince Edward Island, on 26 April 1933 for Halifax, Dominica encountered an ice jam at the eastern extremity of the island as she was making her way out of the Northumberland Strait and the passage down through the Strait of Canso.  This was abandoned on account of the ice and she instead headed west, circumnavigating the island and reaching Halifax via the north coast and Cape Breton shore, adding 300 miles to her route. 

Among those landing at New York from Dominica on 29 June 1933 were 34 French sailors who had been rescued the previous week when their three-masted sailing schooner Gladiateur foundered off the Newfoundland coast on the 15th. Capt. Jean M. Lagaignoux and her crew were rescued by a Canadian revenue cutter and taken to the island of St. Pierre where they embarked on Dominica for New York via Halifax.  They then embarked on Lafayette for home. 

Dominica arriving at New York. Credit: Mariners Museum. 

Dominica resumed her West Indies sailings upon her departure from New York on 6 July 1933 and remained until the run until September (sailing from St. Croix to New York on the 16th) and shifted to the Red Cross Line service at the end of the month. After an absence of three and a half months, Dominica returned to Montreal on 4 October, commanded by Capt. R. Kean, who had been captain of Fort St. George during her summer deployment on the route, in lieu of the smaller Dominica. 

Dominica, arriving late after a delay working cargo at St. John's, made a name for herself by being the latest ship to dock at Montreal that season as reported by the Gazette on 2 December 1933:

Credit: Gazette, 2 December 1933. 

Despite the termination of night navigation between Quebec and Montreal nearly two weeks ago, gas buoys along the St. Lawrence having been raised on November 19, the Furness Red Cross liner Dominica covered the 160 miles between these two ports during the hours of darkness. She arrived here about four o'clock yesterday morning, having passed the Ancient Capital twelve hours previously. Difficult ice conditions in the river, which forced three other ocean-going vessels to turn back yesterday after having proceeded some twenty mile above Quebec, did not deter the master of this steamer or her pilots.

Captain Robert Kean, with Pilots Bona Dussault and Napoleon de Villiers, were receiving congratulations yesterday from J.W. Nicoll, general manager in Canada of Furness, Withy & Company, Ltd., and commendation from other shipping men in Montreal.

It will be recalled that Captain Kean was master of the S.S. Silvia, also operated by the Furness Red Cross Line, which opened navigation to Montreal on April 14, 1932, the earliest date in thirty years, while Pilot de Villiers was at his side on the journey up from Quebec.

The Dominica brought to Montreal some 400 tons of general cargo loaded in New York, Halifax and St. John's, Nfld., most of which consisted of whale oil, seal oil, and cod liver oil. There was also on board a large consignment of blueberries. These were frozen in a cold storage plant at St. John's, and will regain their original form and flavor on being defrosted, it is claimed. The fruit in probability will be used for making pies.

When the Dominica sails from Montreal at daybreak tomorrow for Charlottetown, PEI, St. Pierre et Miquelon, St. John's, Halifax and New York, she will carry one of the largest cargoes ever loaded, amounting to some 2,500 tons. This has been accumulating in Shed 17 for several days, and requests for accommodation by shippers unable to send their freight by other vessels have been received at the Furness Red Cross Line offices. Cargo is now being refused.

Dominica came in with four passengers... "who have the distinction of being the latest passenger arrivals in Montreal." To get Dominica back on schedule, her turnaround there was reduced to just 24 hours, entailing working her cargo day and night.  She also took out a full cargo when she finally sailed from New York on 3 December 1933.

With the repeal of Prohibition in the United States on 5 December 1933, liquor flowed back into the country including many of the sources of elicit supplies from bootleggers in Canada.  That month, Dominica sailed from St. Pierre with  20,000 cases of champagne and whisky for New York and Rosalind followed with 12,000 cases aboard. 

1934

Credit: Daily News, 7 January 1934.

In heavy fog, Dominica (Capt. R.K. Kean), outbound for Halifax and St. John's, was rammed by the inbound Arnold Bernstein liner Gerolstein shortly before noon on 6 January 1934.  

While panic stricken passengers of both ships watched, the incoming Arnold Bernstein Gerolstein rammed the outward bound Furness-Red Cross liner, Dominica.

The Gerolstein, ramming the Dominica on its port side near the bow, stove in the ship's metal plated, knocked off a hatchway door and serious damaged the ship.

With 142 passengers en route to Halifax and St. John's, the Dominica put back to Pier 74 after the mishap, while the Gerolstein kept on to Pier D, Weehawken.

'There was less excitement than you might think possible,' said Henry Hearn, of 2200 Powell Ave., Bronx, a passenger on the Dominica. 'Both vessels were proceeding very slowly when they collided. The Gerolstein, going upstream, headed right for us. Its bow rammed the Dominica's port side, well forward. There was a second blow, as the other ship, glancing off us, was pushed back again by the tide. Most of our passengers were on deck. The sailors hurried to their posts. The ship's officers hurried about, assuring the womenfolk there was no cause for alarm.'

Daily News, 7 January 1934.

Credit: Daily News, 7 January 1934

When a quick survey showed that the damage, whilst not serious, could not be repaired in time, Dominica's voyage was cancelled and the passengers rebooked on Rosalind, sailing the following day at 10:00 a.m. Dominica was drydocked the same day. 

Dominica resumed her West Indies service upon departure from New York on 11 April 1934. 

Dominica was the object of an extraordinary aborted sale that saw her delivered to new owners and returned in the space of a fortnight.   On 18 April 1934 the Virgin Islands Daily News reported: "We understand from the Agent here that the Furness West Indies liner Dominica has been sold to another shipping concern. The name of the new owners and other information are lacking at this time."  

Dominica returned to New York from the West Indies on 7 May 1934 amid reports she had "been sold to Turkish interests" and would sail to Cardiff for delivery to her new owners.  Sailing on the 9th, she  arrived in Wales on the 22nd after a very slow crossing.  The New York Herald Tribune reported on the 13th that she had been sold for £22,500. Without explanation in the press,  Dominica then sailed from Cardiff on 15 June, returning to New York on the 25th.  On 2 July  the Brooklyn Eagle reported: "Dominica (Furness Withy) sold to Turkish interests a few weeks ago is back with the American [sic] firm on her regular run… had been transferred and the first payment already made when the buyers for some reason or other forfeited their first payment and turned the vessel back to Furness."

With Dominica unexpectedly back in the fleet, Furness announced an expanded West Indies programme for the summer, partnered with Nerissa.  With no lead time, Dominica was dispatched from New York on 3 July 1934 with a cargo of gasoline and no passengers under Capt. J. Hendrickson and a crew of 87 for Hamilton, Bermuda, where she arrived on the 6th.  There, 90 passengers for her continuation voyage to the West Indies arrived in Monarch of Bermuda which arrived on the 9th and transferred to Dominica. Of that number, 36 made the full round voyage, returning to New York on 2 August. One, Frank L. Brown, contributed an article on the voyage:

Sailing on the Monarch of Bermuda, which plies weekly between New York and the Island of Bermuda, a veritable palace of the seas, we were a part of a list of about 800 passengers. In the short space of 41 hours, we found ourselves anchored off the Isle of Bermuda, from which we were transferred to a tender and from that to the S.S. Dominica which was to be our home for the next 22 days. Of the large number passengers aboard the Monarch of Bermuda, there were 90 of us who embarked on the Dominica and at 9:10 a.m., we sailed southward. 

