In 1920 the British India Steam Navigation Co. Ltd., took a most courageous step and decided to install in their new two 'M' class passenger vessels the first diesel engines in the company. It was surprising that this trial of the 'new' prime mover should have been made in the company's two largest ship while the diesel engine in that year was still in a fairly early stage of development.
J. Isherwood, Sea Breezes, June 1980
An important place in history will belong to the British India Steam Navigation Company's ship Domala, for she was the first oil motor-driven ship to be especially made and designed for carrying passengers. Her sister ship, the Dumana, has just been launched.
The Children's Newspaper, 30 December 1922
When added to the fleet, they were but two of no fewer than 158 ships totalling 915,857 gross tons and hitherto, individual British India vessels barely rated a mention on account of most being posted "out East," prosaicly plying their trade along the palm-fringed coasts, muddy deltas and teeming ports East of Suez, their Red Dusters hanging limp in the humidity-- a world away from a Mauretania or Majestic. Yet, Domala (1921) and Dumana (1923) were pioneering ships in the development of the diesel-driven merchant ship by British shipowners, naval architects and marine engineers and anticipated The Motor Ship Age later in the decade and into the 'thirties.
Domala was, in fact, the world's first purpose-built motor-driven passenger liner and the first powered by British-built diesel engines. She and her sister ran not on the North Atlantic Ferry but to the great port cities of the Raj-- Bombay, Karachi, Madras and Calcutta. They were manned by Indian Lascars and a legendary generation of British captains, deck and engineer officers. Their holds were filled with the give and take of Imperial trade and their passenger lists populated by the civil servants, tradesmen, engineers, mine and plantation owners, army and navy personnel and their families that enabled and defended it.
A century after they were introduced, occasion to discover and appreciate two pioneers and a vanished era of Imperial seaborne commerce they maintained:
M/v DOMALA (1921-1940) & M/v DUMANA (1923-1943)
 |
| Official postcard for Domala and Dumana, by H.K. Rook. Credit: author's collection. |
The Domala is one of 20 similar vessels built or projected during the last nine years for the British India Company. Earlier vessels of her type have been fitted variously to run reciprocating engines with coal fuel, reciprocating engines with oil fuel, geared turbines with coal fuel and geared turbines with oil fuel. The adoption in the Domala of internal-combustion engines has established a basis for comparison of the relative efficiency, in sister ships, of five varying methods of propulsion, and the information obtainable should prove of considerable value in future marine engineering practice. The British India Company has five motor vessels now building, including one at Barclay, Curie & Co.'s yard, of the same tonnage and design as the Domala, and which will, like that vessel, be engined by the North British Diesel Engine Works.
Marine Engineer and Naval Architect, March 1922
Having been a part of every British war since the Indian Mutiny, transporting Tommy, Sepoy, Gurkha and Askari alike to the far corners of the Empire, it was perhaps ironic that BI, together with P&O, should lose 94 ships, totalling 543,530 tons, in The Great War, initially fought not for The British Empire but over Balkan backwaters squabbled over by two decadant and dying dynasties. Yet, the spoils of war put the literal meaning to "... wider and wider still..." and British India and P&O, united in corporation as they had been for decades in cooperation, picked up where they left off and, in many cases, never ceased. Throughout the war, the mailships continued to ply their lawful occasions and imperial trade never proved more valuable. Now it was to figure in a new dawn for British marine engineering.
The War had, as it did for so many British lines, interrupted ambitious fleet renewal and rebuilding programmes begun during the booming trade of the late Edwardian Era, whose ships reflected a high water mark for technical innovation and naval architecture. For British India, this including the "K"s (Karoa, Karapara, Karagola and Khandalla) for the Bombay-East Africa run, the "V's" (Varela, Varsova, Vita and Vasna) for the Persian Gulf service and, most importantly, the legendary "M" class (starting with Malda, Manora, Mashobra, Merkara, Mandala and Mantola), for what BI quaintly referred to as the "Home Lines" between India (one route from Bombay and Karachi and another from Madras and Calcutta) and East Africa and Britain.
 |
| Malda of 1913: first of the "M" class, one of the largest and most successful groups of passenger-cargo liners ever built. Credit: clydeships.com |
The new British India steamer, Malda, which has been built at Whiteinch, has recently run successful trials on the Clyde. The Malda is intended for the London and Calcutta service of the company, and has large first and second-class passenger accommodation. She is 450 ft. in length, 58 ft. in beam, and of 8200 tons gross and 11,000 tons cargo capacity. On the measured mile she maintained easily a speed of 13 knots, the machinery running very smoothly. The Malda's passenger accommodation is exceptionally commodious and comfortable, and her passenger decks are very extensive. One of her features is the Inchcape cabins-patented about a year ago by Lord Inchcape, the chairman of the British India Line. Each of these inside cabins has a large, broad passage from the centre of the cabin to the side of the ship and leading to a large port, giving as much light and air as if the cabin itself were at the ship's side. Lord Inchcape was on board during the trials, and expressed himself as thoroughly satisfied with the vessel. The Malda is the first of a number of her class which are now under construction for the British India service from London to Calcutta, to Kurrachee and Bombay, and to East Africa and Durban.
Marine Engineer & Naval Architect, June 1913.
Measuring 450 ft. x 58 ft., and just shy of 8,000 grt, and powered by twin-screw triple-expansion engines giving at speed of 13 knots, the "M"s were handsome, workmanlike ships with good earning capacity of 10,000 tons of cargo space and two class accommdation for 75 passengers. After the initial pair, Mashobra and succeeding examples had one extra superstructure deck and accommodation for 130 passengers. They were ideal for BI's Home services which, under the amalgamation with P&O, remained as a secondary service to P&O's legendary Bombay Mail and their saloon accommodation extremely popular being priced about £10 less than for the faster, bigger mailships. Under Inchcape, "his" BI ships, too, never wanted for superb service, cuisine and standards and many preferred the homely little "M"s for their travel. In all, 19 "M"s were built, making it the largest class of passenger-cargo ships ever built.
 |
| The Swan Hunter-built Mongara of 1914: she and Mashobra (Barclay Curle) introduced the extra superstructure deck and set the pace for all succeeding "M"s. Credit: tynebuiltships.co.uk |
Indicative of the rigours of the War on the BI fleet as a whole, of the initial six "M"s, two were sunk by enemy action (including the lead ship Malda) and two under constuction during the war completed as Admiralty tankers.
Rebuilding the post-war BI fleet would have as its linchpin, an improved "M" class, all except two built by Barclay Curle and eventually comprising no fewer then ten ships (and an additional two built during the war and rebuilt as cargo ships) of which six ("M3s") were 15 ft. longer and had cruiser sterns. The design proved adaptable enough to permit BI to incorporate triple-expansion steam machinery, geared turbines and most novel of all, diesels. It was a remarkable class of ships, representing the largest group of passenger ships built between the wars or indeed, after, and which would see BI through to the middle of the 1950s.
 |
| Beautiful cover art for brochure for Mantola, one of the six-strong improved "M3"s with geared turbines and 465 ft. length. Credit: eBay auction photo. |
Ordered in early 1919, British India were fortunate indeed to have all of them completed, save one, by mid 1922 given the far more protracted construction of the enormous combined Cunard-Anchor-Donaldson line intermediates. Such was the output of "M"s that some had to wait their turn for trials and as a class, their sheer number mitigated their coverage by both the regular press and even shipping journals, all except two which concern us here.
British India post-war "M" class ships (all built by Barclay, Curle-- except Modasa (Swan Hunter) and Mulbera, Alex. Stephen) and listed in rough order by builder no.)
Masula (1919-1952), no. 516, 7,261 grt, 450 ft. x 58 ft., trp-exp steam,Mashobra (1920-1940), no. 577, 7,288 grt, 450 ft. x 58 ft. trp-exp steamMundra (1920-1942), no. 578, 7,275 grt, 450 ft. x 58 ft., trp-exp steamMagvana/Domala (1921-1940), no. 579, 450 ft. x 58 ft., dieselsManela (1921-1946), no. 580, 8,303 grt, 450 ft. x 58 ft., geared turbinesMadura (1921-1953), no. 585, 8,975 grt, 465 ft. x 58 ft., geared turbinesModasa (1921-1954), no. 1101, 8,986 grt, 465 ft. x 58 ft., geared turbinesMantola (1921-1953), no. 586, 8,963 grt, 465 ft. x 58 ft., geared turbinesMatiana (1922-1952), no. 587, 8,865 grt, 456 ft. x 58 ft., geared turbinesMalda (1922-1942), no. 588, 8,965 grt, 456 ft. x 58 ft., geared turbinesMelma/Dumana (1923-1943), no. 593, 8,428 ft, 450 ft., dieselsMulbera (1922-1954), no. 486, 9,100 grt, 466 ft. x 60 ft., geared turbines
There was some method to BI's choice of machinery even if the above list indicates it was in complete disregard to builders no. or date of completion. The final two counter-sterned 450 ft.-long "M2"s would introduce new machinery with no. 579 (Magvana) fitted with with twin-screw diesels whilst no. 580 (Manela) introduced geared turbines and following no fewer than six of the "M3"s (465 ft., with geared turbines and cruiser sterns), no. 593 (Melma/Dumana) reverted to the "M2" Mashobra hull form and would be the final ship of the long series. It is likely done to await results on the diesel machinery fitted to Magvana and Melma/Dumana indeed had a different arrangement of her machinery than her sister and would be the last of the "M"s to be laid down, in March 1923. It will also be noted that plans for no. 579 (Magvana/Domala) were inked on 10 May 1919 by Barclay Curle (drawings no. 1274) showing engine spaces for diesels. A second midsection plan was inked on 2 November.
An order has been placed for a large Diesel-engined motorship with Barclay Curle & Co. of Glasgow by the British India Steam Navigation Co. The machinery will be built by the Diesel Engine Department of Harland & Wolff.
Motorship, June 1919
The North British Diesel Engine Company, for instance, who had works erected at Glasgow, intended to construct only the Krupp two-cycle motor, but have now decided to build a four-cycle machine to their own design, and hope within the next few months to be manufacturing Diesels of 3,000 hp to 4,000 hp. Already the firm are reported to have received. orders for a number of high-powered of this type for installation in British ships.
Liverpool Journal of Commerce, 19 June 1919
Few if any British India vessels were introduced with as much interest and publicity as that which attended the news that two of the now ubiquitous "M"s would be built with diesel machinery. Indeed the construction of the previous eight such vessels since the end of the War was accomplished in relative obscurity and the only plans for the class published in the various shipbuilding and marine engineering journals were for the two diesel variants. The motor ship lobby was intense in Britain where the techology was given so much promise and stealing a march on foreign competition in the field, notably German, was seen as at least one tangible fruit of a hard won victory. Thus, having the largest British shipping firm decide to fit diesels in two of their largest and latest passenger ships was a major coup.
One of the reasons for the installation of Diesel - engines in this large fleet of ships is the keenness and interest which Lord Inchcape has displayed in the development of the motorship .
Motorship, May 1921
Domala and Dumana were epoch beginners rather than makers, but they were indeed first. The first motor driven passenger ships laid down as such, they were also the first powered by British designed and built motors and auxiliaries. They were remarkable, too, in their boldness and doubly so for a line not hitherto associated with technical innovation or risk taking. If nothing else, they were among the singular achievements of one of the world's most exceptional shipping men, James Lyle Mackay, 1st Earl of Inchcape (1852-1932), who by his example made British India S.N. the largest merchant fleet in the world and, on the eve of the First World, achieved the union of true giants when he engineered the merger of the P&O and BI.
Rebuilding from the war, which cost BI alone two score ships, BI numbered 161 vessels in their fleet in 1920. It could this be argued that they could afford to "experiment" with new technology on a handful of them, although the endeavour was not confined to Domala and Dumana alone:
"D" for Diesel: Pioneering BI Motor Ships 1921-23
Domala (1921/8,441 grt) passenger-cargo liner, Barclay Curle/North British DieselDumana (1923/8,428 grt) passenger-cargo liner, Barclay Curle/North British DieselDumra (1922/2,304 grt) coastal passenger-cargo liner, Charles Hill/North British DieselDwarka (1922/2,328 grt) coastal passenger-cargo liner, Charles Hill/North British DieselDurenda (1922/7,241 grt) cargo liner, R. Duncan/North British DieselDalgoma (1923/5,953 grt) cargo liner, Alex. Stephen/Sulzer
 |
| Credit: Liverpool Journal of Commerce, 7 May 1925. |
British engineers and engine makers, not shipowners, created the British Motor Ship. Vickers of Barrow introduced the diesel to the Royal Navy, but it was Swan Hunter who led the way with merchantmen, building Swedish designed AB diesels under licence at the beginning of the 1920s, and more importantly, helping to establish the North British Diesel Engine Works, at Whiteinch on the Clyde adjacent to the Barclay Curle yards. That Barclay Curle were part of the Swan Hunter Group and that together they built much of the BI fleet after the war (on a cost plus 22.5% basis) made it hardly surprising that of the 11 ships powered by the first North British Diesel Engine Co. motors, only one was not for BI. Of the ships fitted with the four-stroke, twin-screw installation-- Domala, Hauraki, Durenda, Dumra, Dwarka and Dumana-- all except Hauraki (NZ Shipping Co.) were BI ships.
Thus, the decision by BI, given their size and standing in the world's merchant shipping, to install the latest North British Diesel four-stroke engines on two of its new and largest ships, was of itself a huge coup for the company and the British motor ship industry. Because of the cost-plus contract, however, BI paid an extraordinary £37.7 per brake horsepower for the main engines and auxiliaries and by comparison, a later Doxford installation with electric auxiliaries (as the BI ships had) cost £27.2 per bhp by 1928.
 |
| The main engines of Domala and another set behind, being built at the North British Diesel Engine Works, Whiteinch. Credit: Marine Engineer and Naval Architect, February 1922. |
Details of the ship's machinery were published in Motorship's November 1919 issue and "now under construction at the plant of the North British Diesel Engine Company at Whiteinch, Glasgow, from their own designs. Each engine of the three ships that the British India S.N. Company will operate has eight cylinders, 26½ in. bore by 47 in. stroke, and will develop 2,330 ihp (equivalent to 2,250 steam ihp) at 96 rpm and is of the four-cycle, single-acting, direct-reversible type. So while a good piston speed is allowed, namely 752 per minute, the engine turns at low speed, giving good propeller efficiency." It was also mentioned that they would be most "completely electrically equipped than any motorships at present in service, all the deck and engine-room auxiliary being Diesel-electric driven; even the ranges in the kitchens and galleys will be electrically heated." To generate all this electricity would be two six-cylinder North British diesels of 400 hp driving air compressors, and two 300 hp engines driving electric generators.
Magvana is now near launching stage. Will carry 135 passengers and 9,250 tons of weight/cargo. Will burn 16 tons of oil per day at 13 knots. One of the two sister ships on orders has been named Melma.
Motorship, August 1920
Magvana was launched on 24 December 1920, and in keeping with the all the interest centered not on the ship but her machinery, this was largely ignored by the press with no mention of any christening ceremony or photos of the event. It was, afterall, just another "M" class ship going down the ways and in that year, one of but nine such vessels launched that year, the classic undistinguished individual of a remarkable collective.
 |
| Incorrectly identified as "Magnavana," and soon to be renamed Domala in any event, the recently launched ship alongside the North British Diesel Engine quay at Whitinch with its impressive new crane. Credit: Motorship, March, 1921. |
 |
| Megvana (above) and Melma curiously retained the counter stern of the earlier "M2" class. Credit: Motorship, November 1921. |
 |
| One of the two main engines being shipped aboard Megvana in January 1921. Credit: Marine Engineer and Naval Architect, February 1922. |
The installation of her engines in January 1921 aroused enormous interest, also being the first ship to have machinery installed by the new 150-ton hammer-head crane (built by Sir William Arrol & Co.) and 900 ft. quay wall at North British Co.'s Whiteinch yard.
This was but one of six pioneering diesel-driven ships commissioned by BI during this period and given their distinction and the attention aroused both in the popular press and technical journals, it was decided that they be given disinctive names, all beginning with "D"... denoting Diesel of course. All of the others.... Durenda, Dumra, Dwarka, Dalgoma and Dumana (laid down as Melma)... were launched so-named and by May 1921, Megvana's name had been changed to Domala but with no formal announcement to the effect.
It is of interest to note that several of the engineers who are to sail on the Megvana and sister ships, are at present in the shops and making themselves conversant with the engines, as they are being built and tested. This is a sound and wise policy for both owner and builder, and will have as its outcome the speedy training of a capable and confident staff of engineers.
Motorship, April 1921
Full trials of port main diesels at North British Diesel Engine Company, Whiteinch, were conducted from 4-11 April 1921 during which "every satisfaction was given. At the end of the test the engine was manoeuvred several times at full - load and finally reduced in speed to 28 revolutions per minute , at which speed the cylinders all fired regularly. " (Motorship).
Domala ran preliminary trials on Clyde over 21-24 November 1921, recording 13.5 knots on four runs of the measured mile off Arran. Lest anyone doubt this was both a heyday for British India Line and Clydebank shipbuilding, consider that the Glasgow Herald of the 25th wrote: "This vessel is now at the Tail of the Bank awaiting official trials, which have been delayed till next week because of the Madura, another British India vessel, running at the end of the week. Speed trials for a third British India vessel, the Mantola, will take place in about two weeks' time."
The Domala is the first vessel built as a passenger ship and fitted with internal combustion engines, and judging from the results of the trials it is not too much to say that this mode of propulsion will be the power of the future.
