The Leyland company is and has been one of the most important of all commercial interests to Boston. Its big steamers carry more merchandise from this port than those of any other line the bulk of it being through freight from the west. The company has shown the most progressive spirit in the building of steamships. The latest acquisitions, the Winifredian and Devonian, have a capacity of 10,000 tons dead weight and 16,000 tons by measurement.
The Boston Globe, 30 April 1901.
The Winifredian will be withdrawn upon reaching Liverpool and will be taken out of commission. The record of the old liner is unparalleled. In her 29 years she has carried thousands of passengers and never had a serious accident.
The Boston Globe, 6 October 1928.
Some of their captains were legendary and the company that operated them included some of the greatest names in shipping and finance: John Bibby, Frederick Leyland, Christopher Furness, John Ellerman, J.P. Morgan and P.A.S. Franklin. These were true "Boston Boats," the most successful of all liners based on The Hub, reminding of the heyday of what was long America's second busiest port and Leyland Line's distinctive pink funnel was as common in Massachusetts Bay as it was on the Mersey, true to the firm's motto "From New England to Old England."
This then, is the story of two of the most successful pair of passenger-cargo ships that you have never heard of, 125 years after their introduction:
s.s. WINIFREDIAN (1899-1929)
s.s. DEVONIAN (1900-1917)
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| s.s. Winifredian (1899-1929). Credit: eBay auction photo. |
In the quite numerous modern, or fairly modern books and articles on North Atlantic passenger shipping the emphasis is laid so heavily on the 'great' liner companies (White Star, Cunard, Hamburg-American and N.D.L., French Line, C.P.R.) and their ships, to the near exclusion of all others, that the general public might well come to the conclusion that the ships of these lines are the only ones worth talking about.
This is, of course, a great pity, for there were numerous smaller companies engaged in North Atlantic passenger services operating large numbers of fine ships, many of them of great interest. To mention only a few, there were the Dominion Line, Atlantic Transport, Anchor, Red Star and Fabre among the larger concerns and of the less well known, Furness, Thomson, Donaldson, and the Scadinavian lines. And, of course, there was the Leyland Line, which came into being in 1873.
J.H. Isherwood, Sea Breezes, August 1983.
In the unbalanced bibliography of British steamship companies, many once household names and companies of contemporary importance, influence and inspired success have sadly been absent. Certainly among these is "The Leyland Line" (1876-1935) whose corporate name, like so many companies, was less evocatively named but even more personalised as Frederick Leyland & Company. In an industry once defined by strong, dominant personalities rather than the board room banalities of today, British shipping had few shipowners of more determined will, bordering on arrogance, than Frederick Richard Leyland (1831-1892) who apprenticed, at age 14, with the old established Liverpool shipping firm of John Bibby & Sons, dating to 1807.
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| Frederick Richard Leyland. Credit: The Walker Art Gallery. |
Bibby's main area of operation was from England to the Mediterranean, part of the pre-Suez Canal imperial chain of communication to India, half ship, half overland, that was disrupted by the completion of the direct waterway. The young Leyland, who rose quickly within the firm as its accoutant and then as a junior partner, saw greater prospects in the post-American Civil War trans-Atlantic trade and with astonishing bravado managed to early retire his boss and take over the company which was restyled as Frederick Leyland & Co. on 1 January 1873. It was said that Leyland sent Mr. Bibby the old brass name plate from the premises, having replaced it with his own. And, of course, it should be remembered that the "ready to retire," James Bibby with his new nephews, would start up a new Bibby Steamship Co. in 1889, centered on the Burma trade, that still exists to this day as a company, long after Leyland Line was gone and forgotten.
For too many years Boston depended upon the fact that her harbor was 200 miles or so nearer Liverpool than was New York. One or two feeble attempts were made here to start steamship lines of our own, but which proved abject failures. Our port is not an unattractive one to English ship owners, however, as the fact that a commerce of some $190,000,000 per annum now passes Boston Light, nearly all of which is due to English steamship owners, so far as transportation across the Atlantic Ocean is concerned.
Snow's Pathfinder Railway Guide, December 1900.
Leyland inherited a fleet of some 20 steamers, still kept the Mediterranean trade but achieved, too, his ambitions to enter the North Atlantic trade and settled on a neglected aspect of it: that to Boston. The fortunes of Leyland Line thus was welded to those of Boston as a trans-Atlantic port and whilst Cunard had made it their original American terminus, they had by 1868 turned their attention to New York. Boston's development as a port hinged on the railroads linking it to the west and Canada and in 1870 the Boston & Albany and the New York Central lured Cunard back with promises of their share of all-important grain trade which, with lumber, apples and cattle, formed the core export trade from the port. Whereas in 1869, there had been no direct steamship services from Boston to England, by 1880 there were 200 departures to Liverpool alone. The Port of Boston was second only to New York in the value of its trade and Leyland Line were largely instrumental in its revival, with 44 sailings for Liverpool in 1904 alone and dominating the cattle and grain trade.
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| Boston Harbor c. 1900 showing dominance by its principal railroads: Boston & Maine (red) centered on Charlestown and Boston & Albany (light blue) in East Boston with the Leyland Line pier (from 1895) at the centre bottom. |
The steamship Istrian, of the Leyland Line, which is appointed to sail from Boston next Saturday for Liverpool, will take out 278 head of live cattle, shipping by Mr. William Colwell, a prominent dealer of Brighton. The cattle will be stored in the between decks, and special care will be taken in their transportation to insure a safe passage in good condition.
The Boston Globe, 29 March 1877.
From the onset, the live cattle trade figured prominently in Leyland's Boston trade. What was, by nature, a cruel traffic in which 800-1,000 cattle were packed in small confines and sent across the Atlantic only to be slaughtered within 10 days of arrival at Liverpool (actually at Birkenhead) was rife with horrors and abuse and subject to expose and calls for reform by Samuel Plimsol in the mid 1870s. Leyland was vociferously opposed to his blanket accusations (which, in fairness. were directed more against the casual cattle carrying tramps from New York) and claimed that the legitimate carriers of cattle did so efficiently and humanely with very little mortality en route (the actual figures c, 1895 being a loss of 0.62 per cent for cattle and 2.6 per cent for sheep overall but from Boston, further reduced by one-quarter and one-half respectively) and, if anything proved his point, through the carriage of cattle by Leyland into the mid 1920s as the last of the major lines running cattle boats from the United States. The company also carried sheep (eastbound), breeding stock in both directions and valuable horse stock.
Eventually famous for helping proving the profit potential of the yard's later developed "Big Ship" design, it was a trio of the traditional "long and lean" merchantmen, the ex Bibby Line Harland & Wolff-built Iberian, Istrian and Illyrian (1867/2,890 grt) whose dimensions of 390 ft. x 37 ft gave them a 10.5:1 length to beam ratio (!), which opened Leyland's new Liverpool to Boston service with the arrival at Boston on 5 April 1876 of Istrian after a 11-day passage. With her 278 head of cattle, Istrian also took out 60,000 bushels of grain and 500 tons of provisions, mainly the tinned goods that became a Boston staple export. In 1877, Leyland Line transported 2,928 head of cattle, 914,752 bushels of corn, 543,919 bushels of wheat, 28,427 bales of cotton, 13,102 barrels of apples and 44,943 boxes of bacon. In September, the steamers Bulgarian, Bavarian and Bohemian were added and the service became weekly.