We were hardly aboard the Dominica several hours when our Commander, Captain J.A. Henrickson, together with the other officers, J.F. Welch, Chief Officer; J. Isbister, Chief Engineer; Surgeon E.H. Payne, M.D., who is one of the staff of the Clinic in one of the largest hospitals in Philadelphia; Purser Sidney James, and Chief Steward A. Clark, the latter one of the survivors of the Vestris which was sunken in one of the severe tropical storms several years ago, made us acquainted. 

Each of the members of the crew, together with all of the other hands, set to work to make the cruise the happiest and the best, and they were very successful, for the made the personnel one large and happy family, Captain Henrickson even going so far as to announce to his large family at what hour and when to behold the Southern Cross at its as we approached the Equator.  He proved himself to be a veritable Encyclopaedia and gave his family the history of every island together with interesting places to visit. As a statistician, his second would be hard to find. In fact, Captain Henrikson kept every one of his family in a good happy condition and the services of Dr. Payne were never needed save to soothe a few cases of sunburn.

Interesting Notes from a 5,000 Mile Ocean Trip, Frank L. Brown

The Call, 19 August 1934 

Furness' suddenly expanded West Indies programme for summer 1934 occasioned by the collapse of the sale of Dominica. Credit: Daily Argus, 12 July 1934. 

Her final West Indies voyage ending at New York on 25 September 1934, Dominica commenced her seasonal deployment on the Furness Red Cross service upon departure from New York on 6 October for Halifax (8), St. Pierre (10) and St. John's (11th). She relieved Rosalind on the route for the autumn season and sailed for New York from St. John's on the 13th. 

Dominica in New York Harbor, February 1935. Credit: Mariners Museum.

1935

On 5 January 1935 Furness Red Cross Line ordered from Blythswood Shipbuilding, Scotstoun, two 320 ft. x 45. ft. vessels with 120 passenger berths for the Newfoundland to New York service which were designed to serve on the West Indies run seasonally as required. So it was that Furness Withy continued to find a buyer for now aged Dominica whose days with the fleet were obviously numbered. 

A month before her final voyage to the West Indies, an immaculate looking Dominica at New York, 6 July 1935. Credit: Mariners Museum. 

Dominica sailed from New York's Pier 74 North River at noon on 8 August 1935 on her final voyage to West Indies including her last call at her namesake island on the 26th and returned to New York on 5 September. 

Gala Farewell Dinner menu 4 September 1935 from Dominica's final voyage to the West Indies. Credit: eBay auction photo.

Back on the Furness Red Cross run, Dominica left New York on 7 September 1935 for St. John's where she arrived on the 12th and departed on the 14th for Halifax.  

By then, Furness efforts to find a buyer for the ship had attracted the interest of United Baltic Corporation Ltd. operating passenger and cargo service from London to Poland and the Baltic Republics, and her sale was finalised on 28 September 1935 although barely announced. Dominica continued her announced schedule for Furness Red Cross Line through November.  

Final sailing schedule for Dominica on the Furness Red Cross service. Credit: Guardian, 5 October 1935.

Concluding her 22-year Furness career, and appropriately enough for the former Digby, Newfoundland and Nova Scotia-bound, at 11:00 a.m. on 16 November 1935 Dominica sailed from New York's Pier 74, North River, for St. John's via Halifax (18) and St. Pierre. She made her final arrival at St. John's on the 22nd, landing 14 passengers and shared the port with Nova Scotia. 

Credit: Daily News, 23 November 1935.

Dominica left St. John's on 23 November 1935 for the Tyne where she would be handed over to her new owner and start another new chapter in her story. 

Cover to United Baltic's 1937 brochure showing Baltrover sailing from London; she was the largest vessel at the time to regularly pass through the landmark Tower Bridge on her regular crossings to and from Poland's Baltic coast. Credit: timetableimages.com

And just below the bridge, opposite the grim walls of the Tower, is a big black vessel with a cream smokestack and green water-line moored at Hay's Wharf-- the Baltrover of the United Baltic Corporation, 5,000 tons, the largest ship that passes through the open bascules of the Tower Bridge.

Four days ago her masts were beneath the fantastic Gothic spires of Danzig. She lay at Gdynia while the moonlight there cast a pale sheen over the dark Polish forests. Now she's back in London again. The Thames laps her sides instead of the Vistula. Every fortnight she sails for the Baltic, through the Kiel Canal, carrying passengers and cargo, and bringing the romance of distant places to the very threshold of the prosaic City offices.

1936-- On The Continent, Fodor Travel Guides.

Beginning her post Furness career that would see her in active service for another three decades, the former Digby/Dominica would spend the ten years as Baltrover of United Baltic Corp. as the largest of the "Baltic traders" on the London-Poland run.  As such, she was the largest vessel to regularly pass under London's Tower Bridge on her fortnightly sailngs and became well known as a lifeline for refugees from the Nazis before the war.  During the war, Baltrover returned to her roots as Digby, plying the U.K to Newfoundland/Nova Scotia run and proved one of the toughest, hardest working of wartime liners.  

1935-1946

Part of the post First World War reordering of Europe, or rather the German and Austro-Hungarian bits of it, the Treaty of Versailles resulted in the creation of the Baltic Republics of Lithuania, Latvia and Estonia as well as the recreation of a Polish nation. To serve these new countries, H.M. King George V encouraged Andrew Weir, founder of Bank Line, to partner with the Danish East Asiatic Co. to create the United Baltic Corp. to operate a direct service from Britain.  The company was registered on 24 May 1919 with a capital of  £2 mn. in  £1 shares with directors drawn from East Asiatic Co. and Andew Weir & Co. and Landmunds Bank, Denmark. St. Croix made the first sailing from Hull on 1 September and London two days later to Danzig and Libau (Latvia). 

First United Baltic Corp. sailing advertisement. Credit: Liverpool Journal of Commerce, 29 August 1919.

Initially using chartered East Asiatic tonnage former employed on the Denmark to Virgin Islands routes (which closed when they were acquired by the United States in 1917), UBC's operations were run out of Hays Wharf, literally in the heart of London.  Sailings were maintained to Danzig and later the newly developed port of Gdynia in Poland, Lithuania (Klaipeda, formerly Memel), Tallin (Estonia) and Riga, Latvia.  Eventually, UBC created cooperative arrangements with the Baltic nations to operate their ships under subsidiary lines: the Anglo-Estonian Steamship Co., the Anglo-Latvia Steamship Co. and the Anglo-Lithuanian Steamship Co. with their own tonnage so that the United Baltic were left with the principal route to Poland under their own name and a service from Hull to Leipaja (Libau), Latvia. 

Early 1930s United Baltic Corp. brochure art. Credit: eBay auction photo

The route to Poland was always the busiest, catering to a small but steady passenger trade of Polish emigrants destined for South America and Australia transhipping via British ports and cargo, the principal one from Poland to Britain being eggs.

It was to cater to this route that United Baltic acquired Dominica which was far and away the largest vessel of the company and with the best and largest passenger accommodation with a view to cater to growing emigrant trade from Poland and to replace the 1901 vintage Baltavia.

Upon arrival on the Tyne on 4 December 1935, Dominica entered the dry dock of Swan Hunter & Wigham Richardson to be inspected prior to the finalisation of her sale. Two days later it was reported by the Shields Daily News that "subject to certain qualifications she is expected to be sold by the Bermuda West Indies SS Co. to the United Baltic Corporation Ltd."