Glasgow Herald, 8 December 1921
 |
| Domala on trials on the Skelmorlie measured mile, December 1921. Credit: Shipbuilding & Shipping Record, 29 December 1921. |
Two days of acceptance trials followed on 5-6 December 1921. Full speed runs recorded a maximum speed of 13.75 knots at 5,200 ihp and on her ensuing 48-hour endurance tests, Domala maintained 13.25 knots, with "highly satisfactory results, both as regards economy and reliability, the engines running throughout the test with absolute smoothness and regularity. The quietness of the engines and the coolness of the engine room are very conspicuous qualities, and the smooth running of the engines is a notable feature. The economy of the fuel is calculated to make the vessel a great commercial, the consumption of oil being very low," (Shipbuilding and Shipping Record, 15 December 1921), it being recorded she burned 16 tons per 24 hours.
Domala returned to Glasgow on 7 December 1921 and began loading and bunkering for her delivery voyage to London. Officially handed over on the 14th, she sailed that day for London and her arrival in the Capital, the largest port in world as it was then, aroused public and press interest. Domala and her sister were heralded as the harbingers of a new era in marine engineering and progress in the post-war age, not bad for just another two otherwise workaday "M"s.
The Domala, except for her machinery, is similar in design and appearance to a number of steamers built for the same owners. ‘These have always proved extremely popular vessels, both with passengers and shippers, as the voyage from London to Bombay takes only a few days longer than the mail steamer, while the price is £10 lower. Passenger accommodation is all amidships, comprising cabins for 41 second class and 85 first class passengers, although arrangements are made by which some of the two berthed first class rooms can be turned into three berthed second class, if desired, increasing the total passenger accommodation to about 140. The engine room is arranged amidships and it is a proof of the quietness and absence of vibration of modern Diesel machinery that the passenger accommodation is all above the machinery, which would not have been allowable were vibration or noise excessive.
Marine Engineering & Shipping Age, 1921
Two of the more overlooked British lines had, nonetheless, proved true pioneers in introducing two of the most consequential developments in motive power to the passenger liner: the steam turbine in 1905 (Allan Line's Victorian and Virginian) and the diesel engine in 1921-23 (British India's Domala and Dumana). Allan Line, had, of course always been at the forefront of innovation but had decided on turbines for Victorian after she had been laid down, whilst British India, hitherto conservative in its ship specification, had diesels in mind for Domala and Dumana at the onset, although they were otherwise all but identical to a much larger class of steam-driven passenger-cargo vessels. But pioneers they were and whilst they showed the promise of the diesel, neither was successful enough to herald the true Motor Ship Age that took root about a decade later.
Here, it should be noted that Domala's bona fides as the first diesel-powered passenger ship built as such, trumps another pioneer, Elder Dempster's Aba (1918/7,937 grt) which had first entered service as a cargo liner, Glenapp, of Glen Line, and rebuilt as a passenger liner by British & African SN Co. in 1920, making her maiden voyage in November 1921.
 |
| With all her innovation concealed her engine room, Domala presented an utterly conventional but pleasing profile. Here, she models her P&O-esque livery c. 1925-1935. Credit:clydeships.com |
 |
| And for comparison, Dumana with her shorter but larger funnel and lifeboats on the deck at radial davits. Credit: Stephen Card. |
Both were easily distinguished from the other "M"s by having their funnels much further after than on the steamers. The general design was very ordinary, but their lines were good and the fairly heavy rake to mast and funnel gave them a very pleasing and quite elegant appearance.
J.H. Isherwood, Sea Breezes, June 1980.
The diesel at sea elicited among some to contrive a "motor ship look" to herald the novelty and modernity of what most could not see below decks. The first seagoing motorliners of East Asiatic Co. were honest enough in simply dispensing with anything looking like a funnel in in favour of exhaust pipes resembling masts instead, but later came all manner of stumpy, squat or even square affairs that proved fashionable enough for a while that some were rather unsuccessfully recreated in steamships. Many, however, took the view that that ships, regardless of how they are powered should look like ships not a factory roof. Funnels had long assumed an almost phalic importance in the image of The Ocean Liner and in some cultures, especially in the Orient, the number as well as size, imparted importance.
 |
| Dumana (above) in classic BI livery, c. 1923-25/1935-39. Credit: clydeships.com |
Inchcape, British India and Barclay Curle came to a happy medium when it came to the asthetics of the new Diesel D's... they would look just like their handsome steam-powered fleetmates. Indeed, Domala managed to get a taller funnel than even her Mashobra and Manela predecessors while Dumana's was more like that of the M3's. The layout of the diesel plant, the engine space being but 56 ft. long, meant the single funnel was sited well aft of amidships but the graceful counter stern being less heavy looking that the cruiser design of the M3's and equally pleasing sheer of the hull and rake of the funnel and masts, mitigated the proportional imbalance. Domala and Dumana were pacesetters, but thoroughly pleasing even rakish looking ones.
 |
| The great illustrator G.H. Davis turned his pen towards the "single funnel liner" as a trend in modern shipbuilding in The Sphere of 5 September 1922 which included Domala among the colonial and dominon liners exhibiting the modern looking. Credit: The Sphere. |
As single funnel liners, Domala and Dumana also conformed to the prevailing mania for the "modernity" of oil burning ships that had only as many funnels as needed. It was a mode that arose or was rather contrived by Cunard in particular whose epic production of single-funneled "intermediates" like the Scythia-class and a seemingly endless number of similar vessels for Anchor and Donaldsons were so completely opposite of the four-funnelled greyounds before the War as to elicit a publication relations effort to now associate fewer funnels with modernism. How successful it was is illustrated by P&O's Moldavia (1922/16,436 grt), a contemporary of BI's "D"s, which was very modern with her geared turbines and single funnel, but gained a rather awkwardly sited "dummy funnel" by 1928 and BI commissioned Tairea, Takwila and Talamba in 1924... at 7,900 grt they were the smallest three funneled ocean going liners.
 |
| Profile plan of nos. 579 and 593 dated 10 May 1919. LEFT CLICK for full size scan. Credit: Lloyd's Register Foundation |
 |
| Midship section of nos. 579 and 593, dated 10 May 1919, and already notated "Motor Vessel," LEFT CLICK for full size scan. Credit: Lloyd's Register Foundation. |
The pacesetting Domala and Dumana were only so in their method and means of propulsion, a quality enhanced by their retaining the essential hull form and dimensions of the original Malda of 1913 and not the slightly longer, cruiser stern hull of their M3 contemporaries.
With principal dimensions of 450 ft. (b.p.) length, 464 ft. (overall) length and a beam of 58 ft. 3 ins., Domala had a gross tonnage of 8,441 and 5,125 (nett) and Dumana, 8,427 (gross) and 5,110 (nett).
They each had two overall decks with forecastle, bridge and poop above and the hulls divided by eight watertight bulkheads and a full cellular double bottom sealed for the carriage of oil fuel forward and fresh water aft.
 |
| Domala main engine drawings. Credit: Marine Engineer & Naval Architect. |
 |
| Domala engine room layout showing the main engines inboard and the separate auxiliary motors and generators outboard. Credit: Motorship. |
 |
| Domala side elevation of engine room and funnel. Credit: Motorship. |
 |
| Domala cross section of machinery spaces. Credit: Motorship. |
The most interesting feature of the Domala is naturally her machinery, which is entirely of British design and construction, the manufacturers, the North British Diesel Engine Works Limited, Glasgow, having entrusted the entire work of designing the machinery to their own technical staff. The builders are certainly to be congratulated on their achievement, as no other manufacturer of marine Diesel machinery has undertaken at the outset such a high-powered installation.
Marine Engineer & Naval Architect, February 1922
But without further ado... the machinery. Mr. J.L. Leslie, Superintending Engineer of British India S.N. Co. supervised the installation of diesel machinery in Domala and Domana.
In simplest terms, Domala and Dumana were twin-screw ships, each powered by two eight-cylinder single-acting four-stroke engines with air injection with cylinders 26 ⅜ in. dia. and a 47-in. stroke. Each motor produced 2,600 ihp at 96 rpm which gave them a service speed of 13.5 knots. Domala differed in that the air compressors were not driven as customary by the main motors. The compressed air for fuel injection, starting and manoevring was furnished by furnished by two auxiliary Diesel engines driving compressors arranged on the port and starboard sides of the engine room respectively. These auxiliary Diesel engines were six-cylinder four-cycle sets of 400 b.h.p. driving three separate stage vertical air compressors and each set had sufficient capacity for serving both main engines at full power, the other acting as a standbyor for use when an unusual amount of manoeuvring has to be done.
 |
| Domala's main engines in the erecting shed of North British Diesel Engine Co, Whiteinch. Credit: Marine Engineering, June 1921. |
 |
| One her two 300 shp auxiluary diesels. Credit: Motorship. |
For the technically minded, the American journal Motorship (not to be confused with its British counterpart The Motor Ship) provided a good detailed description of the ship's machinery as well as demonstating the interest they attracted intenationally:
In addition to the two main engines, the Domala has two main compressor Diesel engines. These latter are directly coupled to two three-crank three-stage compressors of the Weir-Murray Workman type, one compressor supplying sufficient injection air for its own Diesel engine plus the two main engines, the other acting as standby. The Domala is 500 h.p. more powerful than the three later Diesel-engined ships of her class or size. This extra 500 h.p. was obtained without any alteration to the main Diesel engines by making the injection compressors independent on the Domala only, so that the main Diesel engines for all four vessels are similar.
The auxiliary generating plant on board the Dumana will comprise two four-cylinder two-cycle Sulzer. type Diesel engines constructed by Stephens, each of 410 horsepower, driving generators of 260’kw. at about 300 R.P.M. These are self-contained with their own air compressors and cooling pumps. There are two electrically driven two-stage air compressors, coupled to motors of 150 horsepower, and the usual electrically. operated bilge, sani- tary, and fuel transfer pumps, in addition to those previously.mentioned. A large proportion of the pumps are grouped together. at the forward end of the engine-room close to the forward bulkhead, the two generators being wee: Aa oe starboard wing. One-maneuvering air compréssor is arranged on each side.
It has been the policy of this firm to standardize their engine sizes, and for this reason it will be found that, in some boats, the injection air-compressors are driven off the main engines, and, in others, separate units are employed. Thus on the Domala, where the maximum shaft horse-power that could be developed by the engine was required, two 400 b.h.p. six-cylinder Diesel sets are employed to drive the compressors. The main engine has thus no accessory pumps of any kind, except the very small ones necessaryfor lubricating the pistons. In the Dumana, where a slightly less speed is desired, the injection air-compressors are driven off the main engines, and auxiliary manoeuvring compressors are driven, one by a 250 b.h.p. electric motor, and the other by a 300 b.h.p. six-cylinder Diesel engine. It is worthy of notice that the auxiliary Diesel engines used for driving the air-compressors are also of the North British Diesel Engine Co.'s own design and manufacture.
Motorship, May 1921
The vessel is driven by twin-screws, each shaft being driven by an eight-cylinder totally enclosed marine type Diesel engine developing normally 2,500 i.h.p. at 96 r.p.m. The cylinders are each 26 in. diam. with a piston stroke of 47 in. These engines have been designed and constructed by the North British Diesel Engine Works at Whiteinch. The fuel injection is on the blast air system and to provide air for this purpose and also for starting up, the engine is supplied by two air compressors which instead of being driven by the main engines are each driven by a separate Diesel engine having six cylinders and developing 400 b.h.p. The auxiliaries are all electrically operated, current for all power and lighting purposes being provided by two large Diesel driven generators, which supply current at a pressure of 220 volts. These engines also have six cylinders and give 300 h.p. on the brake. The engines for driving the compressors and the electric generators have also been supplied by the North British Diesel Engine Works. addition there is a small oil-fired vertical donkey boiler of the "Blake" type, supplied by Beardmore & Co. Limited, and situated on the engine room floor between the thrust blocks which supplies steam for driving a small air compressor for charging the starting bottles if the vessel has been long in port or if for any other reason the supply of air for operating the main compressors should fail. Steam from the donkey boiler is also supplied to the various galleys. In order to tell the height of the fuel and lubricating oil in the various tanks, a system of Teledep indicators have been installed, the gauges being mounted at convenient places in the engine room.
The auxiliary machinery includes two electrically driven CO2 refrigerating sets by Haslam & Co., these being driven by motors each developing 15 b.h.p. at 220 volts, which have been supplied by Newton Bros. (Derby) Limited. The various service pumps, which have been supplied by Carruthers Limited, are also electrically driven, the motors and the control gear having been supplied by Electromotors Limited. Special attention has been paid to the design and construction of the control gear in order to render it absolutely safe and as far as possible fool proof." The starting resistance is operated by a small hand wheel so that the resistance coils can only be cut out very slowly. The deck machinery, comprising cargo winches, windlasses, &c., is also driven by electricity. The cargo winches are by Clark, Chapman & Co. and are driven by electric motors of about 50 h.p. operating through Williams-Janny variable speed gear. The motors are operated on the 220 volt circuit at a maximum current of 165 amps. The lifeboats are made of steel and operated by Welin davits, which in addition to being worked by hand can be worked from a special winch of which there are two, one being mounted on each side of the boat deck.
Shipbuilding & Shipping Record, 29 December 1921.
 |
| One of the many features on Domala in the American shipping press. Credit: Marine Engineering & Shipping Age, 1921. |
Mr. Angus Murray, of Messrs. G. and J. Weir, Ltd., who were responsible for the installation the air compressors, awaited the arrival the at Plymouth, the Murray-Workman patents having been taken over by Messrs. Weir, who specialize Diesel auxiliaries. Mr. Murray pointed out special feature of the ship, the main air compressors being driven by Diesel engines which are quite apart from the main engines. The result, he said, has been to give greater shaft horse-power and consequently higher speed. As much as two knots represented the ease of the Domala, which has the biggest compressors for the highest pressure ever made in Europe. The machines are capable compressing 1,000 cubic feet per minute at pressure of l,000 lbs.
Western Morning News, 21 March 1922
The reason cited for the arrangement in Domala was to extract the maximum horsepower from the main engines for propulsion. Yet, her 13.60 knots achieved on trials compared with Dumana's speed of... 13.56 knots. All of the extra machinery packed into the 56-ft. long engine compartment had, it proved, no material effect on horsepower produced or speed obtained. It did prove to be Domala's achilles heel from the onset and her machinery was notoriously unreliable, made worse by the fact that all of the steering, winches and auxilaries... even the galleys were electrically powered. Engine breakdowns could render the vessel suddenly without power steering and other essentials and she was notoriously unreliable in docking manoveuvers. It was not uncommon to have tugs bring her into harbour not merely assist in bringing her alongside.
 |
| Top platform. Credit: Motorship. |
 |
| Upper platform. Credit: Motorship. |
 |
| Lower platform between the main engines. Credit: Motorship. |
 |
| Lower platform showing engine control panel. Credit: Motorship. |
The claims of economy with diesel propulsion was realised with oil consumption working out to 18 tons a day or as it was usually calculated, 0.42 lbs. per bhp. The coal-fired "M"s burned 70 tons a day or 45 tons of oil by comparison. Both ships could carry sufficient fuel in their huge double bottom tanks sufficient for the 13,000-mile roundtrip which was just as well give the comparative scarcity of diesel fuel bunkering facilities en route although these came in time at Aden. "It is worthy of note as indicating the economy of operation of the Diesel driven ship that the entire engine room staff comprises 28 men, including an electrician and 15 greasers, as compared with about 66 men, including the engineers, greasers, and stokers required on a similar steamer with coal fired boilers. The use of oil fuel for steam raising purposes would, of course, lead to a reduction in the number of men required." Shipbuilding & Shipping Record, 29 December 1921.
Cited in reference to Dumana specifically was provision to mitigate mud and debris being induced into the sea water system that cooled the engines, a real factor in Indian ports and especially Calcutta which was at the mouth of the muddy Hooghly River.
As the Dumana is liable to enter rivers which are extremely muddy and there is a possibility of a considerable amount of deposit being drawn through the circulating system, ar- rangements are made whereby the piston cooling pumps draw the sea water through a special tank provided with filters. The main reason why some Diesel engine manufacturers (as, for instance, Harland & Wolff) employ fresh water cooling for the pistons is because of this danger of muddy water and not on account of the possibility of salt being deposited in the cooling spaces in the pistons as is sometimes imagined.
Marine Engineering/Log, May 1923
The British India Steam Navigation Co., after some early and rather unfortunate experiences with oil engines, has not repeated them in later programmes of construction, although new War Office transport construction, it is whispered, has for some time been considered with diesel propulsion.
A.C. Hardy, Liverpool Journal of Commerce, 25 October 1934
Domala had rather a dismal record mechanically it will be admitted and only after a comprehensive overhaul and reworking of her engines and auxiliaries at North British Diesel Engine Works, did she settle down to a reasonably reliable subsequent career. Dumana, with her more conventional machinery arrangement, was spared her sister's mechanical mishaps. Durenda, essentially a cargo only version of the two, which was completed in September 1922 and with the same machinery as Dumana, lasted in wide ranging BI service until May 1956 and sold for further trading, not scrapped until 1960. But BI's first foray into diesels was not a success in that it was not repeated until Dilwara (1936) and Dunera (1937) which were troopships and powered by the Doxford opposed piston design diesel that really established The British Motor Ship and would go on to power BI's famous "C" class of cargo-passenger ships and latest class of BI since the "M"s. Still, the company went back to steam turbines for all of its final large liners: Karanja, Kampala, Kenya, Uganda and its final troopship, Nevasa.
It should be noted, too, that BI's experience with the early marine diesel was by no means unusual and when the Depression set in, a good proportion of those ships laid up were indeed so-powered, including Domala and Dumana.