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| Leyland's Venetian (above) and Virginian of 1882 were the first to have passenger accommodation but it was less than a dozen berths and it would not be until 1896 that the company would really enter the passenger market. Venetian would be lost before that, stranded soon after leaving Boston in March 1895. Credit: Mariners' Museum. |
Leyland had combined cattle and cargo and would, in 1882, introduce cabins for passengers with Virginian (1882/4,081 grt) and Venetian (1882/4,136 grt), which had First Class berths for what is sometimes referred to as many as 40 passengers, but contemporary accounts of them when introduced state the number at only eight. Given the paucity of advertising of the route for passengers, the number of berths was doubtless under 12 and the passenger trade a minor sideline.
Leyland, described by Richard Woodman in his superb A History of the British Merchant Navy, Volume Four as "… something of an auto-didact, a man with a formidable intellect who became a linguist, musician and a magnificent patron of the arts," kept an index card file on his desk for every ship in the fleet that was updated daily with its position and cargo availability. But his energies seemed increasingly expended on artistic endeavours including his famous squabbling with James Whistler over the creation of the famous Peacock Room, the dining room of his house, now preserved at the Freer Gallery in Washington, D.C., and by 1888 had ceded daily management of Leyland Line to his son, Frederick Dawson Leyland who lacked his shipping acumen and his relentless drive. When his father died quite suddenly, aged only 60, on 4 January 1892, the company was rather at sea in terms of long term management.
The Age of Steam and the explosion in trans-Atlantic commerce between an astonishingly expansionist America and a Britain at the peak of its late Victorian Era made shipping a big business which, like others, was caught up in a capitalist frenzy of ambition, avarice and acquisition. In some respects, it was accomplished with such vigour and confidence as to seem impervious to the vagaries of trade, freight rates and the state of free trade.
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| John Reeves Ellerman (1862-1933). Credit: The Ellerman Foundation. |
Remarkably and in recognition of its rapid success and potential, Leyland Line attracted the attention of two of progenitors of the Shipping Magnate: shipowner, shipyard owner and steel industrialist Christopher Furness (1912-1940) and financier John Reeves Ellerman (1862-1933), who in November 1892, with London financier Henry O'Hagen, bought out the company and created a new Frederick Leyland & Company with a capital of £800,000. Walter Glyn, one of that generation of gifted shipping managers, was made managing director. It's worth noting at that John Ellerman was but age 30 at the time and this was his first foray into shipping, in which he made a mercurial debut.
Furness was made Chairman but already his attentions were more focused on shipbuilding and steel and Ellerman eased him out and assumed the role and set Leylands on one of the fastest ascents to profit and market dominance in the history of shipping. Before the turn of the century, 20 new ships were added, seizing on the new "Big Ship" design of Harland & Wolff and entered the passenger trade in a meaningful if still limited way.
With the involvement of Furness and Ellerman, the corporate history of Leyland Line assumes the labyrinthine qualities of all their endeavours. In 1896, the remarkably ponderously named Wilson's & Furness-Leyland Line Ltd. was founded to operate the existing Wilson-Hill Line London to New York service and the Leyland Line's recently begun London-Boston route, but other than cause endless confusion, there was minimal interchange of ships and the Leyland Line between Liverpool and Boston remained completely separate in management, fleet and identity, Leyland Line retaining the distinctive salmon pink funnels colours and the unique plain red houseflag of the old Bibby Line.
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| Poster print of Victorian, Armenian and Cestrian; the stay sails were employed more to steady the vessels for the cattle in certain sea and weather conditions than as propulsion. Credit: The Eldredge Collection, Mariners' Museum. |
Boston will have the largest freight steamers afloat when the new steamers of the Leyland line are finished. They will have a carrying capacity of 16,000 tons each. Their English owners' were at first afraid there was not water enough in the harbor to float them up to the East Boston docks, and in consequence more than one conference was held with the Boston Pilot Commissioners, who were finally able to arrange the matters with the tides satisfactorily.
Boston Evening Transcript, 22 October 1894.
The Ellerman Touch was most reflected in what were the three most important ships Leyland Line ever commissioned in terms of their not only far greater size, but capability, combining cargo, cattle and passenger cabins. In June 1894 Leyland Line placed orders with Harland & Wolff for three 5,000-ton (net) steamers which would be, by far, the largest ships trading to Boston and require expanded facilities to accommodate them. That October, Leyland moved their Boston terminal from Hoosac Piers, Charlestown, to the former Warren Line dock at the Boston & Albany Grand Junction facility in East Boston and thereafter always associated with that neighbourhood of Boston and corner of the port.
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| Cestrian, last of the Leyland's Big Three, at the fitting out basin, Harland & Wolff. Credit: National Museums NI. |
Victorian, Armenian and Cestrian were early exemplars of Harland & Wolff's Big Ship design and with principal dimensions of 528 ft. (overall), beam of 59.2 ft. and a 28-ft. loaded draught and tonnages of 8,823 (gross), 5,753 (nett) and a massive deadweight tonnage in excess of 12,000, these were exceeded in size only by White Star's Georgic among cargo ships of the time. Their length to beam ratio was an extraordinary 8:67. Powered by single-screw triple-expansion engines of 4,500 ihp, with two double-ended and two single-ended boilers working at 190 psi, they had a 14-knot service speed. Size and capacity notwithstanding, they were graceful, even elegant looking ships with their classic four-masted, single funnel H&W Big Ship profiles. Boasting new improvements in cattle carriage, each could carry as many as 650 head.
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| Credit: The Boston Globe, 18 September 1895. |
Departing Liverpool on at noon on 8 September 1895, Victorian (Capt. Frederick Shepard) arrived to a enormous reception at Boston on her maiden arrival on the 18th, landing 13 passengers. The Port of Boston had, all its own, the second largest cargo ship in the world, and looked forward to the arrival of her two sisters. The Boston Post reported that that "she is not expected to carry to passengers to any great extent," and was said to have accommodation for 15.
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| Credit: Boston Post, 29 September 1895. |
Victorian's epic capacity was shown on her first sailing from Boston on 6 December 1895 when she took away 5,954 bales of cotton, 82,873 bushels of wheat, 37,027 bushels of corn, 19,483 sacks of flour, 1,000 sacks of oatmeal, 2,396 boxes of bacon, 2,996 pails of lard, 1,200 half-barrels of lard, 1,604 barrels of apples, 622 head of cattle, 1,788 head of sheep, 2,362 quarters of fresh beef and 1,500 sacks of oil grease.
The second sister, launched as Indian on 25 July 1895, and renamed Armenian before completion, left Liverpool on 28 September under Capt. McCankey, arriving Boston on 9 October. Cestrian, launched at Belfast on 21 September 1895, completing the trio, began her maiden voyage from the Mersey on 11 March 1896, commanded by Capt. A.V.W. Trant.
The decision of the Leyland Line management to carry a limited number of first-cabin passengers on board their new and immense steamers, which they have just placed in the Boston service, marks an epoch in the trans-Atlantic passengers business from this port. The three new steamers, the Armenian, Cestrian and Victorian, are fine vessels of nine thousand tons burthen, and are the largest sailing from Boston. The next steamer carrying passengers will be Armenian, March 4, followed by the Victorian, March 18, and the Cestrian, March 25. The rates are moderate and the rooms are large and roomy, all on the top deck, thus insuring the best of ventilation.