Credit: Liverpool Journal of Commerce, 16 December 1935.

On 16 December 1935 official notice was given to change her name from Dominica, Hamilton, to Baltrover, London. 

Official company postcard of Baltrover. credit: eBay auction photo.

Refurbished but largely unaltered and her accommodation re-arranged to 64 Cabin Class and 139 Third Class, Baltrover was remeasured at 4,916 gross tons.  With her funnel repainted in the line's simple buff banded by black, she remained a handsome and comely vessel and, for the first time in her career, was the largest ship in her company by a considerable measure.  

Deck Plan of Baltrover. Credit: eBay auction photo.

The freshly refitted Baltrover on her maiden arrival at London.  Credit: Olivier Prunet

On 22 February 1936 Baltrover left Wallsend for London.  United Baltic ships used Hays Wharf right in the heart of London, near the Tower and Baltrover established her credentials as the largest vessel to regularly pass through the landmark Tower Bridge rather embarassingly by hitting it the first time through on the 25th, "a glancing blow, dislodging a small piece of masonary and receiving slight damage."

First advertisement for Baltrover as a roundtrip cruise from London. Credit: Weekly Dispatch, 15 March 1936.

On 28 February 1936 Baltrover (Capt. Rupert Walley, RD, RNR) sailed on her maiden voyage from London for Gdynia and Danzig, returning 10 March.  

As flagship of United Baltic Corp. the 23-year-old Baltrover was little altered from her Dominica days. Credit: Canadian Museum of Immigration at Pier 21.

Baltrover maintained the direct London-Poland service on her own, maintaining a fortnightly frequency with departures from London on Thursdays with arrival at Gdynia on Monday and Danzig the following day and sailing from Gdynia Thursdays and returning to London Monday.  With just a four day turnaround in London, she was a very busy ship indeed.

Typical of Baltrover's regular route and schedule, c. March-October 1938, with the Danzig call sandwiched between ones at the modern port of Gdynia. Credit: eBay auction photo.

The 11-day round voyage was sold as a cruise with rates beginning at 12 and passengers enjoying the transit of the Kiel Canal in both directions and three days on the Polish Baltic coast with the sights of Hanseatic Danzig, the modern port city of Gdynia and the splendid Baltic resort of Sopot with its luxury resort hotels and casinos.  On a more sober note, her London-bound crossings were a principal means of refugees in transit via Poland to Britain and elsewhere including Jews and political dissidents from Nazi Germany and this would steadily increase as Germany absorbed Austria and the Sudentenland of Czechoslovakia.  In 70 voyages from Gdynia between March 1936 and December 1938, Baltrover carried a total of 8,838 refugees to London.

On a typical voyage in November 1938, Baltrover loaded wool, tea, coffee and rubber for Gdynia and Danzig and carried far heavier homeward cargoes-- 200 tons of eggs, 300 tons of bacon, 100 tons of butter, chilled poultry and shoes.   Passenger loads, too, were far heavier from Poland, averaging 70-100 per trip and mostly Poles emigrating, via Britain, to Argentina, Australia and Canada.   

Indicative of the intensity of United Baltic's services, on 24 June 1936 their ships were reported by Shields Daily Gazette as follows:

Baltallinn for London left Hull 22nd

Baltannic for Tallin left London 18th

Baltera for Riga left Tyne 21st

Balteako for Riga passed Elsinore 17th

Baltrader at Klaipeda 15th

Baltraffic for Klaipeda left London 19th

Baltrover for Danzig via Gdynia left London 19th

The redoutable British maritime author and correspondent Frank C. Bowen included Baltrover in his London Ship Types  series which was both published as a book and serialised in newspapers in 1937-8:

THE BALTIC TRADER Frank C. Bowen 

EVER since the days of the Hanseatic League there has been a very big trade between the Baltic Sea and the London River. In the days of the League it was principally in the herrings which then swarmed in the Baltic, and in cloths. At a later date we looked to these traders to bring us the major part of our naval stores—hemp shipbuilding timber and spars—while nowadays the trade is very' largely in foodstuffs. Until the passing of the Dillingham Act which restricted immigration into the United States, the Baltic trader to the London River carried an enormous number of steerage passengers who were carried across England by train on their way to America. Speed Necessary Owing to the poor water in so many of the Baltic ports the size of the regular traders is limited, while owing to the fact that her cargo consists very largely of bacon, butter and eggs, running into a big value and liable to deterioration if the voyage is prolonged, a fair speed at least is necessary. Practically all of them have a large part of their cargo space insulated and provided with refrigerated machinery, often on a very elaborate scale, in order that the temperature of the holds may be kept within very narrow limits. From the same considerations of care of cargo, these ships have to have big hatches, provided with numerous winches and derricks in order that the cargo may be handled with the minimum of delay, although as a general rule their London berths are alongside Although the large number of trans-migrants from which the Baltic companies formerly drew a big income is now a thing of the past, many of the ships are still provided with big passenger accommodation. Any number of holidaymakers find the Baltic cruise, calling at various ports for the sake of cargo, a delightful vacation which is free from all the formalities and cliques of the bigger liners. Even those which do not specially set out to attract the passenger trade, are generally fitted with accommodation for a few passengers. up to the limit of twelve which does not demand a special certificate, and although this accommodation is not luxurious it is generally very comfortable and provides everything that is really required for such a short voyage.

Embody Particular Features 

Many of the Baltic traders, especially since the War, have been designed for that business from the first and have been made to embody many particular features. On the other hand some of the best known ships on the service have been collected from various other routes as opportunity has offered, provided only that they have the necessary features, and these miscellaneous ships are not by any means the least successful on the service. Collected from so many different sources it is naturally difficult to select one which may be described as typical, but in the matter of interest it would be hard to beat the BALTROVER of the United Baltic Company, which does an enormous business. The BALTROVER was originally built by the Irvine Yard in 1913 for Messrs. Furness Withy & Company, and was then named the DIGBY. She was specially designed for the transatlantic service between Great Britain and Halifax, Nova Scotia, which limited her dimensions in precisely the manner which is demanded by the Baltic trade. She was a steel single screw steamer, very strongly built to resist both weather and ice, and has a gross tonnage of 3,966, while her triple expansion engines were designed to give her a sea speed of about thirteen knots, although she very comfortably exceeded fifteen on trial. She was fitted with comfortable, if not elaborate, accommodation for about ninety passengers, excellent deck machinery on account of the poor equipment in many of the ports to which she might call and special facilities for the carriage of Canadian fruit, for at that time the Furness Line had a big business in apples. 