Like her "M" class sisters, the "D"s had enormous cargo capacity for their size with some 11,125 tons deadweight capacity (516,000 cu. ft. including 1,000 cu. ft. refrigerated) which was carried in six holds:
No 1. 60.6 ft. long 22.6 x 18 ft. hatchNo 2. 54 ft. long 27 ft x 18 ft. hatchNo 3. 74.6 ft. long 29.3 ft. x 18 ft. hatchNo. 4 61 ft. long 22.6 ft. x 18 ft. hatchNo. 5 49.6 ft. 22.6 ft. x 18 ft. hatchNo. 6 54 ft. 22.6 ft. x 18 ft. hatch
True enough, the much smaller "footprint" of their machinery spaces made no. 3 hold's tween decks that much larger than their steam compatriots. All the holds had heavy under-deck girders and widely spaced pillars to maximise capacity. In terms of cargo handling, the "D"s duplicated Mashobra and Manela with two 4-ton derricks for each hatchway, those for no. 1 swinging from a short single port with a wide crosstree, distinguishing them from the other "M"s. A 30-ton derrick was fitted to the foremast and a 14-ton one on the mainmast. Thirteen electrohydaulic winches were fitted.
The boatage, all made of steel, comprised two 60-person 30-ft. and two 50-person 28-ft. lifeboats and one 20 ft. dinghy, at Welin davits raised off the deck in Domala but for some most curious reason, Dumana was fitted with old-fashioned radial davits with her boats flat on the deck, robbing her of that much more deck space and not enhancing her appearance, either.
M/v DOMALA
Profile & Deck Plan
Credit: Marine Engineering & Shipping Age, February 1922.
LEFT CLICK on image for full scan.
 |
| Profile & Rigging Plan. |
 |
| Navigating Bridge. |
 |
| Boat Deck. |
 |
| Promenade Deck. |
 |
| Poop and Forecastle Decks. |
 |
| Bridge Deck. |
 |
| Upper Deck (detail showing passenger accommodation). |
 |
| Upper Deck. |
 |
| Main Deck. |
The Domala has accommodation for about 140 passengers, comprising 100 first-class and 40 second-class. The accommodation comprises single and two-berth cabins for the first-class passengers, with double and four-berth cabins for the second-class. In addition to the saloons, which have been tastefully decorated, there are a smoking room, music room, lounge, & etc., all of which have been furnished in a style which suggests great comfort without over elaboration. The passenger accommodation is well ventilated by means of electric fans, and electric radiators are provided in each cabin for use in cold weather.
Shipbuilding & Shipping Record, 29 December 1921
Despite their small size and large cargo capacity, Domala and Dumana, like their sisters "M"s, were proper passenger liners with quality appointments, quietly comfortable surroundings and pleasant decor and furnishings. The accommodation, too, was on par with other colonial mailboats and the all outside cabins a much appreciated selling feature. Although initially two classes, their First Class was without pretension and on the Indian run, especially, their lack of the rigid social hierarchy and burra sahibs of the big Bombay Mail steamers made them extremely popular, not to menton their lower fares to compensate for their leisurely pace.
The layout of these ships was as straightforward as any built. The Boat Deck was devoted entirely to officers' accommodation (save the captain's stateroom which one deck above adjoining the bridge) with deck officers, cadets and wireless officers quartered in the fore house and engineers aft together with their own mess. All of these cabins had jalousie doors opening directly onto the outside deck and large windows. Combined with the extensive outside deck space (although Dumana's was more restricted with her lifeboats on the deck rather than carried over it as on Domala), this was really exceptional accommodation for the era.
Lord Inchcape who is chairman of the British India Steam Navigation Company, holds strongly to the view that engineers and deck officers should have the best possible accommodation and moreover that they should be located on the same deck. In the Domala, therefore, both the engineers and the navigating offiers are berthed on the boats deck, the former at the after end and the later forward, a separate room being provided for each deck officer. It is to be noted that by this system, the engineers and the deck officers have a large space for recreation purposed, exclusive of the passenger deck.
Marine Engineering & Shipping Age, 1921
Promenade Deck was entirely given to public rooms and covered promenade space with the forward two-thirds First Class and the aft third, Second. The First Class music room was forward, then the entrance and main staircase and smoking room. These rooms both featured large bays with brass framed 24" x 18" windows which formed seating alcoves. Amidships the covered promenade was deep enough to permit outdoor dancing in fair weather. Aft was the Second Class smoking room and music room sharing the same deck house and entrance and stairway and its share of promenade deck.
Bridge Deck was all accommodation for First Class (forward) and Second Class (aft) which had a block of cabins interchangeable between the two, being let as four-berth as Second Class or three-berth as First. All had large windows and shaded from the sun by the covered promenade deck encircling the deck, were the most desirable cabins. "The windows of all these cabins open on to the sheltered promenade space of the bridge deck, a feature which practised voyage will appreciate." (Blue Peter).
Upper Deck had the First Class dining saloon forward and that for Second Class aft with First Class accommodation forward and Second aft on the starboard side. These were all outside cabins and designed on the "Inchcape" patterns introduced by the first of the "M"s, Malda, in 1913 whereby otherwise inside cabins had a porthole accessed via a narrow passage to the side of the ship, the idea being to induce daylight and, most importantly, ventilation.
All of the cabins are provided with a port-hole. An examination of the plans show in the case of the interior cabin this has been carried out in a very ingenious manner by leaving a passageway between the two outer cabins. In this way, a certain amount of space is lost but there is undoubtably an overwhelming advantage in its favor. The system was introduced by Lord Inchcape and a somewhat similar method is adopted on certain other British passenger liners.
Marine Engineering & Shipping Age February 1922.
 |
| Domala First Class Music Room. Credit: Historic England. |
 |
| Dumana First Class Music Room. Credit: Historic England. |
 |
| Domala First Class Smoking Room. Credit: Historic England. |
 |
| Dumana First Class Smoking Room. Credit: Historic England. |
The Music Room was, according to The Blue Peter, "curtained, carpeted and furnished in a style which combines daintiness with a high degree of comfort and convenience, whilst of the Smoking Room, it was described as "more sober in its appointments and perhaps more solid in its comfort,' and of "a character likely to be viewed by old travellers with an appreciation born of experience." Each ship had its own distinctive decor for the First Class rooms, Domana having perhaps the more pleasing of the two.
 |
| Domala First Class Promenade Deck looking forward. Credit: Historic England. |
 |
| Domala First Class Promenade Deck showing the characteristic bay windows of the music room and smoking rooms. Credit: Historic England. |
 |
| Dumana First Class Promenade Deck, photographed in July 1927 after BI ships adopted the P&O livery of brown superstructure. Credit: Historic England. |
 |
| Dumana First Class Promenade Deck looking forward, July 1927. In a few years, the class barrier would be removed when the ships became one-class. Credit: Historic England. |
Both Promenade and Bridge Decks had wide covered promenade decks and that on Promenade Deck was wide enough for dancing. Here, it should be noted that dancing, indoors, on British colonial mailships was "not the done thing" up to the Second World War and none of the indoor rooms had dance floors. Outdoor deck space was minimal with that on Boat Deck reserved for officers whose accommodation was situated and there, but given the ships' route, few sought out the sun in any event.
 |
| Domala First Class Dining Saloon. Credit: Historic England. |
 |
| Dumana First Class Dining Saloon. Credit: Historic England. |
 |
| Dumana First Class Dining Saloon, looking forward. Credit: Historic England. |
"At the forward extremity of the upper deck is the first-class dining saloon, seating, at restaurant tables, 84 passengers, and lighted on three sides by fifteen large windows. This saloon is decorated in white enamel and furnished with anchored Hepplewhite chairs in pale oak the whole effect being cool and pleasing." (The Blue Peter).
 |
| Summary of Accommodation for Domala. Credit: Motorship. |
 |
| Domala First Class single cabin. Credit: Historic England. |
 |
| Dumana First Class single cabin. Credit: Historic England. |
 |
| Dumana First Class two-berth cabin. Credit: Historic England. |
The passengers accommodation of the Domala is all situated in the midships portion of the vessel's length on the three decks, above the main deck; she has no inside rooms, the cabins being all of the kind known as the Inchcape tandem type, each provided with access to the outer air and receiving natural light by means of its porthole. Each cabin of either class is provided with continuous water supply, electric fans, electric light, wardrobes or drawers, toilet mirror and other usual fittings, and there is for each berth or bed an electric reading light.
The Blue Peter.
First Class accommodation on Bridge Deck (amidships to forward) comprised eight single-berth cabins, 12 two-berth and two three-berth cabins and on Upper Deck, five three-berth cabins portside forward and three three-berth cabins starboard. In addition, there were an additional 23 berths that were interchangeable with Second Class, aft on Bridge Deck. All cabins have running water and electric fan and electric heat. "All of the cabins are provided with a port-hole. An examination of the plans show in the case of the interior cabin this has been carried out in a very ingenious manner by leaving a passageway between the two outer cabins. In this way, a certain amount of space is lost but there is undoubtably an overwhelming advantage in its favor. The system was introduced by Lord Inchcape and a somewhat similar method is adopted on certain other British passenger liners." (Marine Engineering & Shipping Age, February 1922). Sometimes referred to as "The Bibby Cabin," the Inchcape design was introduced with Malda in 1913.
Of Dumana's accommodation, Marine Engineering of May 1923 wrote:
The passengers are berthed in cabins on the upper and bridge decks. Normally there 1st accommodation for 88 first and 41 second class passengers, but as is usual with the British India Steam Navigation Company’s vessels of this class, some of the cabins can be altered so that the number of first class passengers carried may be increased or diminished as required. They are mainly two and three berth cabins, all arranged with direct access to the side of the hull, so as afford natural lighting in each room, At the forward end of the upper deck is the dining saloon with a large number of small tables, and at the after end is the second class dining saloon. Forward of the promenade deck is a first class music room and a separate smoking room, while aft is the second class smoking room. Officers and engineers are both berthed on the boat deck, the latter being at the after end. This system of having the engineers and officers on the same deck was one of the innovations of the British India Steam Navigation Company, some years ago, and is now very popular.
"At the end of this deck is the dining saloon of the second-class, naturally lighted on three sides, seating 74 passengers, handsomely furnished in mahogany."
"On this deck also are the music and smoking rooms of the second-class, not so spacious nor so elaborately appointed as those of the first-class, but of size and appointments which will amply meet the needs of the smaller number to whose use they assigned." (Blue Peter)
Second Class accommodation comprised 24 berths aft on Bridge Deck and 17 berths on the starboard side of Upper Deck aft, all in outside cabins with running water.
The similar appointments and all-outside feature of Second Class accommodation facilitated an easy and beneficial conversion of Domala and Dumana and, later, their fellow "M" class fleetmates, into one-class ships in 1929, accommodating 111 Cabin Class passengers respectively and increased to 138 (Domala) and 140 (Dumana) in 1934. The First Class dining saloon was re-arranged to seat 70 diners per sitting and the former Second Class saloon converted into a card room and children's nursery and dining room while the Second Class music room and smoking room was combined in a large and attractive veranda lounge with light panelling, wicker furnishings etc.
Domala and Dumana were thoroughly well-found, comfortable and handsome liners, and with the other "M" class vessels hold down all of the Home Line services to India and East Africa throughout the inter-war era. Yet, all eyes were on "The Diesel Ds" upon their entry into service as harbingers of a new and promising Motor Ship Age.
 |
| Imperial Partners: Dumana and Moldavia. Credit: The Blue Peter, November-December 1922. |
Although we have had to wait a long time for the first motor passenger liner to make its appearance, it will now probably not be long before it is completed. The twin screw machinery is being installed in the motor passenger liner Domala, for the British India Steam Navigation Company, and shipowners and shipbuilders are watching this ship with the very greatest interest, as it is realized that a great deal depends upon its satisfactory operation.
Marine Engineering, June 1921
A British India liner loading in the Royal Albert Docks, something so much a part of the London docks scene as to be an everyday occurance, had never quite so aroused as much interest and public and press attention, as that attending the brand new Domala in June 1921. More than a capacity passenger list and cargo manifest was literally riding on her as she began her career with her maiden voyage to Bombay that summer.
Great interest centres round the British India liner Domala, which has just arrived in the Royal Albert Dock to load for her maiden voyage, as the first motor passenger liner to be intended as such from the first.
She appears to be an ordinary comfortable 8,000-ton passenger steamer, for the exhausts from her engines are led up through a big funnel.
It is only the unusual absence of smoke which distinguishes her from her steam sisters.
Two of these, the Modasa and the Mantola, are lying near her preparing for a very thorough series of sea tests to prove the relative merits of turbines and motors for passenger work.
Nottingham Journal, 23 December 1921
Domala was opened to inspection by invitation on 22 December 1921 whilst lying in Royal Albert Dock, London.
MOTOR PASSENGER LINER. To-morrow motor ship Domala sails from London her maiden voyage, an event of considerable importance to the shipping community. She is the first, motor passenger liner to sail from London, is the second vessel of her class completed, and the first oil engined craft which was specially designed for passenger carrying, the previous vessel, the Aba, having been converted from a cargo boat. She is, moreover, first motor ship to built for the British India Steam Navigation Company, and what is perhaps more important, she is similar in all respects except machinery to numerous other vessels now in service for the same owner. Some of these are provided with reciprocating engines, others with geared turbines, and while some the steamers have oil-fired boilers, others are designed to bum coal. The vessels will be operated on similar routes, so that the conditions will be almost identical in every respect. Although there is little difference the weight of the machinery the motor ship and the steamer, the oil engined vessel starts with the initial advantage of a larger deadweight capacity. The comparative results will he the mora valuable as some of the steamers have only recently been completed and are fitted with the most modern and efficient machinery, having low a fuel consumption any vessels of their size now in service. The results achieved by the Domala may possibly have important bearing on motor ships of the future, and her performances will therefore be watched with interest.
Western Daily Press, 29 December 1921
Racing East
The British India motorship Domala and her turbine-driven sister Modasa each left the Thames by yesterday's tide, the former bound for Bombay and Karachi, and the latter for East Africa. Not only is there the factor of sister hulls being given different types of machinery, but there is the even more important point that the motorship was built by Barclay Curle on the Clyde, while the steamer hails from Swan Hunter's Tyneside yard. It may be that instructions will be given for the careful nursing of the Domala's diesels, but she did so well on trial and the motors proved themselves so reliable on fairly stiff tests through which she passed, that this is not by any means certain. For against the advantages of nursing new engines is the very great advantage of pride of ship, a feeling which the P. and O. and associated companies know how to encourage as well as anybody.
Liverpool Journal of Commerce, 31 December 1921
Marking a milestone in the development of the diesel-powered liner and beginning what would truly be the Motorship Era of the 'twenties, M.v. Domala (Capt. W.E. Whittingham, Chief Engineer P. Robertson) sailed from London's Royal Albert Docks on 30 December 1921.
 |
| Commander W.E. Whittingham and his officers for Domala's maiden voyage and the first for a new diesel-powered liner. Credit: eBay auction photo. |
If British India's variously powered "M" class might provide the engineer minded a fair comparison as to their respective merits, having the diesel-driven Domala and the turbine-propelled and coal burning Modasa leave London on the same tide on 30 December 1921 gave some in the press the more exciting prospect of a veritable "race" between the two and which would reach Aden first before they diverged on their respect courses to India and East Africa respectfully. The Hampshire Advertiser (as good as any paper in the land when it came to ocean liners) of 7 January 1922 reminded its readers that "at Port Said the Modasa will be held up for one day while her coal bunkers are being replenished, which will allow the Domala a useful start. On the other hand, the motor-ship cannot exert her engines too much owning to their newness." 'We are watching the progress of the two ships with the utmost interest,” said official of the company. are quite satisfied, as result of the trials, that the Diesel engines ran very well, and give every promise being as reliable as turbine engines.At the end of the present, voyage we shall, however, better able judge how far our experiment has been justified.'
"The vessel left the Thames on December 30, and before they reached Gibraltar the Domala had already gained a day's time, which she did not lose for the rest of the run." (Glasgow Herald, 19 January 1922). Disappointing those wanting a close-run race but proponents of the motor ship, Domala arrived at Port Said on the 11th and passed out of Suez on the 13th and Modasa reached Port Said on the 12th and Port Sudan on the 16th. Domala arrived at Bombay on the 27th "practically at the scheduled hour," in 22 days. Moreover, her fuel consumption at 13.5 knots worked out to under 17 tons a day "or one-fourth only in weight of the coal equivalent."
The twin-screw motor passenger vessel Domala, owned by the British India Steam Navigation Company, has made a most successful voyage to Bombay, and is now on her way homeward. Her passengers speak in most enthusiastic terms of the vessel, and her performance, both as regards speed and economy of fue, has been extremely gratifying to both owners and builders.
Glasgow Herald, 17 February 1922
Homebound, Domala arrived at Karachi on 16 February 1922. Departed on the 17th and Bombay on the 19th. Leaving Bombay on the 23rd, transiting the Suez Canal on 6 March and on the 20th she came into Plymouth at 7:30 a.m. to land 96 passengers, before proceeding on her usual cargo working ports of Antwerp (5,749 tons landed there), Hamburg (3,444 tons) and Middlesbrough (1,600 tons). She reported fine weather throughout the voyage save for fog in the Channel. The excellent shipping page of the Western Morning News provided an extensive write-up of the voyage:
The Domala, the British India liner, which came into Plymouth Sound yesterday for the first time, is on her maiden voyage. This in itself is matter of interest, but the Domala, although she not one of the great show ships of the world, has great deal demand the attention of the public, she is the first vessel designed as a motor passenger liner.
Driven by oil, the ship has many advantages of which the passengers who disembarked at Plymouth yesterday talked freely. There are no vexatious delays at ports coaling ship and, of course there a conspicuous absence the dirt and confusion always attendant on coaling operations. At a speed of 13½ knots, the Domala's daily consumption oil is under 19 tons —one fourth only in weight of the coal equivalent—and consequently in her cellular double-bottom the Domala can carry enough fuel oil for a round trip from London India and back.