Boston Evening Transcript, 19 February 1896.
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| First Leyland Line passenger service adverstisement. Credit: Boston Evening Transcript, 29 February 1896 |
Passenger carrying began in earnest only in March 1896 when all three ships were in service. At the same time, Cunard put Servia on the Boston run for a few trips and early 1896 saw the beginnings of a revival of the Boston trans-Atlantic passenger trade. The Boston Globe (25 February 1896) observed that "It is believed by those best able to judge that line of seven or eight day boats, carrying from 100 to 150 passengers, and freight, would pay. The Leyland managers are evidently going to the try the matter in a cautious manner…"
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| Credit: Boston Evening Transcript, 7 April 1896. |
There has been opened a new passenger service from this port to Liverpool, direct, through the medium of the new freight steamers of the Leyland Line, the Victorian, the Armenian and the Cestrian. All these are fitted to carry a small number of cabin passengers, not more than twenty or twenty-two, and investigation shows that one may travel quite as comfortably on hoard these boats as in those of other lines longer in the service. The vessels are built particularly for freight service, and, with the exception of the Georgic, a freighter of the White Star Line, there are no boats coming to this country that are equal in carrying capacity to the three new ones which are just beginning their career. The boats make excellent time in the passage across, usually occupying about eight and a half to nine days, and their immense proportions prevent largely the rolling ordinarily met with on shipboard.
The popularity of this means of reachimg the other side is already assured from the fact that at this time all the accommodations have been engaged for June and July, and many intending passengers have been disappointed in the matter of securing a berth for the early summer sailings. This is the first season that the company has catered at all to the wants of cabin passengers. It is already evident that the line will be patronized by some of the best class of travellers. Many of those who have engaged rooms are people who have crossed a number of times in ships of other lines, and nearly all have secured return passage. Today should see the arrival of the Lancastrian. The regular calling day is Wednesday of each week, and the Armenian leaves this port tomorrow at an early hour.
Boston Evening Transcript, 7 April 1896.
The addition of Victorian, Armenian and Cestrian could not have been better timed as the Boston trade, especially cattle and grain, burgeoned in 1896 and Leylands fledgling passenger business, too, prospered. That year, 161,008 head of cattle and 124,185 of sheep were shipped from Boston whereas in 1877, only 1,566 head of cattle were exported. Boston far exceeded New York in this trade. The cargo trade, too, was booming especially in wool and cotton (Leyland were dispatching average cargoes of 3,000-4,000 tons a week from Boston) and Leyland Line secured a valuable contract with Swift & Co. to ship all of their live cattle at 37 s. 6 d. a head. With their huge capacity often completely booked, the Leyland boats reaped enormous profits. Strong demand for the line's new passenger service in the 1896-97 season, prompted increasing the cabin capacity of the Victorian trio to the oft-cited 60 berths by a new deck house forward on Bridge Deck.
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| Credit: Harvard Graduates Magazine, June 1897. |
LEYLAND LINE RESULTS. THE report of Frederick Leyland and Co., Limited, for the year ended 31st December, 1896, is of almost a sensational character. The success of this firm's operations have resulted in a profit on the business, after deduction of expenses, including the cost of management, of no less than £176,738—equal to about 24 per cent, on its paid-up capital. This result is something more than the result of a spurt in the business caused by the heavy movements of American produce last season.
If the proof of the pudding is in the eating, then the experience of the results achieved by Mr. Walter Glynn, the managing director, and the manager, Mr. M. Martin, shows a business acumen which is one of the most pleasing records amongst the many depressing results of shipping business. The general policy of the company in providing large cargo-boats with all the most modern improvements and requirements of the North Atlantic trade is thus amply justified, and on looking back the remembrance of a natural anxiety of the management at the inception of a new and bold departure must add to the pleasure in the profitable justification of the policy.
No less admirable is the internal working of the office on keen businesslike lines. With a singleness of aim which has become a characteristic of the line all fancy strokes in management are avoided, and the business rests on a carefully-thought-out general policy and on a familiar grasp of the details of the business, which is sufficient to avoid too much attention being occupied by the management in petty particulars. Thus the management does not believe in victualling its own ships. It prefers to put it out to contract, and is content with cutting the contract as finely as effective supplies will permit.
The building-programme, comprises two huge boats of 9,400 tons for the Boston trade, and two smaller ones of about one-third of the size, so that the company is, to use a sporting phrase, 'having a hit on each way.'
Liverpool Shipping Telegraph and Daily Commercial Advertiser, 29 April 1897.
Frederick Leyland & Co. have placed with Harland & Wolff Limited of Belfast an order for two large cargo steamers of about 9,400 tons each, to be fitted with some passenger accommodation. These steamers are to be delivered during 1898 and 1899, and are intended for the Liverpool-Boston service.
The Boston Globe, 21 April 1897.
In announcing the outstanding annual results for 1896, it was an auspicious time for Leyland Line to place an order with Harland & Wolff, "for the construction of two mammoth steamers for their Liverpool-Boston service, to exceed in tonnage and length the Cestrian, Armenian and Victorian." But not an auspicious time to try and construct them and on 5 December 1897 the Boston Globe reported that owing to the engineers' strike in Britain (which began in July), "serious delays to vessels already under construction," had ensued. It added that "The work on these vessels has been delayed owing to the strike, and although their keels were stretched some little time ago, until recently there has been very little work done on them. The new steamers will be nearly 10,000 tons gross and will be fitted with accommodations for 100 first-class passengers, no steerage or intermediate being carried. The first of the pair is expected to be ready for service next September, while the other will not be turned over to the steamship company until the later part of next year." The contract had called for first ship to be completed by December 1898 and this was quickly forgotten.
The first ship, yard no. 324, was laid down on no. 5 slipway of the South Yard, Queen's Island, in summer 1896.
Meanwhile, the need for the new ships was readily apparent in booming business for Leyland which recorded profits of £122,459 in 1896, £163,047 in 1897 and £170,499 in 1898.
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| Artist rendering of the new Leyland Line ships. Credit: Illustrated London News, 22 September 1900. |
The Boston Globe reported on 23 January 1899 that "the first of the two new steamships now building at the shipyards of Harland & Wolff, Belfast, Ire, for the Leyland Line service between Liverpool and this port, will not be ready for commission before June, although it was confidently expected that she would be make her first voyage from here early in March. The delay in turning the vessels out is due to the immense amount of work now in progress at the Belfast yard." It was also stated that the first of the ships would be named Winifredian and it was anticipated she would be probably be commanded by Capt. Thomas, of Cestrian. No name had been picked for the second vessel which was anticipated not be ready until August. The new ship would be 40 ft. longer and 18 inches deeper draught than Victorian-class.
Reporting on the launching of Winifredian at the south end of Queen's Island the morning of 11 March 1899, the Northern Whig said, "More than ordinary interest was manifested in the event by the fact that the vessel was to be christened by Miss Martin, daughter of the General Manager of the Line, a ceremony which is not often witnessed at the Queen's Island. Miss Martin gracefully performed the ceremony of christening the huge vessel, which took the water in the most approved fashion."