Atlantic Blockade 

She was a success on the transatlantic trade from the first, but before the War had been in progress for very many months the Admiralty came to the conclusion that the old cruisers which had been considered sufficient to maintain the Atlantic blockade were very dangerous to their crews and that they should be replaced by armed merchantmen of handy size, big coal capacity and proved seaworthiness. The DIGBY satisfied all these requirements and she was accordingly commissioned in the Tenth Cruiser Squadron, maintaining the Atlantic Blockade, in November, 1914. A regular naval commander was in charge, but practically all her other officers were members of the Royal Naval Reserve who were accustomed to handling merchant ships and at the same time had a full naval training. In spite of the fact that she was considerably smaller than most of her consorts in the cruiser squadron, she proved herself a great success under the White Ensign until November, 1915. Then, on account of American feeling against the blockade maintained by the British Navy, it was decided that these operations should be international in order to show that all the Allies were concerned in them. The DIGBY was accordingly transferred to the French flag and under the name of ARTOIS she continued on the same work until the United States came into the War, when there was no need to trouble further over the matter and she was transferred back to the White Ensign. Modernised After War After the War she was thoroughly refitted at Queenstown and the opportunity was taken to modernise her in various ways. particularly in her passenger accommodation, before she returned to the transatlantic service to Halifax. St. John's or Boston. When this service was hard hit by the slump she was refitted and ran for a time between New York and the West Indies, a service which found plenty of passengers among thirsty Americans during the Prohibition period. For this service she was completely reconstructed and renamed DOMINICA, proving herself a very useful and successful ship until more modern vessels were put on the service. In the Spring of 1934 she was therefore sold to Turkish buyers for about £21.000, but this sale fell through and she was then transferred to the United Baltic Company for roughly the same price, to become an extremely useful unit of their fleet on the Baltic-London run.

West Ham and South Essex Mail, 10 December 1937

Artwork from United Baltic's 1938 brochure showing Baltrover about to pass under the Tower Bridge, London.  Occasionally, it proved a less routine passage. 

At 8:45 a.m. on 14 January 1938 Baltrover, bound down river in tow bound for drydocking in the West India Dock, and the motor vessel Pizarro (1,367 grt, MacAndrews & Co. Ltd.) coming up river in tow, collided under the middle arch of Tower, Pizarro also striking the bridge.  Baltrover was not damaged and Pizarro only slightly so.  The bridge, too, did not sustain any damage. 

Artwork from the 1939 brochure.

A slight fire broke out aboard Baltrover whilst she was lying at Cotton's Wharf, Wapping, London on 7 October 1938 which was extinguished before the arrival of the fire brigade. 

Some of the refugees from the newly occupied Sudentenland arriving aboard Baltrover on 31 October 1938. Credit: Süddeutsche Zeitung Photo.

Among those landing from Baltrover in London on 31 October 1938 were 34 refugees from Czechoslovakia, "among them are lawyers and other professional men" who were entering under special visas granted by the British Government and sponsored by the newly formed Czechoslovakian Refugees' Committee.  

Some of the 50 refugees from the newly German-occupied Sudentenland on arrival at London aboard Baltrover on 14 November 1938.  Credit: eBay auction photo.

Nearly 50 more refugees from Sudentenland reached London on 14 November 1938 aboard Baltrover followed by another 100 on the 28th.  Most were German Social Democrats who would face imprisonment or death had they stayed under the German takeover of the region under the Munich Agreement that month.  

For her annual overhaul, Baltrover was dryocked by the Humber Graving Dock & Engineering Co., in January 1939 in Immingham.

On 22 June 1939 Baltrover's sailing from Danzig was delayed when a crew member was arrested after it was alleged he made disparaging remarks about Hitler and Germany. The man was soon released and the ship sailed for Gdynia and home. 

Of course, tensions over Danzig and indeed Poland herself were under the gravest threat that summer. On 21 August 1939 Baltrover arrived at London from Poland with a cargo of nine million eggs and prudently was not dispatched on her next scheduled voyage as the world held its breath in anticpation of the German invasion of Poland which came on 1 September.  

Baltrover's career as a Baltic trader were over and she would, rather uniquely, return to the service for which she was originally built 26 years previously.

A wonderful photo capturing the character of the rugged Baltrover whose seaboat qualities and staunch build would be tested when she returned to her original route during the Second World War. Credit: Credit: Olivier Prunet.

Like all of Britain's Merchant Navy, Baltrover went to war although unlike her last world war, she did so as a merchantman although armed with the usual three-pound gun mounted on her poop deck house. Initially, she kept her Baltic United funnel colours, too, although her white superstructure was overpainted in ochre.  Her speed (which was listed as but 9 knots on her official voyage record cards during the war) saw her assigned to the slowest convoys, always escorted, and her excellent and unaltered accommodation also saw her often serving as Commodore Ship for the convoys she participated in.  With insufficient escort vessels, local convoys were escorted only to certain points and the ships dispersing to their various destinations and trans-Atlantic crossings were only escorted partially eastbound but usually fully escorted when laden westbound. 

Baltrover's wartime career started prosaicly enough with a routine coastal voyage from Southend to Methil (Scotland) beginning 22 October 1939 but on apparently wound up in "Norwegian waters" the following month, being reported to have sailed on 30 November with Convoy HN.3 (18 merchantmen and nine escorts) to Methil, arriving 4 December. 

Under subcharter to MacAndrews & Co. Ltd (which was another Andrew Weir subsidiary), Baltrover sailed from Milford Haven on 31 December 1939 with Convoy OG.13F with 19 merchantmen and two escorts, and as commodore ship for the flagship for Rear Admiral H.B. Maltby for Gibraltar (7-9 January 1940) and Cadiz (9) where she loaded 45,000 cases of fruit before continuing to Lisbon (21) and returned to the Downs on the 27th. 

Another voyage to Spain for MacAndrews to load fruit, saw Baltrover sail with Convoy OB.100, from Liverpool on 28 February 1940 as far as Gibraltar (8 March) and she continued to Alicante, Palamos, Valencia, Castellon and returning with convoy HG.23 from Gibraltar on 20 March and arriving Liverpool 30th. 

.. it was one of the ironies of fate that the Baltrover-- which was specially built as the Digby for the company's trade in 1912, and subsequently sold when over age-- should have returned to the trade for which she was originally designed and had successfully evaded the perils of two years.

 War Service of the Johnston Warren Lines, H.E. Hancock, Sea Breezes, January 1947

Baltrover was requisitioned for the Liner Division on 6 April 1940.  Quite wonderfully, the former Digby would return to her roots and route by being assigned to the Liverpool-St. John's-Halifax run after Newfoundland and Nova Scotia were requisitioned for transport duties. She was joined by the Furness Red Cross Nerissa in maintaining the essential links with Newfoundland during the war and two operated under Furness Warren Line management, sailing year round with convoy escort for only four or five days westbound and in often miserable conditions, made worse by the 9-11 knot speed of slow convoys which made for very long passages. Baltrover carried commercial passengers including refugees, evacuee children, mail and cargoes home of vitally needed fish,  codliver oil, timber and aluminium. For the nearly 30 year-old ship, it was the most exacting period of her career and further established the doughty old Digby as one of the toughest and best sea boats on the North Atlantic. 

On her first voyage to Nova Scotia and Newfoundland, Baltrover departed Liverpool on 12 May 1940 with Convoy OB.147 comprising 24 merchantmen and one escort and serving as Commodore Ship for Rear Admiral A.J. Davies.  Typically for westbound convoys, this dispersed on the 14th and the ships were on their own to their various destinations.  For the former Digby/Dominica, it was a homecoming as she returned for the first time in five years to Halifax (26-30), Boston (1-6 June) and St. John's (7). There, she embarked newly enlisted men of the Third Newfoundland Contingent of the Royal Artillery for passage to England for training.  On the return crossing, Baltrover sailed with Convoy HX.50 (48 merchantmen and seven escorts) from Halifax  on the 13th and served as Commodore ship for Rear Admiral H.C. Allen.  She and the convoy safely reached Liverpool on the 27th. 