The passengers at Plymouth were enthusiastic their praise of the Domala, and they insisted that the officers had made every effort to make her 'a popular ship.' The spontaneous tributes entered in a passenger book by those who travelled out or home in the Domala constitute lasting testimony the comfort and happiness which prevailed in the vessel, which promises to become great favourite in the Eastern trade. Already a good part of the Domala's passenger accommodation for her second trip Bombay May has been booked.
There is, of course, addition to the special character of the ship, an added attraction of the lower scale of saloon passenger money ruling steamers of the British India Company's Bombay line.
UTILITY OF THE ENGINES. Captain W. E. Whittingham, who has command of the Domala, told our representative that the trip out and home had been most successful. The internal combustion engines," said, ran smoothly as if they had been sewing machine." Captain Whittingham is convinced of the utility and efficiency of the type engines. mentioned as an instance of their adaptability that the space of seven seconds is sufficient to stop them working full speed astern from full speed ahead. At 13½ knots she will stop dead in four minutes, so responsive is tbe ship to her motors. The chief engineer, Mr. P. Robertson, who has had charge the wonderful twin engines of the Domala, stated that the machinery, which was constructed at the North British Diesel Engine Works, has proved highly economical. are bound," he remarked, ' save a couple thousand pounds more on tho fuel consumption each trip.'
SHIP'S SPECIAL FEATURE. Mr. Angus Murray, of Messrs. G. and J. Weir, Ltd., who were responsible for the installation the air compressors, awaited the arrival the at Plymouth, the Murray-Workman patents having been taken over by Messrs. Weir, who specialize in Diesel auxiliaries. Mr. Murray pointed out special feature of the ship, the main air compressors being driven by Diesel engines which are quite apart from the main engines. The result," said, 'has been to give greater shaft horse-power and consequently higher speed, as much as two knots represented the case of the Domala, which has the biggest compressors for the highest pressure ever made in Europe. The machines are capable compressing 1,000 cubic feet per minute at pressure of l,000 lbs.
COMFORTABLE ACCOMMODATION. The Domala on her present trip has 10,813 tons cargo, but actually she has accommodation for 11,125 tons, in addition to 158 passengers, who are provided for the midship portion of the vessel on the three decks above the main deck. Cabins are so arranged that there are no inside rooms, each cabin having access to the outer air and receiving natural light means its own porthole. Each room either class has continuous water supply. public rooms are cosy and comfortable. There single-berth cabins and two-berth cabins, as well as " family " cabins, the Domala caters for first and second class passengers
Western Morning News, 21 March 1922
Upon her return home, newspapers reported that a cost savings of £2,000 had been realised on fuel during the round voyage over a comparable trip burning coal. It had been, by all accounts, a successful maiden voyage and a well-publicised one, certainly for a British India liner.
In March 1922 the keel of Domala's sister was laid at Barclay Curle as no. 593. Originally to have been named Melma, she would soon, instead, be known and launched as Dumana.
All this renaming of ships, which had been far more unusual prior to the War, had once been both uncommon and considered unlucky by notoriously superstitious sailors. Whereas Dumana had been renamed prior to launching, which exempted her to the "jinx" as her subsequent career proved but Domala, alas, had indeed tempted fates, and proved rather a "hoodoo ship" in the BI fleet and at the onset of her career, indeed before her first voyage was over.
Coming into Antwerp docks from Plymouth on 23 March 1922, Domala had a serious collision with the outbound Finnish steamer Pallas (1921/1,466 grt). Domala, reported to be "badly damaged aft," Pallas' icebreaker bow penetrating as far as her keel aft, made it into port as did Pallas.
 |
| Domala at Antwerp, 23 March 1922 following her collision showing the damaged to her stern. Credit: Louis Claes photograph, Nationaal Scheepvaart Museum |
Scheduled to sail from Middlesbrough on 21 April 1922 and from London on 5 May on her second voyage, Domala was not going anywhere and, instead, underwent extensive and prolonged repairs in Antwerp which fortunately had excellent drydock facilities and, indeed, was used for overhauls by British India already.
It was not until 16 September 1922 that Domala resumed service upon arrival at Middlesbrough to load for the outward voyage. Coming into London on the 23rd, she sailed from London on the 29nd, on BI's other Home Line to India, that to Calcutta, via Colombo and Madras. Transiting the Suez Canal 9-10 October and calling at Aden (16) and Colombo (24), Domala called at Madras 26-29th, sailing on the 29th for Calcutta where arrived on the 31st. Of all BI's regular ports, Calcutta, its port situated at the mouth of the muddy Hooghly River, was the greatest test of Domala's diesel machinery, specifically her injection system for her water-cooled diesels which had been specially modified for such conditions. As it was, she was there until 23 November when, fully laden, she sailed for home, calling at Madras (26-27), Aden 6 December, Suez (11), Marseilles (18-19) and arrived London on the 27th. From there, she sailded for Antwerp and Hamburg to complete her cargo unloading.
 |
| Credit: The Scotsman, 22 November 1922. |
Being "the second sister," Dumana's launch at Barclay Curle's Clydeholm yards, Whiteinch, was attended with the scant publicity afforded most British India ships. She was sent down the ways on 21 November 1922 and if afforded a christening, by whom was not recorded. It was still a milestone in BI history being the last of the "M" class ships to be launched, and the last new Indian Home Line passenger vessel to be completed.
1923
After her one voyage to Calcutta, Domala would be back on the Bombay/Karachi run, sailing from London 2 February 1923 and arriving at Karachi on 4 March and Bombay on the 13th.
Dumana ran trials 16 March 1923 on the Skelmorlie measured mile and had aboard for the occasion, Mr. Islay Kerr, Capt. Hodgkinson, Mr. Leslie, and Mr. Brown and representing the builders, Mr. Noel E Peck, Mr. Archibald Gilchrist and engineers, Mr. C. Randolph Smith. "Probably the most notable vessel completed on the Clyde this year... The ship is designed for a sea speed of 13 knots, but on trials this speed was exceeded by about one knot." (Shipbuilding and Shipping Record, 22 March 1923).Actually, her speed on her extended trials was 13.56 knots. She arrived at London on the 31st.
Dumana was the 20th passenger vessel commissioned for BI in ten years, rising the combined fleet to 156 vessels totalling 867,927 gross tons.
NEW MOTOR LINER. The British India Company's new motor passenger vessel Dumana left London to-day on her maiden voyage to Bombay. Of 8,600 tons gross, she is a sister of the same company's motor ship Domala. The Dumana has accommodation for 158 saloon passengers, and has been especially equipped and furnished for the Indian passenger services. in which she will chiefly be employed. Her public rooms are large, pleasingly and comfortably furnished.
Pall Mall Gazette, 11 April 1923
The new motor-driven liner Dumana which has just left the Thames on her maiden voyage to India, attracted a good deal of attention.
Sheffield Daily Telegraph, 12 April 1923
Commanded by Capt. H. Stockwell, Dumana sailed from London on 11 April 1923 for Malta, Port Said, Suez, Bombay and Karachi. Malta was reached on the 20th, Port Said on the 24th and transiting the canal, left Suez on the 25th, touched at Aden on the 30th and arrived at Bombay on 6 May and finally Karachi on the 17th. Homewards, Dumana sailed from Karachi on the 23rd, Bombay on the 25th, called at Aden on 1 June, transited the Suez Canal 6-7th and after pausing at Malta on the 11th, coursed towards Plymouth where she was expected on the 19th but did not arrived until the following morning owing to stormy weather in the Western Mediterranean and again off the coast of Portugal. She landed 129 passengers and 126 bags of mail. Dumana was off by 9:00 a.m. for Hamburg and Middlesborough with her 8,112 tons of cottonseed and 2,500 tons of ore.
Meanwhile, all was apparently (if never publically reported) not at all well with Domala. She arrived at London from Bombay and the usual ports on 9 April 1922 and left for Hull on the 11th to commence her round of cargo unloading ports but never made her scheduled sailing from Middlesbrough on 21 April 1922 and from London on 5 May on what would have been her third voyage. Instead, on 8 May she was reported to have arrived at Falmouth. There, the dry dock and shipyard of Silley, Cox & Co., had long been used by P&O/BI for overhauls and periodic lay-ups and it is presumed that Domala was there for repairs, it not being likely an almost brand new vessel with but three voyages to her credit would be otherwise idled. Regardless, she disappeared from the sailing lists for much of the remainder of the year.
Dumana's second voyage would trial her on the Madras and Calcutta run. Departing London on 15 September 1923, she cleared Suez on the 28th, Aden on 4 October and Colombo (12), making her maiden calls at Madras on the 16-18th and Calcutta on the 20th. She sailed for home on 5 November via Madras (7), Colombo (12), Aden (20), Suez (25), Port Said (26) and Marseilles (2 December. After "a strong head gale was experienced as Ushant was approached," (Western Morning News), Dumana arrived at Plymouth at noon on the 9th, landing 42 passengers. A heavy cargo was discharged at London on the 10th (2,953 tons), Hamburg (1,499 tons), Antwerp (1,848 tons) and 2,250 at Middlesbrough.
Finally back in service (on the Bombay/Karachi run), Domala arrived at Middlesbrough on 21 October 1923, Antwerp on 5 November and London (Royal Albert Dock) on the 13th. Ten days later, she departed for Bombay (17 December) and Karachi where she arrived on the 28th. Homewards, Domala returned to Bombay on 5 January 1924 for loading and sailed on the 11th and after calling at Aden on the 17th, arrived at Suez on the 22nd. There, "delayed by damage to dynamo," she did not begin her transit of the Canal until the 23rd, and reached Port Said on the 24th, not departing there until the 26th. Calling at Malta on the 31st, she finally arrived at Plymouth on 9 February (being expected on the 8th) in company with Madura, in from Calcutta. There, Domala experienced "engine trouble" and detained there for repairs before proceeding to Antwerp.
By then, Domala had already acquired a "reputation" in the fleet, even among the most junior of officers as later recounted by then 4th Officer A.E. Baber:
I, did, however pass [Board of Trade Examination for cadet to become an officer in 1923] and was assigned to a ship, the M.V. Domala, as fourth officer.
I have made previous mention of the infancy of the diesel engine and that my company, the British India Company, were pioneers in converting their ships to this form of propulsion. The Domala was one of these 'modernised' vessels and there were many occasions when wondered if we would ever reach our destination before our engines gave up. In fact, one or other of the main engines had to be stopped nearly every day in order that repairs could be carried out.
Not only were the engines diesel but we also had diesel generators that powered our auxiliary machinery. On the occasions when these failed we had to change over, very quickly, to hand steering.
We became very practised at dining by candlelight due to the electricity failures but other duties became onerous when we were suddenly left with no controls over the ship's movement.
On particular Sunday when the captain was holding church service I was left on watch on the bridge. Before I had experienced any great pleasure in the realization that I was in command the steering gear broke down and we executed a complete circle around another ship. We finally connected the emergency steering but it was a shame-faced fourth officer that had to bear the captain's wrath and no amount of explaining would pacify him.
Our ship was so unreliable that on approaching some port we were not allowed to use our main engines for manoevering but had to employ additional tugs to tow us into dock.
These frequent mishaps did have their lighter side for once, when we had passed through the Suez Canal, our engines again left us down and we were nearly a week repairing them. The passengers amused themselves by bathing and playing hockey on the sands at Port Said. They were also able to go ashore for sightseeing excursions and small motor-boats could be hired for this purpose from the gangway.
One of the passengers, a rather formidable lady, decided she would take advantage of this unscheduled stop and hired one of the motor-boats to go ashore. The lady, accompanied by her daughter, was gallantly helped into the launch and both settled back to enjoy the view.
The configuration of our ship was such that it had an overhanging counter stern and the coxswain of the launch, believing it the shortest route, decided to pass closely under this. All should have been well but at this very moment that the crews latrine, which was house in the over-hanging stern, was discharged, covering the two abject ladies from head to toe.
The launch immediately turned around and made back for the gangway with its now odoriferous occupants. As the two dedraggled figures slowly climbed the gangway they were met by the officer of the watch whose training, while being extremely comprehensive, did not cover all eventualities. As the ladies approached him he suddenly became aware of their plight and of the smell that accommpanied them so much that he blenched and took a step backwards. The stench was indescribable and the language even worse and most unbecoming for persons of their background. Fortunately they were wearing wide brim sun hats and so were spared a certain amount but as they slowly walked along the deck to their cabin a passage-way was quickly made by crew and passengers alike.
Voyages and Fragments, A.E. Baber, 1985
 |
| Domala when new. Credit: Stephen Card. |
1924
Proving altogether more reliable than her sister, Dumana continued to alternate on the two Home Lines to/from India and on 15 April 1924 she came into Plymouth from Karachi (11 March) and Bombay (21) and the usual way ports, with "fine weather was experienced throughout the voyage," landing 136 passengers with a heavy sprinkling of military personnel and their families returning on leave including a Lt. Col., two Majors, one Col., two Captains and a Wing Commander. Dumana then proceeded to her cargo discharging ports of Hull (3,339 tons), Hamburg (4,250 tons) and Middlesbrough (1,676 tons).
Alas, there seemed no end to Domala's mechanical woes. Homewards, from Karachi (4 May 1924), Bombay (7), Aden (16), Port Said (22), Malta (26), "she arrived with defective machinery" at Gibraltar on the 30th but was off again the same day. She had 133 passengers to land at Plymouth on arrival on 4 June and 9,600 tons of cargo for London, sailing at 1:00 a.m. and arriving on the 6th. Now rather a fifth wheel, Domala left Middlesbrough for Falmouth on 4 July where she arrived on the 6th and laid up there.
Among those landing from Dumana (from London 20 June 1924 for Bombay and Karachi) at Malta on the 29th was General Sir Walter Congreve, VC, the new Governor of the colony. On the return, Dumana landed 74 passengers at Plymouth the evening of 3 September from Karachi (2 August), Bombay (8), Aden (16), Suez (22), and Malta (26) and sailed the following morning with 5,168 tons of cargo for London, 3,094 tons for Le Havre and 2,571 tons for Middlesbrough.
The now already rather unloved Domala was pulled out of lay-up at Falmouth and arrived at Glasgow on 8 September 1924 for an extensive overhaul at her builders's Elderslie yards and a complete rebuilding of her troublesome machinery at nearby North British Diesel Engine Works.
The stalwart Dumana was off to Madras (25 November) and Calcutta (29) on her next voyage, beginning from London 25 October 1924. Whilst at Calcutta, the Civil & Military Gazette (Lahore) reported: "On November 30, while the Customs were searching the ss. Dumana they arrested a Mahomedan named Mahomed. It is stated that he was actually going down the gangway with a revolver of Continental make in his possession. Ali Mahomed lives in Kidderpore and had nothing to do with the vessel. He said that he had gone on board to see the ship and found the revolver under a winch." Dumana left Calcutta for home on 17 December, calling at Madras on the 20th and Christmas Eve found her at Colombo and she sailed Christmas Day. New Years Day was observed in the Red Sea, one day before Aden. On this voyage, she put into Marseilles on 14 January 1925 for passengers taking the overland route home by train and channel steamer, a popular enough shortcut that by the time she put into Plymouth on the 22nd, she had but 20 passengers aboard plus 5,677 tons of cargo. "Fine weather prevailed throughout the voyage," the Western News reported on her arrival.
With the introduction of Tairea, Takliwa and Talamba (7,934 grt), BI's first (and only) three-funnelled liners for the Apcar Calcutta-Japan, British India adopted P&O's livery except for funnel colours. The black hull paint was carried one deck higher, the white line raised to the bulwarks and the superstructure painted ochre with the inside bulkheads of the promenade deck painted the same colour but the other facing bulkheads remaining white. The open railings of the superstructure often sported bleached white canvas dodgers. In the words of J.H. Isherwood, writing of Domala in the June 1980 issue of Sea Breezes, the revised livery "was certainly no improvement."
 |
| Domala models BI's revised livery, mirroring that of P&O's, as adopted in mid 1924 with the black hull and white line carried one deck higher and the superstructure painted "stone." Here, the canvas dodgers on the promenade deck railings have been installed on the inside, imparting a curious appearance. Credit: eBay auction photo. |
1925
The New Year 1925 would also see, BI and certainly her engineers earnestly hoped, a new start mechanically for Domala. On 5 January she sailed down the Clyde from Elderslie for post-refit engine trials. The inbound Margha from Karachi and Bombay landed a new Indian crew for Domala at Plymouth that day who travelled up to the Clyde by train. Although no results of the trials were released, they were encouraging enough to see Domala dispatched to Antwerp where she arrived on the 10th to load for Bombay and Karachi. By the 21st she was alongside Royal Albert Dock. She sailed on 30th and called at Malta 8 February, transited the canal on the 12-13th and arrived at Bombay on the 23th.
Domala left Karachi on 14 March 1925 for England, calling en route at Bombay 19th, Aden 26th, Suez 30th and Port Said 31st, she arrived at Plymouth on 12 April with 160 passengers and 9,824 tons of cargo including 15,200 bags of wheat and 26,700 bags of cottonseed. She landed 99 passengers there, not including the most valuable aboard:
WELL-CARED-FOR POLO PONIES PLYMOUTH. The Maharajah Jodhpur has now 72 ponies in England, the last consignment, 15, arriving Plymouth yesterday morning in the Domala of the British India Line. Each animal is attended by its own native groom, whilst veterinary surgeon has travelled with each shipment, the Maharajah being determined that everything possible should done for the comfort and welfare of his ponies, which are worth, from to 7,000 rupees each. Only on one day have the ponies been off their food owing to the weather between and Plymouth, and yesterday they were all declared to be in the pink of condition. Massage took the place of exercise during the voyage.
Takar Risnor Singh, one of the players in the Maharajah of Jodhpurs polo team, arrived Plymouth yesterday the Domala.
Western Morning News, 13 April 1925.
Domala arrived at London on 13 April 1925 before proceeding to Hamburg (18th) and Middlesbrough on the 21st, having completed the round voyage without any mechanical issues or reported delays.