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| The launch of Winifredian, unlike that of her sister, was well photographed. Here she is ready for launching on no. 5 slipway, South Yard, Queen's Island. Credit: National Museums NI. |
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| Winifredian roars down the slipway on 11 March 1899. Credit: National Museums NI. |
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| Dramatic close-up of the hull clearing the shipway. Credit: National Museums NI. |
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| Afloat for the first time and showing her tremendously long fore deck. Credit: National Museums NI. |
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| Winifredian alongside the fitting-out basin in Abercorn basin after her launch. Credit: National Museums NI. |
Built on the same no. 5 slipway as her sister, yard no. 331 (Devonian), was laid down shortly after Winifredian was launched.
Fitting out of Winifredian took longer than anticipated owing the sheer volume of work Harland & Wolff had, occasioning The Marine Engineer, 1 June 1899, to report: "The new s.s. Winifredian still lies in Abercorn Basin, and there seems to be a great scarcity of men to carry out the required on her. As already mentioned, Messrs. Harland & Wolff, Limited, who have all these repairs on hand, find it very difficult to procure sufficient men for their requirements, although at present time they have in their employment upwards of 9,000 men; but certainly, unless more progress is made with the new work in hand, the output at end of year will be curtailed very much." The same issue reported that Leyland Line had issued about £200,000 of debentures to pay for their exceptional fleet expansion, having at that time a fleet of 28 vessels with five new ships, totalling 40,000 tons, including Winifredian, to be added.
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| Credit: The Boston Globe. |
In anticipation of the new ship's completion, it was announced on 3 June 1899 that Philadelphian would be replaced on the Boston service by Winifredian and would, instead, operate on the Montreal run. On the 7th, the first advertisements appeared in the Boston papers for the ship's initial sailings from Liverpool: 22 July, 26 August and 30 September and from Boston, 9 August and 13 September.
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| Credit: Boston Evening Transcript, 7 July 1899. |
On the morning of 8 July 1899 what would prove one of the yard's most successful ships, began her career as Winifredian (Capt. G.W. Muir), leaving Harland & Wolff and proceeding down the Lough.
Typical for Belfast-built liners, Mersey-based, Winifredian's delivery voyage from the builders served, too, as her official trials. After adjusting compasses, she headed out into Belfast Lough on 8 July 1899, and had an official "party of gentlemen" aboard for the trip, including Messrs. M. Martin, J. A. Muir, Neville Evans (S.E.), F. A. I Reid, W.J. Pratten, Jr.; A.M. Carlisle, A. G. Dobell, W. W. Wilson. M. E. Cournyeat, F. Derbyshire, J. B. Light, J. Dickinson, F. Townley, J. P. Davies, W. Lowndes, A. C. Cregeen, and A. Smith, Dr. Cregeen, and Capt.C. Graham.
The great ship's movements were characterized by the utmost smoothness, and the ship apparently left the builders' hands complete in every detail. Captain Muir, who commands the new vessel, was enthusiatic in praise of her manoeuvering qualities, whilst the guests had equal cause to appreciate the comfortable accommodation and excellent cuisine on board. The cook is a master in the art of wholesome and delicate concoctions, and so the hospitality was thoroughly enjoyed, even the weather being of the best.
Liverpool Shipping Telegraph and Daily Commercial Advertiser, 10 July 1899.
At dinner the toast of 'Success to the ship, her owners, and builders,' was proposed, and Mr. Martin, in responding, said it gave him great pleasure to be able to occupy the position he did there representing Messrs. Frederick Leyland and Co., while regretting the absence of Mr. Walter Glynn. He felt proud of the Winifredian, and was quite satisfied that in her they had a most excellent ship in hull, machinery, and passenger accommodation. He wished to state that the excellent result obtained in that ship was due to their desires being placed in the hands of the great Belfast shipbuilders, who produced just what they required. This ship was designed entirely by their own staff, no assistance having been called in from outside, and he wished to record his appreciation of the invaluable services of Captain Fry, their marine superintendent, than whom no more consciencious man, in his opinion, worked in the interest of any shipowner or company; and also of Mr. Evans, their engineer superintendent. In fact every person in the concern worked together for the good of the company, and it was due to the unanimous efforts of each and all that they were in such a good position to-day. He thought no shipping firm had a better staff than Messrs. Frederick Leyland, and he trusted the spirit that had actuated them in the past, and was now operating, would ever continue. Then they could view the future with confidence. They had every confidence in their people, and had found them fully worthy of it.
Liverpool Journal of Commerce, 10 July 1899.
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| Winifredian completed and ready for her trials and delivery voyage, lying in the Abercorn Basin, July 1899. Credit: National Museums NI. |
She is the fourth of the immense type of vessel now turned out by the Belfast yard for the same firm, the first of which was the Victorian, followed afterwards by the Armenian, and later by the Cestrian, these boats having proved themselves wonderfully satisfactory dividend earners. This was the result that was confidently prognosticated by the Journal of Commerce upon the arrival of the first, although a considerable amount of scepticism prevailed in leading shipping circles at the time, the assumed difficulties consequent upon the sailing of such immense cargo terriers being far greater than a peep into the future seemed to warrant, and than actual experience has in any degree justified. The experiment has been made, and has been eminently satisfactory, therefore it is with even greater confidence that the later and larger types of steamer now introduced as an improvement upon the others can be ushered into the service by the minority whose opinions favoured the previous departure
Liverpool Journal of Commerce, 10 July 1899.
In design she followed the lines which Harland and Wolff had made so popular, a full-bodied hull with a single funnel and four masts, a comfortable 15 knots speed, and stowage for a large quantity of cargo in addition to excellent passenger accommodation on a moderate scale… On this service her unusual steadiness, big public rooms, ample deck space made her very popular.
Liverpool Journal of Commerce, 19 April 1929.
One of Harland & Wolff's most successful concepts, one that would redefine naval architecture and create a whole new class of cargo, cattle and passenger carrying ship combining enormous capacity and moderate speed was "The Big Ship." This was part introduced with Leyland's Victorian-class of 1895 and taken to a new level the following year by HAPAG's Pennsylvania, launched at Belfast on 10 September 1896. This huge 559-ft. by 62-ft. vessel had a 9:01 length to beam ratio, and instead of cattle space, combined enormous immigrant accommodation for 2,382 in addition to 162 First and 197 Second Class. As importantly, huge operating economy was achieved by twin-screw quadruple-expansion machinery, the first such in a H&W-built ship, giving a modest 14-knot service speed. She was followed by White Star's 13,096-grt Cymric in 1898 which combined saloon and steerage accommodation as well as cattle and cargo.
Now, building on the great success of the Victorian-class, Leyland specified a larger but slightly leaner and longer variant that would expand on the passenger accommodation but still for one-class, retain the single-screw machinery and offer an even greater cargo capacity.
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| Winifredian outbound from Boston, 13 October 1899 showing the perfect proportions that defined the Belfast-Built liner at the turn of the century. Credit: N.L. Stebbins photograph, historicnewengland.org |
Winifredian and Devonian were designed by Leyland's own staff, principally Captain Fry (Marine Superintendent) and Mr. Neville Evans, Superintendent Engineer), and in overall charge of their constructon was Harland & Wolff's Alexander Carlisle. They designed and Belfast shipwrights built two of the most successful and one of the longest lasting of all British trans-Atlantic liners. Few ships can match Winifredian's faithful and flawless record of service on the same route, year in and year out, outside of wartime duties and she was truly a ship for the ages, and, as events proved, closed out Leyland's service.