Baltrover left Liverpool on 7 July 1940 with Convoy OB.180 comprising 37 merchantmen and seven escorts, and was again Commodore Ship (for Rear Admiral R.B. Ramsay).  The convoy dispersed on the 10th and Baltrover proceeded for Halifax and arrived at Boston on the 23rd, landing 25 German and Austrian Jewish refugees there before continuing on to St. John's (27-29). Homewards, she sailed from Halifax on 4 August with Convoy HX.63 (54 merchantmen and eight escorts) and returned to Liverpool on the 19th. 

Again designated Commodore Ship (Rear Admiral C.A. Fountaine), Baltrover led Convoy OB.206 (35 merchantmen and eight escorts) out of Liverpool on 31 August 1940 and upon dispersal on 5 September, she sailed direct to Halifax (12) and on to Boston (14) landing 113 passengers, three quarters of whom were British and rest German and Austrian Jewish refugees. Crew members told the press that a periscope was sighted off the Isle of Man and an accompanying destroyer dropped four charges and shortly after, "they saw the stern of a submarine come shooting out of the water and then sink slowly." Baltrover returned via Halifax, departing there on 26 September with Convoy HX.76 (40 merchantmen and 11 escorts) as Commodore ship for Vice-Adm. Sir R. Fitzmaurice and arrived Liverpool on 10 October. 

This was at the height of the early "blitz" on British cities during the Battle of Britain and Liverpool was a major target, suffering nine raids in October 1940, during which Baltrover was slightly damaged by shrapnel. 

Baltrover arriving at Liverpool, 10 October 1940 by Stephen Card. Credit: shipsnostalgia, Stephen Card. 

Coming up the harbor through fog and rain, 120 refugees from war-blasted Europe arrived today aboard the British steamer Baltrover singing "There'll Always Be An England."

The Recorder, 15 November 1940.

Baltrover's next voyage, with Convoy OB.234, 29 merchantmen and 9 escorts,  from Liverpool on 24 October 1940 took her to St. John's (3-11 November), Halifax (10-13th) and Boston (15) where she landed 120 passengers and her exploits en route were well documented by the local and American press on arrival: 

The combination freight and passenger vessel was three weeks in passage, but some of that time was spent in ports en route from Liverpool.

Passengers and crew reported escapes from a Nazi airplane and submarine. The submarine, they said, disappeared when the Baltrover's gun crew opened fire, and the airplane swerved away from her to attack to two other ships in a convoy.

The Baltrover wore scars inflicted by shrapnel while she was tied up in Liverpool, but members of the crew said she was unscathed during the passage.

Members of the crew said the Nazi plane was a four-motored craft of a type unknown to them. They said the submarine appeared twice and each time was fired upon by the Baltrover's gun crew, shells falling  40 feet of the undersea vessel. Stewards rush ammunition to the gun crew, they said."

The Recorder, 15 November 1940.

Credit: The Boston Globe, 15 November 1940.

Wild seas and a raging gale that buffeted the scrapnel-scarred British armed liner Baltrover proved a blessing during a terrifying transatlantic crossing from England, for the adverse conditions helped frustrate a submarine attack in mid-Atlantic, it was repored when the liner reached here today.

Skillful maneuvering by her cool-headed skipper, bravery by her courageous gun crew, plus the severe storm prevailing at the time undoubtedly saved the British liner, her passengers and crew from watery graves, passengers declared.

Faces of nearly 50 little refugee children, shining with happiness at reaching the safety of the United States after weeks of horror in bomb-shattered cities of England and a terrifying voyage, lined the rails of the British liner, the first refugee ship to reach Boston in more than a month, as it was warped into a berth alongside Pier 46, Mystic Docks, Charlestown.

'It was the courage of those grave little tots who sang constantly in the house of peril during the two sharp encounters with enemy craft that kept up the spirit of us grown ups and helped prevent panic,' one of the passengers declared.

It was on Oct. 30 after the convoy in which the Baltrover travelled had been broken up by a terrific storm that a large submarine, believed to be an ocean-going craft, appeared squarely off the liner's starboardside in an ideal position for launching.

Alert Capt. Fred Welles, who had already taken the liner safely through a bombing attack from the air three days previous, ordered the gun crew to its post and immediately swung the big liner off her course so that only the stern, a comparatively small target that pitched and tossed like a bucking bronco in the heavy seas, was presented the enemy.

Swinging the ship stern first to the enemy which was slow in taking aim with a torpedo because of the stormy seas, enabled the courageous crew members to bring the ship's gun, mounted on the after deck into play, and pumped two shells in rapid succession toward the enemy. After the second shot the submarine dropped below the ocean's surface only to reappear five minutes later. Quick as a flash the Baltrover's gun spoke and again the shot narrowly missed its mark.

By this time dark was settling fast and the submarine was seen once more to slide beneath the ocean's surface and no further glimpse was caught of it. 

One hundred and twenty-nine passengers were aboard the liner when it reached here today from Liverpool by way of St. John's, N.F., and Halifax, N.S. One hundred and seventeen made the crossing from England while the remainder boarded at St. John's.

The 40 British children aboard were consigned to the custody of the Traveler's Aid Society and will make their homes with friends in the United States, many in Greater Boston. Others were cared for by the Hebrew Immigrant Aid Society.

The Boston Globe, 15 November 1940.

Baltrover at Halifax, November 1940. Credit: William B. Taylor photograph, Mariners' Museum.

When Baltrover sailed eastbound from St. John's on the 28 November 1940, her holds were filled with 1,172 tons of salt and frozen cod, 21 tons of pickled salmon, 248 tons of cod and cod liver oil and 459 tons of timber.  With Convoy HX.95 from Halifax on 10 December, Baltrover sailed for home, arriving Liverpool 27th. 

Such were the manouvers to avoid the air attack that Baltrover experienced engine troubles during the rest of her voyage and had to be repaired before undertaking her next trip. This had her departing Liverpool 16 March 1941 with Convoy OB.298 (30 merchantmen and 11 escorts) and serving as. Commodore ship for Capt W.H. Kelly.  Baltrover called at  Halifax (30), St. John's (9-14 April) and returned with Convoy SC.30 (28 merchantmen and 21 escorts) from Halifax on the 29th April, as Commodore ship for Rear Admiral K.E.L. Creighton and returning to  Liverpool 20 May.  

The Furness liner Nerissa, which ran with Baltrover on the wartime Liverpool-Newfoundland/Nova Scotia run, was torpedoed and sunk in April 1941. Credit: shipsnostalgia.com, Qu1ckn1ck.

Baltrover's running mate on the Furness Liverpool-Newfoundland/Nova Scotia run, Nerissa, was torpedoed and sunk on 30 April 1941 in the  Western Approaches en route from Halifax to Liverpool with Convoy HX-122 with 207 casualities, a tragic reminder of the perils of seemingly routine crossings during the height of the Battle of the Atlantic.

As commodore ship for Rear Admiral A.H.C. Candy, (Convoy OB.335, 38 merchantmen and 7 escorts) Baltrover  left Liverpool on 16 June 1941 and went straight to Halifax (2-7 July).  Her return crossing was from Sydney (NS) for the first time with Convoy SC.38 (30 merchantmen and 18 escorts) on 22 July, arriving  Liverpool 8 August.