On what would prove to be her final voyage on the Bombay/Karachi run for awhile, Dumana arrived at Plymouth on 10 May 1925 from Karachi (5 April), Bombay (16), Aden (23), Suez (27) and Port Said (28) with 137 passengers (117 landing there) and 8,282 tons of cargo.
On 20 June 1925, Dumana entered the Madras/Calcutta Home Line Service with her departure from London, arriving at Colombo (18 July) and Calcutta (22).
Domala, Bombay-bound for the last time for some time, cleared London on 29 May 1925, calling at Malta (7 June), Suez (12), Aden (17-18) and arriving at Bombay on the 24th. Homeward, she sailed from Karachi (7 July), Bombay (17), Aden (26), Suez (1 August), Port Said (2), Malta (5) and reached Plymouth on the 14th. There, she landed 60 passengers of the 96 aboard and 45 bags of mail, but remaining aboard for London were 8,957 tons of cargo and three tiger cubs destined for the London Zoo:
Chicken and milk constituted the diet of three tiger cubs that arrived at Plymouth yesterday from India. They were housed in a large box on the upper deck the British India liner Domala, and are on their way the Zoological Gardens, London. When the mother was shot in the jungle the cubs were discovered in the vicinity, and have been cared for ever since, milk being poured down their throats until they were old enough to lap. Now they are nearly four months old, and are apparently in perfect condition. They are nominally quite tame, but are able to scratch and bite in their playful way. was remarkably interesting to watch them on the voyage," said one of the passengers yesterday, especially when they w;ere being fed, as it took the butcher all his time to keep their paws out the pannikin which their food was presented to them one at time. They knew their feeding hour, and on being liberated from their cage immediately leapt on a box and then impatiently awaited the meal. One at a time it was served, the others looking on from inside their barred home, or wandering about the deck if they had been lucky enough to be first." Two young lions also going to the Zoo did not appeal to the passengers nearly as much as the youthful tigers. They were nothing like playful and did not enjoy the voyage nearly as well. Two lions died from stomach trouble during the trip, but the other couple appeared be in good health yesterday.
Western Morning News, 15 August 1925.
On passage home from Calcutta in the Mediterranean, Dumana passed the abandoned steamer, Koweit (1899/5,265 grt) on 8 September 1925, and her position was later given to the Dutch tug Humber which searching for it after the tow line had parted, en route from Alexandria to Genoa.
The Hon. Mrs. McClintock, wife of Rear-Admiral J. W. L. Nlcelintock, Commanding Third Cruiser Squadron, and his Excellency the Governor and Lady Congreve were among the passengers landing at Malta on 1 November 1925 from Dumana, which sailed from London on 24 October.
Those wishing to be home for Christmas aboard Domala from Calcutta on 19 November 1925, availed themselves of the call at Marseilles on 20 December 1925, with the ship not reaching Plymouth until the 27th with 16 remaining passengers and 6,587 tons of cargo. "Cyclonic weather was experienced between Madras [25 November] and Colombo [29th], whilst there were high seas between Gibraltar and Ushant." (Western Morning News). She arrived at London on the 28th.
 |
| Domala at Antwerp. Credit: Louis Claes photograph, Nationaal Scheepvaart Museum |
1926
One of the principal homeward cargoes from Calcutta was jute which was traditionally landed at Dundee, the main British port for the trade. When Domala arrived there on 4 January 1926, she and Brocklebank's Magdapur (5,694 grt) had to anchor in the rivers, with P&O's Nyanza, J. Mitchell & Son's Colinton, at King George Wharf and Eastern Wharf occupied by Sureway, Brocklebank's Mangalore and Kenbane Head of Uister Steamship Co. As for Domala, she did not berth until the 9th. Having waited to get in, Domala had a hard time getting out and on departure on the 17th, the sea outside the harbour was so rough that the pilot could not safely disembark and had to remain aboard all the way to Antwerp.
There seemed to end to Domala's "in between voyages" adventures and on arriving at Middlesbrough on 24 January 1926 in a southerly gale, she fouled her anchor and damaged the Norwegian steamer Veni and the Commissioners' dredger and bouys. The same bad weather met Dumana on arrival on the 29th at Dundee from Calcutta, bringing in another cargo of Jute.
After quite a spell on the Calcutta run, Domala's first outbound voyage of 1926, from London on 6 February had Bombay and Karachi as its destination instead, as did Dumana on her 13 March departure. Domala's homeward voyage, beginning from Karachi on 18 March and Bombay on the 25th, had fine weather all the way to Finisterre then a westerly gale in the Bay of Biscay had her hove-to for nearly five hours. She had 139 passengers to land at Plymouth on 21 April and 9,559 tons of cargo for her ensuing ports.
When Domala left Middlesbrough on 10 July 1926 and London on the 17th, she was back on the Madras/Calcutta run, arriving Madras on 19 August and Calcutta on the 22nd. Dumana, too, after her refit, resumed the Calcutta service upon her 11 September sailing. Homewards, bad weather at Madras on 16 November delayed her sailing for England until the following afternoon.
 |
| Dumana in her "P&O" livery. Credit: author's collection. |
1927
Dumana's first voyage of 1927, from London on 22 January, was to Bombay (16 February) and Karachi (24) as was Domala's, from London 26 March. Dumana reported "favourable weather prevailed the voyage" when she arrived at Plymouth on 4 April from Karachi (2 March), Bombay (10) and the usual way ports, and landed all her 125 passengers and 19 bags of mail there before sailing at 10:00 am for her usual cargo ports. One of these, Le Havre, on 6 April, was a maiden call for her, and she arrived at London on the 9th. Le Havre, too, figured in Domala's homeward cargo ports with her first call there on 9 June.
Domala, which left Karachi on 18 August 1927 and Bombay on the 25th, arrived at Plymouth on 18 September and London on the 20th. She called at Antwerp on the 24th, Dunkirk on the 25th and then Hull on 3 October. Now completely unloaded and in ballast, Domala sailed on the 5th for Middlesbrough. The following day she collided with the British steamer Sagama River (British Empire Steam Nav. Co., managed by Houlder Bros.) at 8:10 a.m. in the River Humber in fog. Domala was drydocked at Smith's Dock Co., The Tees, for repairs.
Sailing from London on 1 October 1927, Dumana arrived at Bombay on the 25th and left on 4 November for Karachi where she would figure in the Viceroy's autumn tour. Lord and Lady Irwin (Lord Irwin who later became Viscount Halifax and served as Foreign Secretary under Prime Minister Chamberlain) arrived in Karachi on 11 November and attended the Armistice Day parade at 11:00 a.m. On the 13th, the Vice Regal party, after Sunday Service, inspected Karachi Harbour and embarked at noon aboard Dumana for an overnight voyage to Cutch, "Their Excellencies left amid the booming of saluting guns from the Manora battery." Dumana arrived 6:00 a.m. the following morning and The Excellencies landed by launch at the Bunder.
Dumana then proceeded to Bombay where she arrived on 15 November 1927 and sailed for home on the 19th. Transiting the Suez Canal on 1 December and due to reach Plymouth on the morning of the 13th but a heavy westerly gale odd Malta caused her to come in at 4:00 p.m. instead. She reported a heavy swell in the Bay of Biscay but little wind and smooth seas, all in contrast to what the four other liners-- American Trader, Annie Johnson, Antonia and Pennland-- arriving that day experienced on their North Atlantic crossings, all reporting days of terrific seas. Pennland was two days late and her captain reported he had never experience such seas before. Although Dumana landed all of her passengers at Plymouth, she still aboard a complete crew for another BI ship who disembark at King George Dock, London on the 14th.
Fully repaired after her collision, Domala sailed from London on 28 November 1927 for Karachi and Bombay. Homewards, she left Bombay on 12 January 1928 and experienced rough weather through the Mediterranean and again after passing Gibraltar before arriving at Plymouth on 5 February. Her run of bad luck in home waters continued and coming into London's King George V Dock on the 7th, she collided with the pierhead, damaging it and only sustaining minor injury to herself.
 |
| Domala at Antwerp. Credit: Louis Claes photograph, Nationaal Scheepvaart Museum |
1928
Having departed London on 18 March 1928 for Bombay and Karachi, Domala was one of the ships that went to the aid of the Swedish steamer Citos, bound from New Orleans to Alexandria, which went aground off Tarifa, Spain, in a heavy southwesterly gale on the 22nd. Her crew abandoned ship in lifeboats and the salvage steamer Rescue and the destroyer HMS Walker searched for survivors. Domala picked up one lifeboat with 12 men, but another with 11 was missing. It was later learned it had overturned in the surf off Tarifa and nine survivors managed to swim to shore, but the captain and second officer drowned.
The Malta call maintained by the BI Home Line remained very important when the island colony was the main Mediterranean naval base for the Royal Navy and when the homebound Dumana called there on 9 April 1928 Lieut.-Col. Charles Cameron, Maj. E. H. Ozanne, Capt. C. T. Wbinney, and Lieut.- Com. R. A. Starim, R.N., were among those landing there. Military personnel populated both ships' passenger lists and when Domala arrived at Plymouth on 27 May, Mai.-Gen. H. J. K. Bamfield, , Lt.- Cpl. H. G. Stiles-Webb, Col. W. B. Dunlop, Col. W. St. Clair Muscroft, Col. A. Cunningham, Capt. J. T. W. Dunsby, and Capt. C. M. Morgan, R.N.R., were among the 109 landing there from Bombay (3 May) before she proceeded to London, Le Havre, Antwerp and Hull with her 9,800 tons of cargo. She arrived at Falmouth on 20 June for overhaul.
 |
| Aerial view of Falmouth in 1928 and what appears to be Domala alongside another BI ship at Silley Cox shipyard. Credit: www.geocities.ws/cedric_paterson/aerial_photos.htm |
Whilst laying on Falmouth Docks, Domala hosted a luncheon aboard on 18 August 1928 for prominent citizens who were inspecting the recently completed no. 4 dry dock whith was 611 ft. long and 85 ft. wide.
British India in Bombay announced on 16 August 1928 that Domala and Dumana would be converted "at the end of the year" to single-class Cabin Class vessels. "Accommodation consisting of single, two and three-berth cabins, for which three grades of passage money would be changed, according to the position in the vessel. An attractive feature of the reconstruction of the passenger accommodation of these vessels will be the addition of a café and cardo-room, a children's nursery and a mess room. " The revised fares, from Bombay to Plymouth, would be:
Cat A £64 one-way £112 returnCat B £60 one-way £105 returnCat C £56 one-way £98 return
This would come into effect, for homeward sailings with Dumana from Bombay on 21 March 1929 and Domala on 11 April.
The First Class dining saloon was retained and seating rearranged to accommodate 166 diners. The former Second Class music room and smoking room was completely rebuilt and combined in the café lounge with a bar. The former Second Class dining saloon was rebuilt into two rooms, a nursery and a "mess room," presumably a children's dining room.
 |
| Domala at Antwerp. Credit: Louis Claes photograph, Nationaal Scheepvaart Museum |
1929
Beginning in 1929, BI's Bombay/Karachi Home Line was held down by Domala and Dumana on a three-weekly frequency whilst that to Calcutta/Madras was maintained fortnightly by multiple "Ms" including Morvada, Manora, Mulbera, Mashroba, Mantola and Mandala. That year, P&O ended their sailings to Calcutta, leaving the route to BI.
Dumana left London on 2 February 1929 for the first time as a one-class liner, for Bombay (11 March) and Karachi (16). Homewards, she left Bombay on the 21st. Domala's first one-class sailing commenced from London on 25 February.
Although the homeward Dumana called at Marseilles, she still had 112 passengers landing at Plymouth on arrival on 14 April 1929. She sailed for her usual cargo discharge ports, including a return to Dundee on the 19th:
After nearly a year's absence the familiar white-banded funnel of the British India Steam Navigation Company has made a reappearance at the port, the Dumana arriving with a cargo of cottonseed from Bombay.
Up till this season the B.I. boats ran steadily to Dundee from Calcutta with jute, but this service was withdrawn when the P. and O. Company, which controls the British India Line, augments their Calcutta service by placing four fast new refrigerated steamers on the run. Two of these new vessels-- the Bangalore and the Burdwan-- have already visited the Tay with jute cargoes; while the other two-- the Behar and Bhutan-- will undoubtedly put in an appearance when the next jute season arrives.
The last B.I. boat seen in the river was the 5214-ton Merkara, which arrived on May 27 last with about 2400 bales of jute, one of the smallest cargoes ever brought direct.
The Dumana is one the six motor vessels in the British India Line's fleet of 126 vessels. She was built on the Clyde in 1923. Along with her sister ship, the Domala, she is probably the largest motor vessel that has ever visited Dundee.
Dundee Evening Telegraph, 23 April 1929
On the return portion of her first voyage as a one-class vessel, Domala left Bombay on 18 April 1929 and called en route at Aden (24), Suez (29), Port Said (30), Marseilles (4 May) before arriving at Plymouth the evening of the 11th, reporting "fine weather prevailed throughout the voyage, with the exception of fog in the Channel. " She had 106 passengers landing there and a full cargo of 10,442 awaiting discharge at Le Havre, Antwerp and London.
Chief Steward British India liner Domala, and his son, a member the ship's company of the P. and O. liner Balranald, were both at Plymouth, during the week-end. Inside the Breakwater, envekoped in fog, on Saturday night was the outward-bound Balranald, whilst in Bay was the Domala. Neither vessel was visible from the other owing the weather. By a coincidence both ships remained anchor for the night, and at daylight the Balranald, on her way to Australia, passed the Domala in the vicinity of Penlee.
Western Morning News, 13 May 1929
A new port for the pair, Tangiers, was inaugurated by Domala's 6 September 1929 call there, inbound from Bombay. That year BI timetables were notated "with liberty to call at Port Sudan, Malta and/or Tanger."
Dumana came into Plymouth from Bombay via Marseilles, on Christmas Day having experienced gales all the way from Port Said.
 |
| Capt. H. Stockwell, DSO, commander of Dumana and newly appointed BI Commodore. |
It was announced by the Western Morning News on 27 December 1929 that Capt. H. Stockwell, DSO, RD, ADC, RNR, commanding Dumana, had been appointed Commodore of the British India Line.
 |
| Credit: The Mariner's Museum. |
During a somewhat lengthy association with shipping I have never known such a period of depression as that through which we have in the last 18 months. In has been heartrending to see the steamers leaving London, week after week, for Bombay, Ceylon, Madras, Calcutta, the Straits, Hong Kong, Shanghai, Japan and Australia with thousands of tons of unoccupied space—so different from the old days. when the departure reports came forward 'Unoccupied space, nil.' The deficiency has been the same in many of the homeward ships. A year ago I gave you some statistical figures which made doleful reading in comparison with those of the previous 12 months. During the year ended September 30 last there has been a further drop in nearly every direction. In but a very few instances do the figures show an improvement. on those of the previous year; mostly, they are worse. Let us hope things may shortly improve.
Statement by Lord Inchcape, Annual Meeting, 9 December 1931
It is commonly asserted that the evolving economic Depression that defined much of the 'thirties was less keenly felt on the imperial trades. Yet, the consequences of a sudden yet prolonged fall-off in global commerce perhaps was even more acute on the sealanes that linked what had always been a British Empire built on trade. For P&O, BI, Ellermans and Anchor lines, there, too, was added the increasing independence movement in India which, tellingly, was not waged politically as much as it was economically and the series and sustained boycotts against British goods greatly impacted British shipping on the Indian trades. Amid retrenchment, BI's Home Line from Bombay would not survived the decade which began with Domala and Dumana spend a year and half laid up and when returned to service, they would become mainstays of BI's historic Home Line from Calcutta, Madras and Colombo only to have the looming prospect of a second world war counter improving trade as the decade drew to a conclusion.
1930
As if in defiance of the evolving Depression arising from the American stock market crash the previous year, when Dumana came into Plymouth from Bombay (3 April) on 26 April 1930 she had 116 passengers for there and 10,854 tons of cargo for Dunkirk and other onward ports.
 |
| Dumana at Plymouth on 26 April 1930. Credit: Claire Sproule photograph, www.ciaofamiglia.com/ |
Plymouth certainly did not lack for business when it came to liners calling there as a popular "shortcut" to London and on 17 May 1930, Domala, Columbus, American Banker, Jamaica Merchant, Caronia and Alaunia all called there, requiring three special GWR boat trains to Paddington. Domala came in with 173 passengers, including 70 naval ratings from the Persian Gulf. As she arrived at 8:00 p.m., she anchored overnight in Cawsend Bay and landed her passengers by tender the following morning and by 8:15 a.m. was on her way with her cargo for Le Havre, Antwerp, Hull and Middlesbrough. Of special concern when Domala arrived were a ship's officer and a young passenger who had been bitten aboard by a dog suspected of having rabies:
Precautions on Liner's Arrival at Plymouth
Hydrophobia is endemic India, and with the suspicion that a dog on board the British India liner Domala might suffering from rabies no chances were taken late last night on the arrival of the vessel in the Sound. Two people who had been bitten the animal, dachshund, were landed in advance the ordinary passengers in order that they might travel to London by the midnight train to present themselves at St. Thomas's Hospital, London, for the Pasteur treatment. Patients are Mr. Alfred Earl, second officer of the liner, and Master Cecil Cross, who is 14. The former was bitten on the upper lip and the boy in the left calf. Col. Simmons and his wife, who had been in contact with the dog early in its illness, also disembarked and proceeded to London. view of the reports made by wireless, the Domala was boarded last night Chief Inspector Berry, of the Ministry Agriculture (whose district extends from Bamsgate to Penzance), Mr. Penhale (district inspector at Exeter). Mr. J. c. Collings (local veterinary adviser of the Ministry), and Sergt. F. G. Payne (of the City Constabulary). Dr. P. B. P. Mellows was present as port medical officer. One dog bitten the infected animal has also been destroyed.