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| Devonian in the Mersey, 10 July 1913. Credit: www.searlecanada.org |
The Winifredian, in addition to being a most excellent and modern cargo carrier, combines that most important function with that of the passenger ship, without sacrificing in any appreciable manner her capacity as a freight earner, for all the accommodation, extensive, and excellent as it is, is contained in superstructures situated above the shelter deck.
In appearance the vessel is very imposing, owing to her immense size, though no idea of clumsiness or neglect of the proportional element is manifested. She is fitted with four pole masts and one well-proportioned funnel, and amidships, where all the passenger and officers' accommodation is placed, there is not the slightest ungainliness, the position arid proportions of the bridge house and superstructures being generally excellent.
The Liverpool Journal of Commerce, 10 July 1899.
Built by the builders in their best and (as they proudly claim) their only style. The Winifredian is a handsome model, and is so well proportioned as baldly to look her size until compared with another vessel when her vast proportions are realized.
Liverpool Shipping Telegraph and Daily Commercial Telegraph, 10 July 1899.
Although building on the success of Leyland's first passenger carrying ships, Victorian, Armenian and Cestrian, the new pair were entirely on a different level in their scale, dimensions and accommodation, both in capacity and quality. Winifredian and Devonian and Atlantic Transport Line's Minneapolis (1900/13,448 grt) and Minnehaha (1900/13,443 grt) elevated Harland & Wolff's Big Ship concept to a growing share of the expanding North Atlantic passenger trade and made the "cattle boat" no less worthy a part of the Atlantic Ferry. Introducing a doubtless heyday for Leyland Line, Winifredian and Devonian, too, were products of a shipbuilding firm's true Golden Age.
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| Credit: The Sphere, 22 September 1900. |
She was a good-looking ship with the appearance of great length, having four-raked masts and a single funnel.
J.H. Isherwood, Sea Breezes, January 1964.
Few designs conspired to perform more roles and Winifredian and Devonian showed to advantage they could do so with grace of line, harmony of elements, blending imposing bulk with pleasing proportions. Few ships gave less trouble to her owners than did Winifredian over her splendid three decades, a tribute to her in house design and specification and the qualities that "Belfast Built" represented in endurance and reliability.
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| Credit: The Sphere, 22 September 1900. |
Exemplars of Harland Wolff's new "Big Ship" design philosophy, Winifredian and Devonian were surely that in dimensions having a length of 570 ft. (overall) and 522 ft. (b.p.), a beam of 59 feet and gross tonnage of 10,045. But their true size and earning capacity told the real story: a deadweight capacity of 12,890 tons and a displacement of 21,120 tons on a draught of 31ft. and freeboard of 9 ft. 9 ins. Other dimensions of note included 102 ft. from the surface of the fire bars to the top of the funnel; 73 ft. from the keel to the top of the flying bridge, and 64 ft. from the starting platform in the engine room to the top of the engine room skylight. With length to beam ratio of 8:84, these were big, strapping ships whose size and robust qualities were, as was the custom of the age, belied by their faultless, even graceful lines that owed nothing to the Atlantic greyhounds.
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| Credit: The Sphere, 22 September 1900. |
The hulls were subdivided by ten watertight bulkheads extending to the upper deck and there were eight holds. A complete double bottom, with a flat bottom, two deep ballast tanks, one on either side of the engine space, in no. 3 and 5 holds respectively, had a capacity of 4,384 tons of fresh water which was used to water the livestock. The arrangement of these cattle carriers was unique in being traditional three-island designs yet visually the Shelter Deck seemed flush decked from stem to stern, the wells being bulwarked to the top and fitted with large side loading doors and when embarking or landing cattle or cargo (which often involving hoisting the animals aboard in special slings), were opened at the tops from side to side, and otherwise decked over with hatch planks to form a flush deck atop and the side doors closed.
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| Cross section of Winifredian's hull. Credit Lloyd's Register Foundation. |
The most important passengers, the 890 head of cattle, enjoyed the full expanse of the Shelter Deck except for crew accommodation in the forecastle. This gave the animals, quartered in the latest type of cattle pens, the most light and air and for the poor sailors they were, the least motion. Leyland Line took the carriage of their most profitable cargo-- cattle-- and other livestock, very seriously and Frederick Leyland had made his reputation on it in his famous resistance to the claims of Samuel Plimsoll as to the inhumane nature of the trade as a whole and in the conditions of carriage at sea. Here, Winifredian and Devonian duplicated the new, improved arrangements introduced by the Victorian-class in 1895:
The Victorian is designed largely to carry live cattle, and the decks are planned for the dumb animals, and show the same amount of careful though. These decks, where the cattle will stand, are covered with a tight floor of cement, roughened on top, so as to afford foothold in case of storm. To render this more secure for cattle, two parallel rows of joist are sunk into the cement where the fore feet of the animals will stand, and two more for the hind feet. These rows are connected by short cross pieces, so that even in a storm the animals can keep their footing. The boat is wide enough so that the larger part of her length she can accommodate six rows of cattle.
Boston Post, 19 September 1895.
Below the Shelter Deck were the Main, 'Tween and Orlops Decks. "For the conveyance of dead meat, and or, dairy produce," six refrigerated compartments augmented the ships' cargo capacity, two of which were reserved for on board provisions, "by which means the passengers have a continuous supply of the very freshest of victuals." (Liverpool Journal of Commerce). Her reefer compartments had a capacity of 12,000 quarters of meat.
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| Half model of Winifredian. Credit: National Museums NI. |
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| Half model of Winifredian in the Harland & Wolff model shop. Credit: National Museums NI. |
It was widely reported that, if needed, Winifredian could carry enough coal to enable her to steam around the world without refueling and "she could carry 1,000 horses, 1,000 troops, and 4,000 tons of stores."
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| Fore deck of Winifredian: immediately in the foreground is the forward well deck planked over as it would be at sea which had large side opening doors as well. Note the flying bridge over the wheelhouse. Credit: National Museums NI. |
In a modern ship of the Winifredian's dimensions mention need not he made of the enormous dimensions of the holds, and the facility with which cargo can be handled and stowed in the capacious compartments, holds, and 'tweet decks, there being so much space, and that practically box shaped. But so much cannot be accepted in so far as regards the cargo gear provided for handling the goods with, such as hatchways, winches, derricks, and travelling gear generally. In this ship, however, the experience that has been acquired in the long and intelligent working of the other ships of the line has been made the most of, and all matters, great and small, which conspire to produce the very best results have had due consideration and been adopted. In this war, not only in this department, but as explained by Mr. Martin, everyone connected with the working of the ships of the fleet being in position to pass an opinion ot put forward a suggestion has been looked to for assistance, and these opinions and suggestions have been allotted their due significance. There are nine of the very best winches that can be produced placed in the most convenient places on the shade deck for working the various batches, besides an immense powerful steam winches have four drum and one barrel, so that single or double power can be utilised according to the natures of the goods worked. The single purchase fly drums have extended ends running with great rapidity. This fine display of deck machinery is from the famous Liverpool makers, Messrs. John H. Wilson and Co., a firm whose name throughout the world carries with it a guarantee that uniform excellence and thorough dependence upon the work can be alone produce. Naturally the ground tackle is massive, the cable being 2¾ inch chain, and the anchors the heaviest make of the patient stockless type. A very excellent feature is the attention to the matter of towing bits, mooring posts, and rail checks. These leave nothing to be desired, especially the great bits, of which there is a liberal supply, the posts having a diameter of about 22 inches. The steam steering gear is one of Messrs. Pirrie and Wilson's patent… this placed in the wheel house after on the shade deck, and is worked from the upper deck and the wheelhouse direct.