Baltrover underwent a refit before setting off to Canada again with Convoy ON.12 (43 merchantmen and 19 escorts) from the Mersey on 1 September 1941, and was Commodore ship for Admiral Sir H.R. Crooke. She had a  remarkably slow crossing, not reaching Halifax until the 21st, and calling next at St. John's 27-29th. The return was made with Convoy SC.51 (42 merchantmen and 19 escorts) from Sydney on 23 October, and she landed 2,715 tons of cargo upon arrival on 9 November 1941. 

On her final voyage of the year, Baltrover cleared Liverpool on 27 November 1941 with Convoy ON.41 (41 merchantmen and 14 escorts) as Commodore ship for Rear Admiral K.E.L. Creighton, and arrived at Halifax on 19 December, sailing from there on Christmas Eve and reaching St. John's on the 28th.  By then the ship's age and hard duty seems to have caught up with her and Baltrover which arrived at Halifax on 13 January 1942 on her homeward call was detained there for boiler repairs and did not sail for Liverpool until the 23rd with Convoy SC.66 (36 merchantmen and 17 escorts) as Commodore ship for Capt. H. Birnie and arrived at 9 February.

Dates and convoy details do not illuminate the rigours of North Atlantic crossings in mid winter on the Nova Scotia and Newfoundland routes with snow squalls, gales and in late winter and spring, ice floes and bergs, all prolonged by the slow speed she and her convoy mates maintained. Baltrover, designed and built for the route, was among the hardest working of all war transports and her duty was relentless.  

So it was that Baltrover was off again, with Convoy ON.70 (38 merchantmen and 10 escorts) as Commodore ship for Capt. J.C.K. Dowding, on  25 February 1942 for Halifax (15 March) and St. John's (28th) and sailed for home on 19 April with Convoy SC.82 from  Halifax on the 30 April, landing  2,648 tons of cargo and 9 passengers at Liverpool on 16 May. 

From 26 May-3 July 1942 the hard working Baltrover was under repair in a "Northwest England yard" and then sailed with Convoy ON.110 from Liverpool  on the 6th with 46 merchantmen and 12 escorts as,Commodore ship for Vice Admiral D.E.M. Egerton. After after touching at Halifax on the 25th, Baltrover returned to Boston for the first time since 1940 the next day and then proceeded to St. John's, arriving on 8 August. Eastbound, she left Newfoundland on the 15th with Convoy CL.51, stopping at Sydney on 18-19th and arriving at Halifax on the 22nd. Departing on the 29th with Convoy SC.98, (69 merchantmen and 12 escorts) as Commodore ship for Capt. A.S. Mackay, Baltrover had 2,722 tons of cargo and 24 passengers for Liverpool where she docked on 13 September. 

Baltrover left the Mersey on 11 October 1942 with Convoy ON.138 (61 merchantmen and 15 escorts) and arrived at Halifax on the 31st. With Convoy HJ.17 she left on 9 November for St. John's, docking on the 12th.  Homewards, she joined Convoy SC.111 on 3 December which had originated in New York, comprising 45 merchantmen and 19 escorts and returned to Liverpool on the 17th.

There would be no Christmas at home for Baltrover's crew as she departed Liverpool on Christmas Eve 1942 with Convoy ON.156 (35 merchantmen and 17 escorts) and Commodore ship for Capt. R.H.R. Mackay, on a long winter crossing finally reached  Halifax until 13 January 1943. By then two years of relentless duty and her 30 years began to have its effect and after her boilers failed on the 28th, she spent four days under repair at Halifax.  She left for home on 6 February with Convoy SC.119 (60 merchantmen and 22 escorts) which had originated from New York and had as one of the escorts, HMCS Digby (J267). Baltrover landed a full cargo and 49 passengers at Liverpool on the 22nd.  

Baltrover's next voyage, from Liverpool on 15 March 1943 with Convoy ONS.1, was no less difficult than the last and she came into St. John's on the 30th with a heavy list to port caused by a leak in a double bottom tank.  This was repaired locally and she was able to be on her way on 9 April with Convoy JH.47, arriving at Halifax on the 13th. Homewards with Convoy SC.129 (25 merchantman and 21 escorts) as Commodore ship Capt. R.D. Binks, Baltrover left Halifax on 2 May  with 2,919 tons of cargo and arrived at Belfast on 20 May.  

Baltrover carried on to Cardiff where she arrived 21 May 1943 for another round of repairs which were completed in time for her sailing to Milford Haven and thence from Liverpool on 8 June with Convoy ONS.10 (52 merchantmen and 21 escorts) as Commodore ship for Capt. H.S. Allan. Another very slow crossing ensued and she did not reach Halifax until the 27th.  After calls at Sydney (15 July) and St. John's (18-22), Baltrover joined Convoy SC.137 (42 merchantmen and 15 escorts) and returned to the Mersey on 3 August. 

Her next voyage saw Baltrover clearing the Mersey with Convoy ONS.19 (50 merchantmen and 20 escorts) on 26 September 1943 for a direct round voyage to St. John's, arriving there on 11 October and departing the 24th via Halifax with Convoy SC.145 (26 merchantmen and 24 escorts) with a heavy cargo of fish to land at Liverpool on 7 November. 

With Convoy ONS.23 (22 merchantmen and 15 escorts) from Liverpool 17 November 1943, Baltrover was once again headed westwards to St. John's.  She left St. John's with Convoy JH.81 on the 8th for Halifax, arriving 11th and joined to next eastbound convoy, SC.150 (19 merchantmen and 19 escorts) for which was Commodore ship for Capt. R. Gill and arrived at Liverpool on 14 January 1944, disembarking 78 passengers. She underwent a refit at Belfast that extended through the rest of month. 

Following her refit, Baltrover was subchartered to MacAndrews for a voyage to Spain.  This commenced from Belfast on 5 February 1944 and at Liverpool the following day she joined Convoy OS.67/KMS.41 (65 merchantmen and 11 escorts) to Gibraltar (17) whence she proceeded to Valencia to load a cargo of oranges which she sailed for home alon with 87 passengers with Convoy SL.151/MKS.42 (46 merchantmen and 10 escorts) and arrived Liverpool 24 March.

After some short voyages in British waters between Southend and Methel, Baltrover made one final voyage to Canada and Newfoundland. Departing Liverpool on 20 April 1944 with Convoy ON.233 (107 merchantmen and 23 escorts) whose principal destination was New York, but Baltrover made for St. John's. With Convoy JH.108, Baltrover left St. John's on 10 May for Halifax, arriving 13th.  Laden with a cargo of salt, cod, aluminium, she sailed with Convoy HX.294 (110 merchantmen and 26 escorts).on 2 June and returned to the Mersey on the 19th. 

After undergoing repairs in an undisclosed shipyard from 4-12 July 1944, Baltrover sailed to the Clyde where she arrived on the 16th and later shifted to Greenock on the 21th and laid up. 

This would be end of Baltrover's active career and upon withdrawal from the Liner Division, she sailed on  1 November 1944 from Glasgow for Gareloch where she served as a grain and seed storage ship. On 12 March 1945 she was towed to Greenock and underwent a refit on the Clyde beginning 5 April which was completed on 22 June and she was anchored in the Clyde from 10 September.  This was followed by a drydocking at Liverpool 23 November and she was  then moved to lay up in Kames Bay, Isle of Cumbrae  on 24 January 1946 and released from government requisition on 13 February. 