Western Morning News, 17 May 1930
But there was no doubting that the imperial trades were no less effected by the Depression than any other as well as by the economic boycotts against British rule in India. Both Dumana and Domala would spend the rest of the summer off-season laid up in Cornwall. Following her 3 April 1930 voyage from Bombay, Dumana was tied up at Falmouth on 17 May 1930 and Domala arrived at Truro 12 June. Mundra filled in on the Bombay run and Warfield (cargo only). Dumana resumed service 4 October and Domala 25 October.
NEW CALL AT SOUTHAMPTON. The call of the British India Steam Navigation Company's Dumana at Southampton yesterday marked a new departure in the history of this famous company. It was announced recently that the British India Company had decided to make Southampton the principal passenger port, for their outward service to Bombay and Karachi, and yesterday the call of the Dumana was the first step in that direction. The Dumana is to be followed on October 28th by the Domala, and the Mundra and the Warfield will leave Southampton as December 9th and December 30th, respectively.
Liverpool Journal of Commerce, 8 October 1930
In a major change for the coming season, Southampton and not London, would be the outward passenger embarkation port for the Bombay service to which Dumana and Domala would be returned at once. In addition, the homewards call at Plymouth was dropped and the ships would proceed direct to London. Dumana arrived at Southampton from London and her other cargo loading ports on 7 October 1930 and sailed the same day for Bombay, arriving there on 18 November. Domala left Falmouth on the 9th for Middlesbrough to load for her voyage and arrived at London on the 18th, departing there on the 25th and, embarking her passengers at Southampton on the 28th was off for Bombay where she arrived on 21 November.
In the meantime, the fortunes of P&O/BI like those of other British shipping companies, spiraled alarmingly downward. By 1 October 1930, 368 British ships, totalling 885,418 tons were idled. During P&O/BI's Annual Meeting in December, it was revealed that the company operated 750,000 fewer miles in 1929, cargo carried had dropped by 1 mn. tons and passengers by 50,000. Lord Inchcape cited "disturbances, lawlessness and boycott in India" as a contributing factor.
Such were conditions, that Dumana, after arriving at Bombay on 18 November 1930, was simply laid up there, her crew paid off and there she sat, awaiting like so many, better days.
 |
| A line-issue card of Dumana that manages to get her prefix... wrong! Credit: Stephen Card. |
1931
Soldiering on a bit longer, Domala left Southampton for Bombay on 11 February 1931, arriving there on 7 March and departing on the 14th for Port Okha and Karachi (arriving 18th). With this voyage, the homeward call at Plymouth was resumed, sailing from Bombay 2 April, calling at Marseilles en route and anchoring in Cawsend Bay on the 25th where she disembarked 103 passengers including five military officers and Sir Norman Kemp and Lady Jane Dring, not to mention 13 polo ponies. But that would be her final voyage for quite some and after making her usual rounds of cargo unloading ports, Domala was laid up indefinitely at Antwerp on 23 May.
She would soon be joined by her sister, which after being released from her exile in Bombay, Dumana left there on 23 April 1931 and arrived at Plymouth from Bombay via Port Said and Marseilles on 17 May, landing 85 passengers and 30 crew destined for Nerbudda. By 6 June she, too, was at Antwerp and laid up there.
Rather severe economies, reduction in services and ships ensued as Inchcape, then ageing and ill, sought to save his companies from the ravages of the Depression and upheaval in India. British India's Bombay/Karachi Home Line was reduced to cargo only by mid year and maintained by Chinkoa, Masula, Mundra and others. Even more dramatic changes followed with P&O with the sale of Razmak and the closure of the Marseilles-Aden express service and the historic Bombay Mail was ended and reduced to a waystop en route to the Far East or Australia.
1932
A giant passed on 23 May 1932 with the death of Lord Inchcape, and with it an era that would never been matched in the annals of the British Merchant Navy, although he had set the foundations for a new generation of P&O ships-- Strathnaver (which derived her name from Inchape's title) of 1931 and Strathaird of 1932 whose named honoured Sir William McKinnon, founder of BI-- and British India ones-- Kenya of 1930 and Karanja of 1931, built for the Bombay-East Africa run and reflecting a gradual reorienting of both companies away from India and a Raj whose days already seemed numbered. At the annual meeting 1 June, P&O/BI Board appointed the Hon. Alexander Shaw as Managing Director, Mr. Frederick Charles Allen as Joint Deputy Chairman with Sir William Crawford Currie.
If Dumana and Domala languished at Antwerp that year, they at least escaped the fate of the older, coal-burning "M"s which, starting with Manora (1913) were progressively scrapped... indicative of the times, she was sold for all of £3,650 to Italian breakers in October followed by Merkara (1914) the next month. Indeed, their passing would enable the restoration of the Diesel "D"s which would, with Mashobra (1920), maintained an improved service from London to Calcutta, via Colombo and Madras, which would, common to P&O ships, add Immingham to the cargo handling ports.
Dumana arrived at London on 22 December 1932 from Antwerp and finally, brighter and busier horizons beckoned for the "D"s.
 |
| Dumana in no. 7 dry dock, Antwerp. Credit: Gijsha/Shipenthusiast.com |
1933
 |
| Credit: Liverpool Journal of Commerce, 14 March 1933. |
Dumana, which had arrived at London just before Christmas, finally sailed on 14 March for Middlesbrough where she began loading on the 16th and back at London on the 26th. She left on her first voyage to Calcutta on 1 April calling at Tangier (6), Malta (10th), transiting the Suez Canal 13-14th, and, after stopping at Madras (19), Colombo (27-28), reached Calcutta on 4 May. Homeward on 16 May, she touched at Madras (22), Colombo (25), Aden (6 June), Suez (10), Port Said (11), Marseilles (17), Tangier (19), to arrived at Plymouth on the 23rd with 129 passengers, 22 of whom landed there, and she had 8,000 tons of cargo. It was reported that one of Indian crew had died from cholera and buried at sea, but it had been a trouble-free and routine return to service. Dumana would join that season's jute trade to Dundee, with nearly 10,000 bales (the largest such cargo handled by the port in years), aboard and she arrived there on the 29th, her first call in some six years. On 4 July Dumana arrived at Hamburg and ended her round of cargo ports when she return to Middlesbrough on the 11th.
Meanwhile, Domala had arrived at London from Antwerp on 18 February 1933 and after an extensive overhaul, sailed to Middlesbrough where she came in on 4 May to begin loading. She returned to London on the 23rd and sailed for Calcutta on the 27th. She called en route at Tangier (1 June), Gibraltar (1), Port Said (8), Suez (10), Aden (15), Colombo (24), Madras (26) and arrived at Calcutta on the 30th. Homeward bound, Domala left Calcutta on 15 July with another heavy cargo of jute and called at Madras (18), Colombo (21) as well as Marseilles and Tangier before coming into Plymouth on 20 August with 106 passengers and after landing seven there, sailed but "remained in the Sound until the evening whilst machinery defects were being rectified." (Western Morning News, 21 August 1933). She reached Dundee on the 27th where her 4,256 bales of jute was eagerly anticipated. Hamburg was her destination upon departure the following day. On 6 September the Port Glasgow Express reported that Domala was undergoing "minor engine-room repairs" by the Caledon Shipbuilding and Engineering Co., Ltd, Dundee.
Arriving at London from Middlesbrough on 18 July 1933, Dumana sailed for Calcutta on the 22nd and was reported on the 25th to have been in collision with the dredger India in Sea Reach. There was slight damage to the dredger and Dumana "proceeded, apparently uninjured," and without further incident arrived at Calcutta via the usual waystops on 24 August.
 |
| Thirties' BI poster for the Calcutta service. Credit:https://www.1stdibs.com |
1934
With Domala and Dumana back in service, they held down the approximately fortnightly Colombo/Madras/Calcutta service with Modasa, Manela and Mulbera.
Inbound from Calcutta (21 April) and Marseilles (20 May), Dumana called at Plymouth at 6:30 p.m. on 26 May 1934, landing 11 of her 134 passengers and proceeding half an hour later with the remainder and a large cargo. Her call there was tormented by an enormous swarm of flies, in such number as the column, some 20 yards wide, took five minutes to pass over.
Passenger loads on the Calcutta run were good that summer and when Domala came into Plymouth on 26 July 1934, had 104 aboard, eight of whom landed there, and this after a number disembarked at Marseilles en route. Sadly, a passenger, Andrew Smith, 60, of Dundee, a former spinning overseer who was returning home, developed tuberculosis and after leaving Colombo, he passed away, and was buried at sea. During her circuit of cargo discharge ports, Domala collided at 10:20 a.m. on 12 August with the barge Shannon off Erith Oil Works, but it was reported "there is no apparent damage to the motor vessel. Both vessels proceeded." Domala then entered dry dock at Smith's Dock Co., for overhaul.
When Domala came into Dundee Harbour on 19 November 1934 with 6,800 bales of jute to discharge, The Dundee Courier the next day reported: The Domala played the role of hospital ship on her voyage from Calcutta to the Thames. Eight passengers suffering from the effects of climate were carried aboard in stretchers, but when the ship reached London, all except one walked ashore."
1935
For 1935, the Calcutta Home Line was maintained by Dumana Capt. Hudson), Domala (Capt. Cook), Modasa (Capt. Gilchrist), Mulbera (Capt. Grant-Pyves) and Mashroba (Capt Beatty) for passengers and the cargo only Lahore, Nagpore and Australia.
Dumana, which left Calcutta on 29 December 1934, calling at Madras (2-3 January), Colombo (5) and transiting the Suez Canal (18-19), arrived at Marseilles on the 24th with a fire in no. 4 hold among a small consignment of 25 bales of jute which raged for four hours and only extinguished only by flooding the compartment After the hold was initially pumped out, the fire took hold again and it had to again be flooded. Her call there was extended to allow the discharge of the remains of the cargo in the hold, "the work was continued day and night under difficult conditions owing to the cargo having become swollen and jammed under the decks and coamings of the liner. There was a subsequently a further minor outbreak of fire in the refrigeration chamber, but it was quickly subdued." (Western Daily News, 30 January 1935).
Many of Dumana's 50 passengers opted to travel overland by train from Marseilles to England, but 21 transshipped to P&O's Corfu to continue their passage Plymouth. One, Miss G.M. Laity of Truro, recounted her experiences of the fire to the Western Morning News, upon arrival at Plymouth on 31 January 1935:
There were about 50 passengers on board, men. women and children, and were quire happy party together. At two o'clock the morning after our arrival Marseilles, I was aroused by my stewardess. She warned me to appear in the as soon as possible. "
I dressed and went to the smoke room, which was filled with fellow-passengers. Then were told that a fire had broken out in No. 4 hold.
There was lot of smoke and the smell of burning cargo, chiefly jute, think. The sailors the Dumana were busy pouring water into the hold, while French fire engines and fire floats were actively engaged in the task of subduing the fire- the course of two hours we were able to go back to our cabins, where some went to sleep, while others were too excited to get any more rest.
Afterwards there was another outbreak of fire, but the real trouble was discharging the smouldering jute, which had swollen under the influence of the water. Some of the passengers had gone home overland from Marseilles, said Miss Laity, while others did not avail themselves of the opportunity of transferring to the Corfu, but elected to remain in the Dumana, which will proceed direct London from Marseilles.
The day Corfu arrived at Plymouth, Dumana sailed from Marseilles direct for London, passed Gibraltar on 3 February 1935 and docked at London on the 8th. On the 16th she proceeded to Middlesbrough, Immingham and Hamburg before returning to Royal Albert Dock, London, on the 26th. Her damaged cargo of jute arrived at Dundee on 4 March from Marseilles aboard the 836-ton Swedish steamer Trione. The jute had to be loaded into 40 lorries and taken to open fields to be dried, treated and sorted.
Domala, which came into Plymouth on 3 March 1935 from Calcutta and the usual ports, with 88 passengers (29 landing there) had an eventful voyage as recounted by the Dundee Evening Telegraph on the 11th, the day she arrived at Dundee with 5,621 bales of jute:
Six requests for assistance messages were picked up within week by the British India motor liner Domala on her voyage from Calcutta to Dundee. This week of storm and stress occurred during the last few days of last month. One of the radio messages picked up was from the ill-fated Blairgowrie, which sank with 26 hands. On all these occasions, however, the Domala was far off, and shipping located nearer the distressed vessels answered the call. The Domala arrived at the Eastern Wharf of Dundee, Harbour to-day, and when she berthed, she broke a line of unwonted—and unwanted —calm the entire length of the river front. Actually there was only one other active vessel port—the D. P., and L. steamer Dundee, which also arrived from the Thames on the early tide. The Domala also felt the force of the gales, and, crossing the Bay of Biscay, one of her accommodation ladders was washed away.
On 20 March 1935 Domala was reported to be at Caledon Shipbuilding & Engineering Co., Dundee, for "minor engine repairs." And on 5 April, the Dundee Evening Telegraph told of a "Man's Costly Smoke," when Robert Smart, aged 36, was fined 10 s. after admitting he had "smoked tobacco on 12th March on board the steamship [sic] Domala then moored at Eastern Wharf," smoking in or around jute laden ships being especially dangerous.
Carrying one of the largest cargo of jute (10,198 bales) to the port in some time, Domala was delayed by heavy fog near the River Tyne and could not make it into Dundee on 1 July 1935 and, instead, docked the following morning. Earlier that week, whilst in the Royal Albert Dock, London, Domala was the venue for the presentation for the winning cup in that year's training ship 12-oared cutter race between the Mersey training ship Conway, the South African ship General Botha and the Thames training ship Worcester with the local lads the winners.
Dumana which had been at Falmouth from 16 June 1935 repairing from her fire and refitting during which her refrigerated cargo capacity was increased from 1,000 cu. ft. to 6,710 cu. ft., sailed on 16 August for Immingham and Antwerp for cargo loading for her resumption of service, coming into London on the 27th and departing for Calcutta on the 31st.
A strong monsoon in the Indian Ocean and dense fog in the English Channel, delayed Domala's arrival at Plymouth by several hours and she did not arrive until 10:30 p.m. on 14 October 1935 from Calcutta (7 September), Madras (13), Colombo (16), Aden (24), Suez (30), Port Said (1 October) and Marseilles (8). She had 47 passengers, six landing there (the following morning) and 6,341 tons of cargo, including 3,250 bales of jute which were unloaded at Dundee on arrival on the 24th.
"Fierce gales" in the Atlantic and Bay of Biscay delayed many liners coming into Plymouth with Ile de France eight hours late from New York, Chitral a day and half off schedule and Dumana wired on 22 November 1935 that she would be a day late. The Bibby liner Gloucestshire which managed to reach port only a few hours late, reported passing Chitral and Dumana both hove-to. The BI liner made it into Plymouth at 9:15 a.m. on the 23rd from Calcutta (19 October) and the usual ports, with 31 passengers (having called en route at Marseilles), eight landing at Plymouth, and sailing at 10:00 a.m. for London and Dundee where she had 4,000 bales of jute unloaded on 2 December.
 |
| Beginning in 1935, BI again revised their livery, reverting to the original white superstructure but retaining the lower white hull band. Here, Domala models the "new" look. Credit: A. Duncan photograph. |
1936
For 1936, the Calcutta Home Line was again maintained by Domala, Dumana, Mashobra, Mulbera and Modasa.
That winter's bad weather carried over in the New Year and the inbound Domala encountered the full force of a ferocious storm in the Channel after passing Ushant. It was so bad that after wiring the ship would be an hour late arriving at Plymouth on 11 February 1936, an hour later the decision was made to cancel the call there and proceed directly to London. Her scheduled call at Dundee on the 17th was cancelled as well as her 7,500 transhipped at London to the P&O tender Redcar.
Inbound from Calcutta, Dumana arrived at Plymouth on 14 March 1936 and London the following day but heavy fog delayed her coming into Dundee. Due there on the 20th, with 13,163 bales of jute, she did dock until the next day, being held up at the Buoy o' Tay for 24 hours.
When the outbound P&O mailship Ranpura went aground northwest of Gibraltar on 6 April 1936, her passengers were siphoned off by various to varying alternate destinations, including Barrabool which arrived at Gibraltar on the 15th and took 39 to Marseilles for the overland express to the UK and on the 17th, Dumana arrived and passage offered in her to Suez.
En route from Port Said to Plymouth, a woman passenger aboard Dumana went missing as reported by the Western Morning News of 9 July 1936, the day after the liner arrived:
Mrs. Evelyn Carrie Stephenson disappeared at sea from the British India liner Dumana, which arrived at Plymouth yesterday from Indian and Mediterranean ports. She had been matron of a hospital at Alexandria, which had lately closed. With her son she embarked at Port Said for London. It understood that Mrs. Stephenson had expressed disappointment at leaving Egypt, as she had hoped to secure another appointment there. Two days after leaving Port Said she did not appear for breakfast. A visit to her cabin revealed that her bunk had been slept in, but there was no trace of Mrs. Stephenson. When she was found to be missing the liner's course was retraced without result.
She was sailing with her 14-year-old son who had the cabin next to his mother and was met by his 24-year-old sister upon arrival at London. Dumana continued on to Dundee, arriving on 13 July 1936 to discharge 5,224 bales of jute.
 |
| Dumana in the mid 1930s livery. Credit: Stephen Card. |
1937
For 1937, the Calcutta Home Line was maintained by Dumana (Capt. Hudson), Domala (Capt. Cook), Modasa, Mashobra, Modasa and among the cargo only vessels on the service was BI diesel cargoliner Durenda.