Liverpool Journal of Commerce.
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| Cargo Carriers Supreme: Winifredian and Devonian were just that and the above shows a not atypical freight taken out by Winifredian from Boston on 23 October 1907, totalling 7,300 tons (dw) and equal to 455 American sized railway freight waggons. Credit: Massachusett's Annual Reports, 1907. |
The propelling machinery is quite in keeping with the hull and fittings. It consists of a single triple-expansion engine of the ordinary inverted type. The dimensions of the cylinders are 35, 56 and 94 inches respectively, with a piston stroke of 5 feet 6 inches. A number of auxiliary engines are also provided, including patent feed filers, automatically controlled feed pumps, centrifugal circulating pumps, pulsometer tank, and or bilge pumps, cattle and sanitary service pumps, Hocking's distillers, capable of condensing 8,000 gallons of fresh water per 24 hours, evaporator with a capacity of 6,000 gallons per day, electric dynamo and engines, and engines for working Henderson's patent fire bars, which are fitted in the furnaces. The engines-room is roomy and excellently arranged, the starting platform being most commodious and exceptionally cleared of obstructions.
Liverpool Journal of Commerce
Steam was produced by two double-ended and two single-ended boilers working at 200 lbs. psi and had altogether 18 furnaces and a total grate surface of 13,368 sq. ft., the fireboxes being fitted with Henderson's rocking firebars and Gedde's patent furnace doors. The Liverpool Shipping Telegraph and Daily Commercial Advertiser pronounced that "the stokehold is unusually cool and well ventilated." Under normal circumstances, they could carry 1,120 tons of coal in their bunkers.
One of the hallmarks of Leyland Line was their firm resistance to adopting twin-screws, finding single-screw and triple-expansion quite sufficient for their needs. When introduced, Winifredian and Devonian could claim, and were heralded, as "the largest single-screw ships in the world," and in service, they never wanted for more. "As the Winifredian is a single-screw boat, is a naturally a very massive casting. It is provided with nine rings automatically served with water and oil, and it has a very large bearing surface. The tunnel shaft is an extremely long one, the crank and propellers shaft being 19½ inches diameter. The shafting is solid and mild steel. The propeller is a four-bladed and of manganese bronze." (Liverpool Journal of Commerce).
Altogether, their machinery installation produced 5,500 ihp, giving a 14-knot service which whilst hardly the stuff of records or the choice of travellers in a hurry, could be maintained in the often poor weather conditions encountered on their route. Generally, Liverpool was reached about nine days after clearing Boston.
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| Side elevation of Winifredian. LEFT CLICK for larger scan. Credit: Lloyds Register Foundation. |
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| Deck Plan of Winifredian & Devonian with apologies for the absymal quality. Credit: eBay auction photo. |
Large cargoes, combined with immense displacement and that modern innovation the bilge or fin keel contribute to the already established reputation for steadiness in all weathers which is the pride of the Leyland Line. On all these ships the passenger accommodations are limited as to number, passengers being carried strictly in first-class only; no second or third-class passengers being provided for, the entire wide expanse of the decks thus available makes a voyage on this route especially enjoyable.
Comfort is the prime consideration on the Leyland Line, and those who seek a new port for their outward voyage will turn to Boston the more readily because of the steady passage these powerful ships assure. The cuisine and service on the Leyland boats are fully equal to the best of the other lines; and the discipline maintained, as well as the careful attention to those details of ship-management which mean so much for the passengers' welfare, tend to increase annually the popularity already achieved. Moderate rates are in effect at all seasons.
As on all other Leyland Liners, the passenger accommodations on the Devonian and Winifredian-entirely isolated from the arrangements for cargo—are located upon the promenade and saloon decks, the choicest possible situation, where plenty of light and excellent ventilation make the rooms doubly attractive. The dining saloon is situated on the forward section of the amidship deck-house, and is most tastefully arranged and perfectly appointed. The delicacies of home and foreign markets are supplied, and the culinary departments have the careful, constant supervision of experienced chief stewards.
A pretty music-room and a luxurious smoking-room are among the apartments on the promenade deck, where social hours add pleasure to the voyage.
Facts for Travellers, IMM, 1908.
There was cargo and cattle, but passengers were an important part of the Leyland Line profit mix since its introduction in 1882, a decade before Atlantic Transport Line. They were the first North Atlantic line to introduce the concept of the "combi" ship, combining cargo/cattle carriage with one-class "saloon" accommodation of exemplary quality at Second Class fares, something achieved owing to their slower speed and cattle carriage under trans-Atlantic conference policy.
Moreover, the one-class accommodation offering solid, sensible quality at a good price was ideally suited to the Yankee sensibilities of the New England market. Indeed, Second Class was the best patronised out of Boston compared to New York. School teachers, college professors and students, clergy and middle class tourists and expat English "home visit" trade was the core Leyland passenger market and many were regulars, happy to eschew the cost and pretensions of the "big steamers" from Gotham and content to trade comfort and dignity for speed.
Winifredian and Devonian's passenger spaces along the lines of Cymric and equal or better to Second Class in the biggest steamers like Oceanic in terms of the finish, décor and the bill of fare. Leyland Line set a good table and the menus were more of a First Class caliber, and assumed greater importance given the leisurely crossing times. The chief appeal, however, was paying Second Class fares and enjoying true "run of the ship" privileges when Second Class travellers in the big steamers were confined aft.
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| A welcome feature (weather permitting, of course) was the expansive Boat Deck for passenger use. Credit: National Museums NI. |
The superstructure was well-proportioned, sufficiently so that it was more capacious than it appeared, and consisted of the Bridge Deck, 190 ft. in length, and a Boat Deck above of equal length. Unlike so many H&W Big Ship designs, there was no distinctive "island bridge," which improved the overall cohesive and neat appearance.
The Bridge Deck (referred to as the Saloon Deck on passenger plans) had the dining saloon forward with large windows on both sides and facing forward, passenger accommodation on the portside with galley and officer's accommodation the starboardside.
The Promenade Deck was arranged into two houses. That forward had "a number of very well comodious and well-furnished state-rooms… placed across the fore part of the saloon companionway..," the landing of the main staircase and the music room/library whilst the after house had passenger accommodation and the smoke room right aft.
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| Devonian Promenade Deck. Credit: Illustrated London News 22 September 1900. |
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| Winifredian Promenade Deck. Credit: National Museums NI. |
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| Late in her career, Winifredian's Promenade Deck, alongside at Boston, 11 July 1926. Credit: William B. Taylor photograph, Mariners' Museum. |
This was all decked over to give a very wide and walk-around covered promenade. The Boat Deck had a forward deckhouse with the captain's quarters and wheelhouse, chartroom and bridge.
It will certainly be the passenger's fault if they are not luxuriously comfortable.