Baltrover swung at anchor in Kames Bay until 2 October 1946 when, in a flurry of activity, she was towed to Greenock for inspection by potential news owners, and returned to lay up on the 15th.  

Baltrover was sold in December 1946 to Hellenic Mediterranean Lines of Greece and towed to Glasgow on the 14th for delivery to her new owners. 

Official Hellenic Mediterranean Line postcard of Ionia. Credit: author's collection.

An historic milestone for the development of Greek shipping activity in the familiar waters of the Mediterranean.

Nautika Chronika, 15 October 1948

Few ships of 34 hard years of service already under their keel find new owners, fewer still are purchased and given substantial refits that belied their age and gave them new prestige and purpose in their dotage let alone serve another 17 years.  But such was the case of the doughty old Digby which began the last second longest stage of a remarkable career in late 1947. 

After the Second World War, "sold foreign" seemed to almost invariably mean to Greek owners and few merchant services experienced such boom times as did those of Greece, its merchant marine, devastated by the war, exceeded its prewar size by 1952.

Thus it came as no surprise that Baltrover passed to Greek owners, the Hellenic Mediterranean Lines founded in 1939, for whom she would be a prestige project. From the onset what was now known as Ionia was not to be some slapdash paint and polish conversion, but a comprehensive rebuilding of an aged cargo-passenger liner into what was intended to be most luxurious inter-Mediterranean liner of the time to rival those of  theItalians and French. Indeed, HML spent the extraordinary sum of £980,000 on the project and entrusted it to Barclay Curle, Glasgow, for whom she was one of the most successful post-war conversions even if, owing to shortages of materials and labour troubles which bedevilled the British shipbuilding industry of the time, it took close to two years to complete. 

Beginning in January 1947, the old Digby was transformed into a high density Mediterranean packet.  Major structural alternations included extending the forecastle aft to the foremast whilst the poop was extended forward to the mainmast and incorporated the existing deck houses on either side and it was entirely plated over.  The Boat Deck was rebuilt with a new full length deck house whilst the bridge structure forward was expanded and the superstructure front was entirely rebuilt with a modern curved front and large windows.  The funnel was enlarged with a tear drop aft section but the forward part was still original right down to the old Furness banding overpainted. Another modernising feature was rebuilding and reshaping the bows above the waterline to give an attractive curved and raked stem.

The ship's lifesaving equipment was considerably augmented and modernised with the original six boats on Boat Deck raised above deck in new gravity davits and an additional two pair of double-banked boats carried on the aft poop deck. 

Remarkably, Digby's enduring original machinery was retained, including the boilers which, after 33 years, were finally converted to burn oil but otherwise completely overhauled and renewed, the entire installation remained unchanged.  She was credited with a speed of 14.5 knots burning oil which represented about a 1½ knot improvement.  

Ionia was remeasured at 5,357 tons (gross), 2,700 tons (deadweight) and had a loaded draught of 23 ft. 5 inches. 

Deck Plan of Ionia, c. 1961. Credit:  www.naviearmatori.net

One distinguishing external feature was the veritable explosion of portholes and windows punched in her sturdy hull which, more than anything, showed Ionia was now a passenger ship first and foremost which could now accommodate 93 First, 97 Second, 122 Third and 308 Fourth Class passengers or a total of  620 passengers compared to her previous 194.  

... the transformed passenger ship is now the most luxurious vessel in the Mediterranean... and will lead in the competition against their respective French and Italian passenger liners.

Nautika Chronika, 15 October 1948

Boat Deck had the original First Class dining room forward now serving as the First Class music room with new traditional furnishings to compliment the original panelling  and open promenade space under the new gravity davits.  Aft was the Second Class promenade and officers accommodation.

The Promenade Deck had the First Class reading room forward and entrance hall and main staircase aft and the First Class Bar (the original Smoking Room still retaining some of its 1913 quartered oak panelling) and furthest aft, the Second Class bar.  This was encircled by covered promenade deck with that for First amidships to forward and glass-enclosed forward.  The main superstructure was joined to the poop deckhouse by walkways over the well deck to the aft hold and here was found the Second Class glass-enclosed veranda, entrance hall and reading room and hospital right aft.  Open deck space was behind the new lifeboats added here. 

"A" Deck had the best First Class accommodation amidships along with the spacious entrance hall and purser's office. In the expanded poop were Second Class cabins and lounge.  All these now had large square windows rather than port holes.  Fourth Class (which carried passengers on deck and accommodated in one large open berth dormitory) deck space was in the covered fore and aft well decks. 

"B" Deck had First Class cabins on the portside and the new dining room forward with Second Class cabins and dining room aft and Third Class cabins right forward.  The large Fourth Class open dormitory was forward of the First Class dining room. 

"C" Deck had a few Second Class cabins right after and forward of the engine spaces was the Third Class dining room and cabins. 

First Class lounge. Credit: www.naviearmatori.net

First Class bar. Credit: www.naviearmatori.net

First Class dining room. Credit: www.naviearmatori.net

First Class stateroom. Credit: www.naviearmatori.net

Second Class dining room. Credit: www.naviearmatori.net

Second Class lounge. Credit: www.naviearmatori.net

Second Class cabin. Credit: timetableimages.com

Third Class dining room. Credit: www.naviearmatori.net

Third Class cabin. Credit: www.naviearmatori.net

On 15 June 1948 a shipyard worker was taken to hospital after sustaining injuries fighting an electrical fire that broke out about Ionia laying at Queen's Dock, Glasgow. 

With her new livery of black hull with red boot topping and white separating line, white upperworks, yellow buff masts and funnel with a black lip and blue band, Ionia was indeed "a very smart-looking ship" indeed when she finally left Barclay Curle in mid September 1948 and a real credit to the yard and her new owners.  

The much rebuilt but still handsome former Baltrover departing the Clyde in September 1948 after her conversion by Barclay, Curle into Ionia. Credit: greekshippingmiracle.com

On 2 October 1948 Ionia arrived at Piraeus for the first time and welcomed by thousands of onlookers. She was truly flagship not only of Hellenic Mediterranean Lines, but a symbol of the reborn Greek Merchant Marine.

Ionia and her running mate Corinthia as depicted in HML's 1948-49 sailing list. Credit: timetableimages.com/

Paired with the even older Corinthia (built in 1911 as Oranje Nassau), Ionia settled down on the Marseilles to Egypt run. This was routed via Genoa, Piraeus (two-day call), Alexandria and extended to Limossol and Beirut, the total passage occupying 9 days and 7 to Alexandria with weekly sailings. 

By the mid 1950s, Ionia's funnel had been given a half-domed smoke deflector top. 

In 1955, Ionia's running mate was the the newly acquired Lydia (1931/2,696 grt), the former Australian coastal liner Moonta. 

In winter, Ionia was frequently used for cruises in the Mediterranean. On one of these, extended into the Black Sea,  she arrived at Odessa on 30 March 1956, making the first post-war visit by a foreign flag cruise ship to the port. She carried 231 tourists from France who visited Yalta and other places during the call.

The former Fred. Olsen Bretagne (1937/3,284 grt) was purchased and entered service on HML's Mediterranean route on 17 January 1959 as Massalia by which time all of the pre-war veterans in the fleet had been disposed of, except for Ionia which was increasingly used for cruising. The ship was also chartered for the annual Haj (falling in June-July) from Indonesia to Jeddah. 