When Domala arrived at Dundee from Calcutta (16 March 1937), via Plymouth (23 April) and London (28), on the 30th, the Dundee Evening Telegraph reported:
The officers on the Calcutta trader Domala, which berthed at the Eastern Wharf this morning, are looking forward to some intensive supervision. In London the motor vessel changed her native crew, including engine workers, and took on crew which had only experience of steamships. Now she is to take on a new set of engineers—who have also come from steamers. With four hatches working at top speed the Domala is out to break records for unloading. She intends to discharge her 5305 bales in 7 hours —over 700 bales an hour. She leaves for Hamburg to-morrow morning. The Domala is loaded to capacity with goods, mostly jute, for foreign ports. This morning she was drawing 26 feet, and was resting on the bottom at low water.
Among the 23 passengers landing by Domala at Plymouth on 20 August 1937 were ten naval ratings from Malta invalided home, one of them had to be lifted from the liner into the Royal Naval Hospital boat which came alongside and all were conveyed to Millbay Docks where naval ambulances met them. "A passenger said the liner had a very stormy passage before reaching the Suez, having encountered a monsoon. A smashed horse-box gave some indication of the ferocity of the sea." (Western Morning News, 21 August 1937).
After drydocking at Smith's Dock Co., The Tees, Domala arrived at Middlesbrough on 30 August 1937 and sailed 4 September for Immingham whence she departed at 9:00 p.m. on the 6th for London and was reported having passed Sunk lightvessel at 12:35 p.m. the following day, flying the signal "L.P.", meaning "My steering gear is disabled." with her steering gear disabled. Still underway, she passed Gravesend at 8:45 p.m. and bound for Royal Albert Dock and later successfully came alongside, it being reported she had "a slight defect in steering gear which is being remedied and she is expected to sail on her regular schedule on Saturday, Sept. 11." Without further incident, Domala arrived at Madras on 12 October and Calcutta on the 17th. Homewards (departing 30th), a stormy passage ensued and the scheduled call at Plymouth on 3 December was cancelled to make up time, there also be only two intending debarks at the port, and she arrived at London on the 7th.
1938
Edith Writes About Her Sailor Brother. My cousin Leonard has had a fine Christmas on the Dumana, at India, sweltering under a hot sun. He says the sea water was 88 degrees F.—nearly hot enough to have a bath in. He also remarks on the queer dress of the natives at the ports. They wear football shorts and some only the thin shirt!
He writes some most interesting letters, and tells some of the funniest incidents caused by the natives muddling their English. For instance, he was one day wakened by a native shaking his shoulder and saying. "Five man, outside cabin!" He jumped out of his bunk and went outside, prepared to face five bloodthirsty ruffians. However, he used his wits, and saw that cabin number five was exactly opposite his. He made enquiries there, and found that its occupant had sent his native servant for some shaving water, and he had fetched Leonard!
South Yorkshire Times, 13 January 1938
Strong head winds off the coast of Portugal and in the Bay of Biscay delayed the inbound Dumana which arrived at Plymouth from Calcutta via the usual ports including Marseilles, at 6:30 a.m. on 8 May 1938. Of the 114 passengers aboard, 14 landed there before she sailed after a short 30-minute call and she was alongside Royal Albert Dock by the 9th. She had an especially heavy cargo of jute (11,958 bales) for Dundee where she docked on the 13th and sailed on the 17th for Hamburg and Antwerp.
Four liners with capacity loads of jute, totalling 60,000 bales, were in Dundee Harbour on 12 December 1938-- City of Marseilles, Malakind and BI's Hatarana (1917/7,522 grt) and Domala. Hatarana was normally on the Indian coastal trade and was making one of her rare trips home for a four-year survey. It was arranged for Domala's continental cargo, totalling some 6,000 tons, to be transhipped to her, the two occupying adjacent slips at Eastern Wharf, which she could take en route to her drydocking at Antwerp. Domala sailed from Dundee on the 15th for Middlesbrough and Tees (17th). She arrived at London on the 18th and there would be no Christmas at home as she sailed, Calcutta-bound, on the 21st.
Home for the holidays, however, was Dumana which arrived at Plymouth on 17 December 1938 from Calcutta (sailing 12 November), Madras, Colombo and the usual way ports. She brought in 162 passengers, 49 landing there, and sailed at 6:00 p.m. for London where she arrived the following day. By the 27th, she was at Dundee to unload 12,000 bales of jute which took two days and on the 29th, Dumana was off for Middlesbrough to complete unloading.
 |
| A late 1930s view of a lightly loaded Domala at the end of a voyage. Credit: eBay auction photo. |
1939
For 1939, the Calcutta Home Line was held down by Domala, Dumana, Modasa, Mashobra and Mulbera, the later also serving Cochin.
With war inevitable after Germany absorbed what was left of Czechoslovakia, Domala and Dumana continued to call at Hamburg and weather conspired to provide the pilot at Dundee with a free and unwelcome trip to Germany when weather precluded his leaving Domala upon departure on 27 March 1939:
Trip to Germany Against His Will Pilot Unable to Leave Ship in Gale Pilot William Lorimer, 23 King Street, Broughty Ferry, who is now on a trip from Dundee to Hamburg, is doing so against his will. Mr Lorimer was " carried away ' last night aboard the British India liner Domala. A north-east gale was blowing when the Domala reached the pilot station, and it was considered inadvisable to attempt to transfer him to the cutter. The shipowners will be responsible for his maintenance during his enforced holiday, and they will also have to pay his fare home by passenger steamer. The gale continued unabated all night. During the " black-out" its velocity, according to the Abertay Lightship instruments, was 45 m.p.h., and it was approximately the same a.m. Tay Bar, though rough, is passable.
Dundee Evening Telegram, 28 March 1939
Dumana had over 15,000 bales of jute to discharge when she came into Dundee on 18 April 1939.
 |
| Dumana and Llangibby Castle or Dunbar Castle in the Royal Albert Docks, London, in the late 'thirties. Credit: Cranfield/shipenthusiast.com |
I could now look round and rising above the confusion was the great bulk of our ship, now almost on her side and down at the head. Only perhaps fifty yards off, her grey was just skylined against the inky horison. Slowly down she went. Up at the stern, over to port more, then more. Poised she was, about hanging. The electric siren shorted, and a banshee howl of doom swept the air. Gently, Gently, she slid, no fuss, like a tired old lady she parted the ocean, the sea surged over and another good ship was added to the hurricane waste of war.
S.F.W. Diesch, Chief Purser
describing the sinking of Dumana, Christmas Eve 1943
Valiant Voyaging
Like the rest of the Merchant Navy, British India and more than a few of their officers, crew and shoreside staff found themselves again at war barely 21 years after the last one. Domala and Dumana, like so many peacetime running mates prosecuted very different wars on different and divergent duties and their ensuring war careers are best chronicled independently. They did share one thing in common: neither survived the war and a pair which were built to replace losses from the First World War, would fall victim to the Second. Whilst the ships might be replaced, their officers and crew could not nor could the pre-war Raj that they served so faithfully. The post-war British India Line would change with the times and "The Diesel Ds" passed from the scene before all that.
M/v DOMALA 1939-1940
M/v EMPIRE ATTENDANT 1940-1942
Domala, having sailed from London 12 August 1939, and en route at Malta (22) and Suez (27), was at Aden on 3 September when Britain declared on Germany. She continued on her voyage to Colombo (16), Madras (19) and Calcutta where she arrived on the 24th. Homewards, she departed Calcutta 14 October and called at Madras (21) and Colombo (24) and transited Suez 6 November but did not depart Port Said until the 11th waiting for the next convoy which was HG.8 (39 merchantmen and four escorts) and reached Gibraltar on the 17th. Sailing northbound in the 22nd and arrived off the Downs on the 1 December. She was then reported to be undergoing repairs at London from the 14th and completed by 14 February 1940 during which which time she was armed.
There would be no immediate change of route or duties for Domala (Capt. William Fitt) which left London 17 February 1940 for Colombo, Madras and Calcutta via Antwerp where she arrived the following day, it being recalled at Belgium was a neutral country. As such, the call there, in addition to loading cargo as usual, would embark her main passenger compliment: 143 British Indian seamen formerly serving aboard the German vessels Birkenfels, Falkenfels, Lauterfels and Truenfels who were being repatriated via neutral Belgium, and would take passage in Domala home. After loading her outbound cargo, Domala sailed from Antwerp at 3:00 a.m. on the 28th, all her cabins filled with Indians eager to be finally going home, and her holds filled with 1,000 of spelter, 2,000 tons of iron and steel, 4,000 tons of sulphate of ammonia and 1,000 of general cargo. In addition to her passengers, Domala had her regular compliment of 46 British officers and 106 Indian crew.
THE DOMALA HORROR how their compatriots have been made the victims of German perfidy. The attack on the shows that we can expect no more chivalry from Nazi airmen than from the bullies of the Gestapo or the cowardly Jewbaiters of the Berlin gutters. Steps will, of course, be taken stop murderous assaults on British liners which must be provided with protection against air well as sea attack. The question will naturally be asked why, in this case, provision was not made against German treachery and brutality which can always be expected when there is no force present to protect the defenceless.
Western Mail, 5 March 1940
One of the great if unintentional insults to both the Royal Navy and Merchant Navy is the oft cited "Phony War" that was contrived to characterise the World War from the fall of Poland in late September 1939 and the invasion of Norway and the Low Countries in early spring. There was nothing "phony" about the war at sea which was also an immediate world war and waged from the onset on all of its oceans, involving both belligerants and neutrals, and at once threatening Britain essential overseas lifelines. Sirdhana, a fine 1925-built, 7,745-grt liner on the India-Far East run, was first BI ship to be lost in the Second World War, although ironically falling victim to a British mine at the entrance to Singapore Roads, on 13 November 1939. Domala, the world's first newly built passenger motorship would also be the first merchantman to be bombed and sunk from the air.
As she coursing through rough seas off St. Catherine's Point, at the southern tip of the Isle of Wight, on 2 March 1940, Domala sighted a twin-engined plane initially believed to a "friendly" (as it showed its lights) and "no special notice was therefore taken of her, neither was the anti-aircraft gun brought into action) but it was a Luftwaffe Heinkel 111 (belonging to KG26) which commenced the first of four attacks on the ship at 5.45am. The German's aim was exemplary, and of the two sticks of four bombs, three scored direct hits with devastating results. The first bomb entered though the starboard engine room casing on the starboard side while the second went right through the funnel on the port side, exploding near the aft deckhouse and the third hit a davit on the port side and burst in the saloon starting a fierce fire which resulted in engulfed most of the superstructure. The fourth bomb missed falling some fifty yards astern. The Fourth Officer, Maclean, was blown over the side by the force of the blast and Capt. Fitt gave the order to abandon ship, and he was never seen again and believed killed as the bridge was engulfed in flames.
 |
| Credit: Birmingham Mail, 5 March 1940. |
 |
| Credit: Illustrated London News, 9 March 1940. |
There was a strong wind which fanned the flames which quickly tore through the superstructure and that and the heavy seas made launching the lifeboats exceptionally difficult.
A dramatic story of the attack on the British liner Domala bombed, machine-gunned, and set on fire by a German aircraft, with the presumed loss of 100 of her 295 passengers and crew, was told last night by Chief Officer W. Brawn, one of the survivors. He paid a special tribute to the heroic conduct of Junior Engineer J. Dunn, of Kelty, Fife, whom he described as the bravest man in the ship.” Dunn, who is about 20 and was on his second voyage, was in the engine room when the first bomb crashed through the deck and then exploded. Despite a broken leg and terrible burns on the face, he crawled the length of the ship and clambered up a 40ft. perpendicular iron ladder on to the poop. His bravery ard stamina were amazing,” said Chief Officer Brawn. ”I do not know how he could have done it, with his terrible injuries. AV e gave him some water and cheered him up, and told him that we were doing our best to save him. A warship almost succeeded in getting a boat to us, but had to recall it owing to the heavy seas. Our only chance to save Dunn was to lower him into the water. We gave him a lifebelt and threw a lifebuoy to him. My last words to him were that we were doing all we could to save him. could only thank us with his eyes. He was conscious, but was only just about alive at the time. He was eventually picked up, but did not survive his terrible injuries.”
Terrible Fire and Fumes Describing the scene after the Domala had been set on fire, Chief Officer Brawn said: The outstanding impression that remains in mind is the terrible fire and fumes which, added to the heavy seas, made rescue work so difficult. The whole of the vessel amidships was ablaze. The last I saw of Captain Fitt was as he stood on his bridge. I went to report to him that the vessel was on fire amidships, and he then gave the order to abandon ship. He was uninjured then. I did not see him again.”
The ship's quartermaster added "Within twenty minutes of the attack our boat was ablaze from stem to stern. The plan sprayed the decks with withering machine gun fire. After we had recovered from our surprise our gunners got busy. With the firing of our first shell the plane sheered off like lightning, but returned to machine-gun the poor beggars in the small lifeboats and those hanging on to rafts. They were being mowed down like nine-pins."
As the crew were manning the lifeboats in dense smoke the bomber returned, spraying the ship's decks with machine gun fire before setting course for home.
The Dutch steamer Jorge Willem from the Netherlands picked up forty eight survivors from two lifeboats, and was fired upon by the Heinkel, but, fortunately without damage or casualties. She landed the survivors at Newhaven the following day, although due to heavy seas the Newhaven lifeboat was despatched to bring them ashore. The destroyer HMS Viscount (D92) also rescued survivors and tried to come under Domala's stern to enable those still aboard to jump onto her deck but the seas prevented the manouvre. Others were rescued by boats which set out from shore.
Despite this savage attact, which it may be remembered was the first made by air on a ship, there was no panic. On the contrary, the demeanour of those on board shewed courage of a high order.
Valiant Voyaging.
Clinging to a raft after the British India motorship Domala had been bombed by a Nazi plane in the Channel early this month, a 17-year old cadet, who was on first voyage, made valiant efforts to save the second officer who alone remained with him, eight others having fallen exhausted into the sea.
The young hero, Cadet B.J. Duval, is still limping and wearing bandages following his injuries, but interviewed, said he had every intention of going to sea again as soon as he had recovered. Duval was found alone and unconscious on the drifting raft by a rescuing vessel an hour after the Domala had been abandoned. He was asleep the first bomb fell in the dark and upon going on deck he helped to lower a boat full of Indians. More bombs fell as the boat was lowered and Duval heard one of two bursts of machine-gun fire. As the sea was rough the boat was swamped and its occupants were thrown into the water.
Then Duval was joined by the second officer and several others. Together they lowered a raft which floated away with Duval and nine others holding on to the lifelines. It was bitterly cold, with the sea breaking over the raft, and the dropped off one by one, until only Duval and second officer were left.
Duval managed to clamber on to the raft and tried tod rag the second officer-- who was becoming exhausted-- with him. Failing to do this the boy passed a machintosh belt round the officer and supported him until he himself fell unconcious. The officer was drowned.
Liverpool Journal of Commerce, 16 March 1940
Few men have had so tragic an introduction to the sea as 17 years old Bernard John Duval. of Stoke Poges, Slough, one of the cadets in the British India Steamship Company's Domala (8,440 tons), which was bombed and machine-gunned by a Nazi murder 'plane in the English Channel. The 'plane dropped four bombs, setting the ship afire, and then deliberately machine-gunned the passengers and crew as they were taking to the lifeboats. Cadet Duval was making his first sea trip. He escaped with cuts and grazes on his hands, but he will never forget his terrible experience.
'I do not know how I came to be injured,' he said, 'I was asleep in my bunk, practically fully dressed, when the first explosion occurred. I had come off watch at 4 a.m. Two other cadets, Oxspring and Cooper, were sharing the cabin with me. The force of the explosion blew my bunk out of the wall, and I landed on the floor, unhurt.' Oxspring, who was in the lower bunk, was uninjured, but Cooper received a nasty cut on the head when the roof of the cabin came down. All the lights went went out and there were fumes everywhere. 'The chief officer came round, shouting 'Everybody get to the boats.' I went to my station on the boat deck. No fire had then broken out, but presently the German aircraft returned and dropped more bombs, which set the Domala on fire. Later I remember hearing two bursts of machine gun fire as the plane swept the ship with her guns. Bullets front the 'planes guns cut the ropes of the which I belied to launch, and the boat was hanging down stern first. We managed to launch it. but it was swamped. Several of us then threw a raft overboard and went down a rope into he water. "About nine men, including myself seized the ropes of the raft. Three of them were Lascars. The fire was just getting a firm hold of the ship when we left her. It was terribly cold in the water, and one by one the men clinging to the raft, were compelled to let go owing to exhaustion and exposure. I do not remember being rescued. I suppose I must have lapsed into unconsciousness. The third officer told me afterwards that I must have been in the water about six hours. I was the only one holding on to the raft when I was picked up."
Hampshire Advertiser, 9 March 1940
During the attack Captain Fitt was killed along with eighteen other British officers including Edward Oxspring, who was only three weeks into his first voyage as a Cadet, and eighty one Indians, of whom thirty six were crew. Twenty British out of 48 (including the captain) and 88 Indians out of 253 on board were killed.
19 of 46 European officers killed36 of 106 native crew killed45 of the 143 native passengers killedBoth women aboard, stewardesses, killed
The attack provoked outrage in India where it was seemed a cruel irony to have repatriated Indian nationals serving in German merchantmen, only to murder most of them a few days later. In all, 81 of the victims were Indian. There was also outrage and incredulity that air air attack could be be carried out right off the English coast with Domala's guns not intially manned nor Royal Air Force planes immediately scrambled. Questions were asked in the Commons of Winston Churchill, First Lord of Admiralty:
Mr. Shinwell asked the First Lord of the Admiralty whether he has any statement to make on the attack by enemy aircraft on the steamship Domala; and whether he can explain the absence of effective protection?