As a cargo vessel the ship thus exhibits the best and most economical features, but it is her passenger accommodation which will attract the greater interest in view of its being the first of the great passenger boats building for the firm. The result must be considered a complete success for the 130 saloon passengers which the ship will accommodate will find themselved on a roomy vessel with large staterooms fitted with the last conveniences in comfort and luxury. Perhaps the first thing noticeable the perfection in ventilation. Thus the main saloon placed admidships on the bridge deck has portholes on three sides, and it extends the whole breadth of the vessel.
Liverpool Shipping Telegraph and Daily Commercial Advertiser, 10 July 1899.
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| Devonian Music Room, Credit: Illustrated London News 22 September 1900. |
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| Winifredian Drawing Room. Credit: National Museums NI. |
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| Music Room. Credit: IMM Facts for Travelers, 1908. |
The Music Room, described by the Liverpool Journal as Commerce as being "particularly comfortably as well as richly furnished. The panelling is in highly polished satinwood, maple and elm, delightfully relieved with carvings and an inlaid pattern. The furniture is of inlaid rosewood, and a handsome piano to match is placed in the centre of the room. The ceiling is in cream and gold pattern lyncrustra, and the upholstery is in rich flowered tapesty and velvet." The Liverpool Shipping Telegraph and Daily Commercial described the room as being "at once a boudoir, a music room and a library, handsomely panelled and inlaid, furnished with richly upholstered seats and lounges, and with a piano, fine bookcase, in Chipppendale pattern. It is lit from a skylight as well as from portholes, are double-windowed with sliding shutters in stained glass."
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| Devonian Smoke Room. Credit: Illustrated London News 22 September 1900. |
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| Winifredian Smoke Room. Credit: National Museums NI |
The Smoke Room was interestingly panelled in a fluted polished oak, imparting a simpler, more modern note than most shipboard "smokers" of the period and followed the introduced with Virginian, Armenian and Cestrian, with walnut furnishings upholstered in figured chocolate leather with solid inland indiarubber decking. The ceiling was in white and gold figured lyncrusta, and light and ventilation afforded by two doors, several windows "and a very handsome skylight."
The arrangement of the Promenade Deck public rooms found favour for all the right reasons with the correspondent of the Liverpool Shipping Telegraph and Daily Commercial Advertiser: "All these saloons are approachable under cover and the arrangements permit of the two sexes securing that complete segregation which is a considerable comfort on a voyage."
On the Saloon Deck, the galley on the starboard side abaft the Dining Saloon, was, according to The Liverpool Journal of Commerce, "worthy of note, as it measures 17 by 16 feet, and contains all the latest improvement for keeping and serving a large dinner and holding all the utensils necessary. The planning of all of the stewarding, galley, etc., are due to the company's superintending steward, Mr. A. Ingleby, whose inventive genius provided some of the special appliances. All of the utensils, heaters, boilers, etc., are by Messrs. H. Wilson, of Cornhill, Liverpool."
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| Dining Saloon. Credit: IMM Facts for Travelers, 1908. |
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| Winifredian Dining Saloon. Credit: National Museums NI. |
The Dining Room was exceptional in appointments and dimension, rivalling that in Cymric, and described in full by The Liverpool Journal of Commerce: "The saloon is entered by two doors, and is a spacious apartment, oblong in shape, extending from side to side of the ship, and containing nine tables, capable of seating over 100 passengers at a time. The panelling is very pretty in design, in oak, maple, satinwood, and the upholstery of richly patterned and harmoniously coloured rep. The pillars in the saloon are of carved oak, with walnut base. Light and ventilation are provided by means of large-size ports along three sides and by two very prett skylights as well as the two doors at the after end."
The Liverpool Shipping Telegraph and Daily Commercial Advertiser (10 July 1899) added: "the main saloon placed admidships on the bridge deck has portholes on three sides, and it extends the whole breadth of the vessel. Its spacious proportions display to full advantage the scheme of decoration, which may be stated as in amber, red. and gold. Pannelled in satinwood, with borders of darker teak, a very pleasing effect is secured. A dome in the ceiling is let from above, and when the electric lights are lit the apartment exhibits a warm and airy and airy effect."
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| Forward corner cabin on Promenade Deck. Credit: Illustrated London News, 22 September 1900. |
All the rooms are well fitted with comfortable and compact furniture, and the white enamel decorations display that perfect cleanliness which is so well secured by the able chief steward, Mr. Bridge, and his staff of thirty stewards and cooks.
Liverpool Shipping Telegraph and Daily Commercial Advertiser, 10 July 1899.
The accommodation, for 134 passengers, in berths and not utilising the sofa settees in each cabin, was excellent indeed, being at least comparable to that of Second Class in the latest giant liners like Oceanic.
There were six outside cabins forward on Promenade Deck and 11 outside cabins aft and on Saloon Deck, 14 outside and 11 inside ones. "These are all modernly furnished, spacious, and well ventilated.. The ladies and gentlemen's bath-rooms and lavatories are at the end of the passage and amidships. These are in white enamel, fitted throughout by Doulton slabs, basins, baths, etc., and tiled in white and black. Altogether the provision made for passeengers is very elaborate and most satisfactory." (Liverpool Journal of Commerce, 10 July 1899). "The gentlemen's lavatory has three magnificent baths fitted with hot and cold water arrangements, and the spacious apartment is fitted in Doulton ware, with the latest sanitary devices. The stewardesses' rooms are next to the ladies' lavatories, which have all possible convenience., even a lounge, and the greatest care has been taken to secure means for prompt attendance. " (Liverpool Shipping Telegraph and Daily Commercial Advertiser, 10 July 1899)
"The officers, engineers, and stewards are berthed in rooms along the starboard alleyway on the same deck. The crew's galley is forward, and is capable of turning out food sufficient for about 500 people. It is almost needless to say that the ship throughout is fitted with a complete system of electric bells and electric light installation. " (Liverpool Journal of Commerce, 10 July 1899).
One of the benefits of having a sizeable passenger profile of academics, school teachers and literary types was that many contributed in published word in books and articles their impressions of sailing aboard Winifredian and Devonian:
Recollections from Winifredian's 5 June 1907 Boston-Liverpool crossing:
If we starve it is not the ship's fault, either as to the number or the character of our meals. We have oranges in bed, breakfast at half-past eight, beef tea at eleven, lunch at one, tea at half-past four, dinner at seven, and supper, if anybody is equal to it, at ten. I am well pleased with the table; it is good without being elaborate. An English tart seems to be a pyramid of pastry on a base the size of a yeast-cake, resting like an island in a lake of sauce. We have orange marmalade at breakfast; that is an old favorite of mine and a good appetizer. The coffee is bad, Wilson says-but I drink weak tea, which is passable. If the ocean keeps on as now, no rougher than Sebago sometimes is, I shall be able to report further of the strange food of the Britishers-otherwise I may have to reserve my dietetic comments for terra firma.
While it was fair this morning I played shuffle-board on the upper deck, and, after being badly beaten, finally won a game. Mr. Hinckley and the doctor, who are both good players, had the worst luck that I have seen yet. They lost a game 106 to 12; all their efforts had only landed them worse off than when they started. This afternoon some are playing quoits. The rings are made of thick rope and are thrown over a wooden pin set in a block. They play this betweendecks on account of the rain. One lady went to sleep on the upper deck after lunch and was wakened by the rain driving in her face.