When the 1913-built former Bergensfjord went to the La Spezia breakers as Zim Israel's Aliya in August 1959, Ionia was the oldest ocean-going liner other than some of the small Transmediterrania ships in Spanish waters.

Official HML postcard for Ionia in her post 1961 grey hull but the artist has left out her earlier dome funnel addition. Credit: author's collection.

In 1961, Ionia's accommodation was re-arranged to 66 First, 219 Tourist and in Third Class, 84 dormitory and 151 deck and her hull was repainted in the attractive light grey introduced by the new Egnatia. Ionia was used for cruising more and more and so employed for the first half of that year.  

Ionia photographed  from Gunung Djati at Jeddah during one of her Haj voyages on 6 June 1961. Credit: shipsnostalgia.com, petroc. 

A wonderful account of a voyage in Ionia, from Limassol to Port Said in July 1961, by Derek Longly, can be found here:

http://www.hhtandn.org/notes/610/memories-of-a-sea-passage-on-the-ionia

Below are a selection of photographs, by Derek Longly, taken aboard that voyage, posted on shipsnostalgia.com:

Ionia off Limassol. Credit: Derek Longly

Ionia's First Class covered promenade deck. Credit: Derek Longly.

Ionia's funnel showing one of the original Furness era bands and her wonderful original single chime steam whistle. Credit: Derek Longly.

New gravity davits but the original wood clinker-built lifeboats. Credit: Derek Longly.

At sea showing a Prince Line freighter in the distance. Credit: Derek Longly

Forecastle, extended during her conversion, but with the original forepeak and masts of the c. 1913 Digby. Credit: Derek Longly. 

By the early 'sixties, age and luck began to catch up on the venerable workhorse. On 11 August 1962 Ionia struck the bottom of the Corinth Canal during a transit whilst cruising, but suffered no serious damage.  Whilst loading a 3.3-ton load at Port Said on  14 July 1964, the foremast collapsed below the crosstree and Ionia had to proceed direct to Piraeus for repairs. Her hard luck continued and in September 1964 she experienced trouble with her port main boiler en route to Marseilles when it was repaired.  By the end of the summer season, she was withdrawn from service pending disposal. 

In early 1965 Hellenic Mediterranean Lines sold Ionia to the Ionia Shipping Corp. (Panama) for £80,000 with delivery in March. At the time it was believed she was sold for further trading not scrap and was in Hong Kong by 10 June where she underwent her first Lloyds survey as Ionian, registered in Panama under S.E. Asia Shipping & Trading Co.. It is believed she was to be employed in the Haj pilgrim trade and was in Jakarta alongside the Pelni dock when on 26 July, she capsized and sank at her berth, the circumstances or cause of which are unknown.  Ionian was declared a Constructive Total Loss the following month and eventually scrapped where she lay. 

The little Digby had thus served for 52 years, under the British, French and Greek flags and five names. This long period included full and exceptionallly hard service throughout two world wars. At her end she was larger and smarter than she had ever been before and just as fast, and it must have been exceptionally good steel and good workmanship that Irvine's put into her and her machinery in 1913.

J.H. Isherwood, Sea Breezes, July 1967

A brand new Digby on trials. Credit: Australian National Library.

Half a century later... as s.s. Ionia.  Credit: Alex Duncan. 

Built by  Messrs. Irvine's Shipbuilding and Dry Docks Co., Ltd. West Hartlepool, no. 527 

Gross tonnage       3,966 (as built)

                               5,435 (Dominica)  

                               4,916 (Baltrover) 

                              5,375 (Ionia)

Length: (o.a.)        365 ft.

              (b.p.)         350.8 ft.

Beam:                     50 ft.

Machinery:            one triple-expansion (28, 46 and 77-inch dia. cylinders and a 4-ft. stroke)

                              by Messrs.  Richardsons, Westgarth & Co., Ltd, Hartlepool, driving a 

                              single-screw, and three single boilers 180 psi, 3,150 ihp.

Speed:                    12.5 knots (service)

                               15.18 knots (trials)

                                14.5 knots (max speed as H.M.S. Digby/Artois)

                                9 knots (service as Baltrover as transport)

                                14 knots (service as Ionia)   

Passengers             58 First Class (as built)

                                32 Second Class

                               100 First Class (Dominica)

                                 66 Second Class  

                                64 First Class (Baltrover)

                                130 Third Class

                               93 First Class (Ionia)

                               97 Second Class

                               122 Third Class

                               308 Fourth Class

                               66 First Class (Ionia, post 1961)

                               219 Tourist Class

                               84 Dormitory

                               151 Deck  

Officers & Crew   86 (as built)

                               303 (H.M.S Digby/Artois)

British Passengers of the Five Oceans, Vernon Gibbs, 1963

The Baltic Trader, Frank C. Bowen, 1938

Furness Withy, 1891-1991, David Burrell, 1992

North Atlantic Seaway, N.R.P. Bonsor, 1977

Passenger Liners, Laurence Dunn, 1962

Canadian Gazette

Ice and Cold Storage

Marine Engineer & Naval Architect

Nautika Chronika

Newfoundland Quarterly

Newfoundland Weekly

Sea Breezes

Schiffbau

Shipbuilder & Marine Engine Builder

Shipbuilding & Shipping Record

Shipping: A Weekly Journal of Marine Trades

Syren & Shipping

Boston Globe

Boston Post

Brooklyn Eagle

Daily Argus

Daily Mail (St. John's)

Dundee Courier

Edmonton Journal

Evening Advocate

Evening Mail (Halifax)

Evening Telegram (St. John's)

Evening Telegraph (St. John's)

Gazette (Montreal)

Guardian

Halifax Herald

Hartlepool Northern Daily Mail

Liverpool Journal of Commerce

Lloyd's List

Maritime Merchant & Commercial Review

Montreal Daily Star

New York Age

The Call

The North Star

Philadelphia Inquirer

St. Croix Avis

St. John's Daily Star

Standard Union

The Weekly Recorder

Weekly Commercial News

Weekly Dispatch

West Ham & Sussex Mail

https://collections.mun.ca/

http://www.convoyweb.org.uk/

http://www.dreadnoughtproject.org/tfs/index.php/H.M.S._Digby_(1912)

https://www.flickr.com/

https://forum.nautilia.gr/

greekshippingmiracle.com

http://www.hhtandn.org/hartlepool-ships-and-shipping/shipbuilding/205/irvines-shipyard/ship/1975/digby/gallery

https://hec.lrfoundation.org.uk/archive-library/ships/digby-1913/search/everywhere:baltrover/page/1

https://imageshack.com/user/OlivierPrunet

http://www.hhtandn.org/notes/811/ss-digby-in-world-war-one

https://catalogs.marinersmuseum.org/search

https://www.naval-history.net/OWShips-WW1-08-HMS_Artois.htm

https://www.naviearmatori.net

https://pier21.ca/

https://www.shipsnostalgia.com/

https://www.shippingtandy.com/features/newfoundland-passenger-liners/

https://www.shippingtandy.com/features/united-baltic-corporation/

https://www.simplonpc.co.uk/

http://www.teesbuiltships.co.uk/

http://www.timetableimages.com/maritime/

Additions/Corrections/Contributions welcomed

contact the author at posted_at_sea@hotmail.com

© Peter C. Kohler