Mr. Churchill: The steamship Domala was carrying passengers to India who had been recently released from Germany to be repatriated. These were mainly lascars who had been serving on German ships before the war. Within a short time after their release the ship was attacked by night, and 100 of the passengers and crew were killed. The ship was adequately armed both with high and low angle guns to provide protection against aircraft or submarine attack, but she was attacked suddenly by an aircraft assumed to be friendly, and therefore her guns were not brought into action. A destroyer which was close at hand was similarly misled. I must repeat my general statement that no guarantee against occasional losses can be given by the Admiralty.
Mr. Shinwell: Can the right hon. Gentleman say whether he has received any reports to the effect that gun crews were not at their stations when this attack took place?
Mr. Churchill: No, Sir, I have not, but a report upon every one of these matters is carefully prepared and examined by the authorities, and I will certainly look into that particular point.
Mr. Shinwell: Will the right hon. Gentleman do this primarily for the purpose of securing that increased diligence occurs on other vessels, as the gun crews always ought to be at their stations?
Mr. Churchill: I am not quite sure that this is a physical possibility, but, at any rate, the highest state of preparedness which is possible must be maintained, and, of course, some parts of the sea are supposed to be more dangerous than others.
Sir Herbert Williams: Can my right hon. Friend say whether the warning given to certain anti-aircraft units at five o'clock that morning preceded or succeeded the attack on the ship?
Mr. Churchill: In the first place, I do not think that that question belongs to me, and if it did I should have to ask for notice.
Sir H. Williams: Arising out of the statement that the attack on the ship was without warning, if the presence of the aircraft was known to other branches of His Majesty's Forces, should not the ship have been advised?
Mr. Churchill: It is very difficult when individual aircraft comes to areas of this kind, and very often the first attack in a particular area is successful, but afterwards arrangements are made which prevent such attacks from being successful.
Clearly, the so-called Phony War had engendered a certain complacency but the Domala attack was a public relations disaster for Germany especially in the United States and the most notiorious sinking of a merchantmen since Athenia on the first day of war.
Yet, Domala added a new chapter to the ever burgeoning book of sacrifice and heroism being written by the Merchant Navy during the so-called Phony War. Chief Officer William Brawn and Cadet Bernard John Duval were awarded the King's Commendation for Brave Conduct. Cadet Duval being additionally awarded the Lloyd's War Medal for Bravery at Sea, the citation read: "The ship was attacked during darkness by an enemy aircraft, which dropped a bomb, putting the main engines out of action and setting her on fire. She also carried a number of lascars captured from various vessels by an enemy raider, who were being taken home. Many were hurt and some killed. At great risk to himself, Cadet Duval, a lad of seventeen, gave a fine example of bravery, doing all he could to save his second officer's life."
 |
| Domala beached off The Needles. Credit: mediastorehouse.co.uk |
 |
| The bomb and fire-wracked bridge (on which Capt. Fitt perished) of Domala. Credit: mediastorehouse.co.uk |
 |
| By comparison, the poop deckhouse and 3-inch gun and anti-aircraft guns were untouched. Credit: mediastorehouse.co.uk |
 |
| The superstructure, hit by three bombs, was completely gutted. Credit: mediastorehouse.co.uk |
 |
| Close-up of the gutted and twisted superstructure. Credit: mediastorehouse.co.uk |
But the doughty Domala, burnt out but not broken, was steadfastly still afloat. Still afire, she was towed into Solent and beached between Hurst Castle and the Needles on 6 March 1940 and the fire allowed to burn out. Barclay Curle built them tough and few ships could have withstood three direct bomb hits, been completely burned out topside and remain afloat. Refloated on the 15th, Domala was towed to Southampton on the 21st.
 |
| Men inspect the bomb-blasted superstructure. Credit: mediastorehouse.co.uk |
 |
| The Bridge Deck promenade. Credit: mediastorehouse.co.uk |
 |
| In some places, the superstructure had partially collapsed in the heat of the fire. Credit: mediastorehouse.co.uk |
 |
| The Promenade Deck showing through to Bridge Deck below. Credit: mediastorehouse.co.uk |
 |
| The characteristic bay windows to the public rooms left distorted and the spaces within completely gutted. Credit: mediastorehouse.co.uk |
Churchill took an immediate and characteristically enthusiastic interest in the fate of Domala and issued an Admiralty minute that she should be "seized upon and repaired in the plainest way for the roughest work." She was purchased by the British Government and rebuilt at great haste although where and by whom is not known.
With her fire ravaged superstructure and funnel cut down to the still sound hull, a minimal upperworks, funnel and bridge was constructed and her mainmast removed. Domala was duly recommissioned as Empire Attendant (7,524 grt) (managed by Andrew Weir & Co., Ltd.) at Southampton 16 October 1940 and begin at once her new career as a wartime cargo carrier.
Empire Attendant sailed from Liverpool on 23 October 1940 with Convoy OB.233 (37 merchant ships and five escorts), dispersed on the 27th. Empire Attendant proceeded to Houston, arriving 15 November and departing on the 28th for Halifax where she arrived on 9 December. With Convoy HX.98 (27 merchantmen and three escorts) she left Halifax on 22 December for Sydney, arriving on the 29th and with the redesignated Convoy HX.98.1, departed with 23 merchantmen but no escorts except for the AMC Laconia, on 2 January 1941 for Liverpool which was reached on the 17th.
Empire Attendant's next voyage was accomplished in a series of convoys, starting with WN.73 (five merchantmen and four escorts) from the Clyde on 23 January 1941 to Methil (arriving 26th), then with Convoy FS.396 (61 merchantmen) to Southend and then from Liverpool on 2 March with Convoy OB.293 (28 merchantmen and six escorts) which dispersed on the 8th, Empire Attendant proceeding to New York where she arrived on the 20th.
.jpg) |
| Empire Attendant's arrival at New York on 20 March 1941 (above) created a press sensation as she had been reported torpedoed and sunk on the 7th. Credit: The Daily Times, 25 March 1941. |
 |
| Credit: The Daily News, 22 March 1941. |
 |
| Credit: Des Moines Tribune, 22 March 1941. |
.jpg) |
| Credit: The Daily News, 22 March 1941. |
Her arrival at New York occasioned considerable surprise and press coverage, Empire Attendant having been reported having been torpedoed 1,000 miles off the Irish Coast on the 7th and indeed three ships in her convoy had been sunk. With her railings shorn off in places and "missing her aft mast" (which in fact was removed during her rebuilding), the New York press described Empire Attendant as bearing the "unmistakable signs of battle," her crew were forbidden to talk to reporters about the voyage and, in fact, the damage (in particular to no. 1 hold) had been caused by heavy weather across not enemy action. After repairs in New York, Empire Attendant proceeded to Halifax, leaving there on 10 April 1941 with Convoy HX.120 (42 merchantmen and nine escorts) which arrived at Liverpool on the 29th.
With five other merchantmen but no escort, Empire Attendant sailed from Methil on 7 May 1941 and arrived Southend on the 9th. Under repair at Hull from the 20th to 9 July 1941, she returned to service upon departure from Liverpool on the 17th with Convoy OB.348 (52 merchantmen and 13 escorts) for Halifax but broke off from this to proceed independently to Trinidad where she arrive on 12 August and after refuelling, sailed on the 14th for Cape Town (1-6 September), thence to Durban (11) and on to Bombay, arriving on the 17 October. She continued to Karachi (22-29th) and then returned to Durban (30 November-3 December and then Cape Town (8th). Heading for home, she spent Christmas at Freetown (23-26 December) but was up to her old tricks and on 18 January 1942 reported "engine defects, cannot manouvre, tug required." In tow, Empire Attendant duly arrived at Liverpool on the 21st. There, she underwent repairs commencing the 28th through 20 February.
There seemed no end to the former Domala's mechanical mishaps and Empire Attendant left Liverpool on 25 February 1942, under her power but with serious problems still with her engines, and arrived Belfast the following day and underwent more repairs there until 30 April, followed by any shipyard stint from 8 May to 22 June during which both engines were completely stripped down and rebuilt.
With Convoy OS.33 (40 merchantmen and 15 escorts), Empire Attendant (Capt. Thomas Grundy) left Liverpool on 1 July 1942 for Freetown, thence Durban and Karachi. On the 10th Pelican reported that Empire Attendant had broken down for the seventh time and was straggling, being at least 20 miles (32 km) behind the convoy. At 03:30 hrs CET on 15 July, she was torpedoed and sunk by U-582 off the west coast of Africa (Rio de Oro, southwest of the Canaries) at 23°48′N 21°51′W with the loss of all 59 crew.
Ravaged by the Luftwaffe, tormented by mechanical woes, Domala now doubly fated perhaps by yet another name, was finally dispatched by the Kreigsmarine. Remarkably, despite her vastly altered superstructure, she was not fooling anyone, Kapitänleutnant Werner Schulte reporting "Sunk Domala." Schulte and his entire crew died on 5 October when U-582 was sunk by a Catalina flying board southwest of Iceland.
M/v DUMANA 1939-1943
Dumana arrived at Calcutta 2 February 1939 and sailed 5 March, called at Madras (8-9), Colombo (12), Aden (20), Suez (25), Port Said (26), Marseilles (1 April) to arrive at Plymouth on the 9th where she landed 25 of the 98 passengers aboard and sailed for London that same morning. On the 11th, Dumana arrived at London's Royal Albert Docks and left for Dundee on the 15th where she came on the 17th to land 15,000 bales of jute. By the 20th she was at Middlesbrough, and departing light, on the 23rd, she returned to London.
This would conclude Dumana's commercial career for she had, amid the increasingly urgent build-up of Britain defences after the Anglo-French guarantee issued to defend Poland in case of attack, been chartered in April 1939 by the Air Ministry for use as a depot ship for the Mediterranean Air Command and fitted with workshops, galley, bakehouse, recreation room and a troop deck for 500 men. On 5 May, in London, the headquarters of the No. 86 (General Reconnaissance) Wing RAF was reformed aboard Dumana. On the 10th she sailed from London for Malta carrying Fleet Air Arm units and arrived at Malta on the 19th. On 2 June 1939 Domala arrived at Alexandria, Egypt.
Remarkably, at the beginning of the war, there was neither a RAF station nor Air Force personnel in Gibraltar. On 10 September 1939, No. 202 Flying Boat Squadron, flying Saunders Roe A.27 London aircraft, and a flight of four Swordfish moved there from Malta aboard Dumana. Almost all the airmen (190 in number) initially lived aboard Dumana, a few of them being housed in barracks ashore, and would continue to do so until accommodation ashore could be constructed.
On 10 October 1939, the headquarters of the No. 86 (General Reconnaissance) Wing RAF disembarked from Dumana at Aboukir, Egypt, and two days later the headquarters of the No. 86 (General Reconnaissance) Wing RAF re-embarked with 802 Naval Air Squadron.
Dumana, with 802 Naval Air Squadron, arrived at Marsaxlokk, Malta on 2 December 1939, and anchored in the Grand Harbor, Malta on the 4th. She sailed on the 14th for Gibraltar where she would remain until spring as an RAF accommodation ship for no. 202 Squadron.
Finally taking leave of Gibraltar, Dumana sailed on 18 April 1940 for Malta where she arrived on the 23rd. She did not depart there until 4 August when she departed for Alexandria and on the 27rh was transferred first to the Navy as depot ship and then to the Royal Air Force in a similar capacity effective 18 November.
After a roundtrip to Piraeus in February 1941, Dumana was engaged in the evacuation of British and Dominion forces from Crete as Allied war fortunes reached low ebb. She left Alexandria on the first of several roundtrips to Souda Bay, 8-17 March followed by another beginning the 22nd to Souda Bay but returning to Piraeus (1 April), then to Alexandria (4). From there, she returned to Souda Bay 15-24 for more troops. These voyages were carried out amid near constant German air attack which left Dumana unscathed, earning her a "lucky ship" reputation as she had enjoyed during her BI commercial service, certainly when compared to her sister. On 7 May Dumana left Alexandria for Port Said where she arrived on the 8th. Sailing from there on the 29th, she transited the Suez Canal on 18 June and called at Mombasa 9-13 July and thence to Durban (21) and Cape Town (2 August).
After a brief return to Durban for repairs, Dumana began a new phase of her wartime career when she arrived at Bathurst, The Gambia, on 26 August 1941, to serve as the base ship for no. 228 Squadron (operating two Short Sunderland flying boats on anti submarine patrols in the South Atlantic) which began operational in July off Half Die, south of Bathurst. No. 204 Squadron assumed operations there at the end of September. When adequate quarters had been constructed ashore, Dumana was relieved of her mother ship duties on 24 May 1942.
Her RAF depot ship duties continued and no longer sitting in one place for any extended period of time, Dumana now embarked a bewildering period of meanderings on the coasts of South Africa, Indian Ocean, India and West Africa which are best summarised in list form:
Freetown 27 May 1942Cape Town 16-20 June 1942Durban 24-26 June 1942East London 27 June-16 September 1942 (repairs)Durban 17-18 September 1942Diego Suarez 2-3 October 1942Addu Atoll (Maldives) 10 October 1942Colombo 14-17 October 1942Cochin 19 October-6 November 1942Bombay 9-11 November 1942Karachi 12 November 1942-12 March 1943Bombay 15 March-7 April 1943 (repairs)Durban 25 April-7 May 1943Cape Town 11-15 May 1943Lagos 24 May-4 August 1943Matadi 16 August 1943Point Ivoire 21 August 1943Libreville 23 August-10 September 1943Douala 11-24 September 1943Takoradi 28-30 September 1943Freetown 5-14 October 1943Bathurst 20-26 October 1943Dakar 27 October-4 November 1943Dakar 22 November 1943Bathurst 23 November-4 December 1943Freetown 8 December 1943
Dumana (Capt. Otto West) left Freetown on 20 December 1942 with convoy STL 8, traveling with Convoy STL.8 from Port Etienne to Takoradi via Freetown, carrying 300 tons of RAF stores and 22 RAF personnel, she called again at Freetown on 23 December 1942 and on Christmas Eve, was west of Sassandra, Cote d'Ivoire. She was spotted by U-515 (Kptlt. Werner Henke) which attacked at 2030 hrs. Two of three torpedoes struck forward on the portside in the no. 2 hold and Dumana sank in five minutes, preventing several of her lifeboats from being launched.
Three officers, seven crew members, 20 lascars, two DEMS gunners and seven RAF personnel went down with her. Captain West, 107 crew members, seven gunners and 15 RAF personnel who spent the night in lifeboats or rafts or clinging to floating debris, were rescued the following morning surviving by the naval trawlers HMS Arran (Lt W.G.N. Aplin) and the whaler HMS Southern Pride (Lt G.B. Angus) and landed at Takoradi on Christmas Day.
 |
| Dedication of memorial to the victims of the Dumana sinking. Credit: Biggleswade Chronicle, 1 June 1945. |
Six unidentified bodies were washed up on the beach in Sassandra, Côte d'Ivoire, and are buried in Commonwealth War Grave Commission plot in the Municipal Cemetery of Sassandra. A memorial stone was erected by the Free French in Sassandra in a year after the sinking, and dedicated by Governor Latrille on 29 December 1944.
It was mentioned in Valiant Voyaging, the official record of BI in the Second World War, that Dumana's black ship's cat had lept overboard earlier on the day she was torpedoed, and that the storekeeper, was heard to say "I have seen it happen before, and I don't like it it, I really don't like it." True enough, Dumana's luck had finally deserted her.
 |
| Domala... The World's First Passenger Motor Ship. Credit: A. Duncan photograph. |
Built by Barclay, Curle & Co., Whiteinch, Glasgow. Yard nos. 579 (Magvana/Domala) & 593 (Dumana)
Gross tonnage 8,441 (Domala)
8,428 (Dumana)
Length: (o.a.) 464 ft ft.
(b.p.) 450 ft.
Beam: 58.3 ft.
Machinery: twin 8-cylinder North British diesels, 4,000 bhp, twin screws
Speed: 12.5 knots service
13.6 knots trials (Domala) 13.56 knots trials (Dumana)
Passengers 60/83 First Class 71/41 Second Class (Domala as built)
60/83 First Class 77/47 Second Class (Dumana as built)
111 Cabin Class (post-1928)
140 Cabin Class post-1934)
Officers & Crew 140
B.I., The British India Steam Navigation Company Limited, W.A. Laxon and F.W. Perry, 1994
Merchant Fleets, no. 11 British India S.N. Co., Duncan Haws, 1987
Sea Safari, Peter C. Kohler, 1994
The Royal Air Force Medical Services: Volume 2 Commands, S.C. Rexford-Welch, 1955
The Royal Air Force Medical Services: Volume 3 Campaigns, S.C. Rexford-Welch, 1958
Valiant Voyaging, Hilary St. George Saunders, 1948
Voyages and Fragments, A.E. Baber, 1985
Marine Engineering/Log
Marine Engineer & Naval Architect
Marine Engineering & Shipping Age
Motorship
Sea Breezes
Shipbuilding & Shipping Record
The Blue Peter
British Marine Industry and the Diesel Engine, Denis Griffiths (on line article)
https://www.cnrs-scrn.org/northern_mariner/vol07/tnm_7_3_11-40.pdf
Civil & Military Gazette
Birmingham Mail
Daily News
Daily Times
Des Moines Tribune
Dundee Evening Telegraph
Glasgow Herald
Hampshire Advertiser
Illustrated London News
Liverpool Journal of Commerce
The Children's Newspaper
Sheffield Daily Telegraph
The Sphere
South Yorkshire Times
Pall Mall Gazette
Port Glasgow Express
Western Daily News
Western Daily Press
Western Morning News
https://www.clydeships.co.uk/
http://www.convoyweb.org.uk/
https://hec.lrfoundation.org.uk/
https://historicengland.org.uk/
https://www.mediastorehouse.co.uk/
https://www.nationalarchives.gov.uk/
https://www.reddit.com/r/OceanLinerArchitect/
https://www.shipsnostalgia.com/
Additions/Corrections/Contributions welcomed
contact the author at posted_at_sea@hotmail.com
© Peter C. Kohler