Our sick ones are now doing pretty well. Mr. Dyer has just crawled out of his room after 36 hours of death to the world. Wilson and I continue to order up the bill of fare-more or less. The 'more' means that we ordered some dishes twice I have eaten the most extraordinary messes, things that I have read about all my life but never tasted-jugged hare and rabbit pie, for instance. I found two shot in the hare. We have even had the buckwheat cakes of the Americans. The rest of the passengers, especially the squeamish ones, eye our end of the table in silent awe, particularly when our English room-mate breakfasts on squab-on-toast followed by broiled mutton kidneys.
At times we have had some pretty sizeable waves, and the ship has pitched noticeably, but she rolls hardly any, just a shrug of her shoulders, so to speak, at the jostling of the waves. I do not believe there is another ship on the Atlantic, be she large or small, that is steadier than our Winifredian. We do get an odor of cattle throughout all the ship between-decks. But that is only a barnyard smell, not disagreeable to a countryman, and is pleasanter, we are told, than the fragrance of the steerage.
A ten-day boat must seem slow to one who does not care for the ocean, or who does not have pleasant company; but I am satisfied on both counts. We are to have a shuffle-board tournament to-morrow and next day, and I am to have for my partner a Miss Jones who is a cousin of Mrs. Little of Bowdoin. She is very pleasant, a Bostonian, with sunset hair. By the way, the New Englanders in our company are mistaken by the Britishers for fellow-countrymen. the highest compliment, I suppose, that a Britisher can pay to anybody. A sweet English lady with a madonna face, the mother of the ship's baby, told me yesterday that she was sure I was an Englishman. Perhaps to her mind's eye I was already clad in my forthcoming English clothes with checks as big as tiles. It really means of course that the Yankee is an Englishman, who after all, has not changed beyond recognition.
We have now been over a week at sea, and few weeks have ever seemed to me longer in passing or shorter when gone. It has been a kind of intellectual blank-as you have already gathered from this letter. The most uncomfortable feature has been the cold. It is too chilly to sit outside unless you are bundled up, and if you are bundled up you can only sit. There is not much to do any way, but I prefer stirring about, though one likes to rest occasionally. It is hot in the music room, but I should steer clear of it on principle, for it is always filled with ladies and lady's men. The smoking room, where I usually write, is tolerable. The staterooms are cold all day, though steamheated at night, and the electric light in them is too weak to read by, so for the most part I have to face the breezes, which is no doubt the best thing for me.
My Summer in Europe, Harry Lyman Koopman, 1910
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| Credit: Travel Magazine, 1904. |
Our boat is the Winifredian of the Leyland line. She is one of the cattle boats and has accommodations for only 140 passengers. She looked huge as she lay at the dock. She is big, 570 feet long, and such spacious glorious deck room for her passengers. She makes about 340 miles per day, but is as steady as a clock, as trim as a country school-ma'am, neat and tidy, convenient and comfortable. The officers are companionable, the crew courteous, the food toothsome and plentiful, the rooms adequate and clean. There's a sight more of rest and fun making the trip in such a boat than in one of the modern vibrating leviathans.
Sleep! There was naught to hinder. Eat! five times a day. Old Neptune was on his good behavior. There was not a time going over when an 18-foot cat boat would have found any difficulty in riding the waves. Now and then a day came when old ocean sent in from some remote disturbance long, steady, stupendous, foot-hill swells, indicative of the majestic reserve power in store. They gave the good ship a 'let-the-old-cat-die' motion that considerably disturbed some very excellent people. Mostly, however, 'twas sparkling wavelets, blue sky, balmy breezes, and occasional porpoises and whales.
McCabe of Massachusetts was a passenger headed for the London Olympiad. His athletic proclivities soon had a four day field and track meet organized among the passengers, and the decks of the Winifredian for about one hour each day fairly reeked with sport.
Concerts, lectures, dances, exhibitions filled the evenings, while the two services on each of the Sundays were interesting, impressive, and fully attended.
How well acquainted passengers besome on shipboard! What lasting friendships are formed!
Time did not hang heavy on our hands. Day after day, night after night; for every minute of the 10 days, those great engines had steadily run. We had become accustomed to the heart-throb and pulse-beat. We had been pushing over a trackless sea. How well made and well handled must be the machinery! How implicitly we trust the men in charge! At the appointed hour Fastnet light house on the Irish coast came in sight. We had crossed the deep. We arrived rested and refreshed to take up the strenuous life of sight-seeing.
Hints on an Ocean Trip, H. R. P. in Moderator Topics, 17 June 1909
Ideal for their designed route and service and as staunch a pair of vessels ever Belfast-built, Winifredian and Devonian would prove as reliable and regular mainstays on the Boston route as any sister ships anywhere on the Ocean Highway. Ahead, lay a combined total of 47 years under the red Leyland Line houseflag and the Red Ensign.
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| Credit: eBay auction. |
The vessel arrived yesterday morning in the Mersey, and was the object of great interest to the crowds on the Landing-stage.
Liverpool Shipping Telegraph and Daily Commercial Advertiser, 10 July 1899.
One of the lines to which Boston is under great obligations for the part which it has taken in developing the commerce of the port is the well-known Leyland Line. Commencing quite a number of years ago with cargo boats of great capacity for the period, the line, year by year, has increased the size of its vessels, the older ones finding employment in more limited fields, until at last huge modern steamships comprising accommodations for both freight and passengers are now employed in the Boston-Liverpool service.
These fine vessels are the Winifredian, Devonian, latest addition to the fleet, with the exception of the Winifredian. The latter boat has made several trips between Boston and Liverpool, and has proved to be quite a favorite in the passenger service. The ships of the Leyland Line do not carry as many passengers (only 75 to 125) as the great New York liners, but in many respects this is an advantage, as is well known by those who have suffered from the crowded conditions of the Gotham boats.
Snow's Pathfinder Railway Guide, December 1900.
Mr. Kennedy, [United States Ambassador to Great Britain, Joseph P. Kennedy] responding, said Liverpool was probably his first recollection of Great Britain. He was born in East Boston. His house was at the back of the docks where the Leyland and Cunard Line boats used to come in, among the old Devonian, Winifredian… He considered himself very fortunate because on all those ships he made friends, and was always able to go back with them for lunches.
Liverpool Echo, 18 May 1939.
"From Old England to New England" was the Leyland Line slogan, but it was, in length of association and enduring service, more a credo. And one no better adhered to than by Winifredian in her ensuing more than a quarter of century on the Liverpool-Boston run, in itself being the first of all regular trans-Atlantic routes in the Age of Steam. She and her sister Devonian would become as familiar friends in East Boston as much as they were in Huskisson Docks, Prince's Landing Stage or Birkenhead Cattle Stage and to the end, Leyland Line was Mersey born, bred and based, their pink funnels standing proud in the morning mist of the great river that was once the Gateway to the World.
Yet it was in Boston that Winifredian and Devonian's comings and goings, the ritual and routine that is the well-earned lot of the reliable steamer manned by stout seamen and stalwart officers, punctuated by more adventures, narrow escapes, rescues at sea, tows and salvage, than half a score ships might be found wanting, were best recorded in the pages of The Boston Globe, Boston Post and Boston Evening Transcript-- a testament both to the ships, the Leyland Line and the enduring part they played in the life of the Port of Boston and the city in general-- more than a century ago.
1899
Winifredian arrived in the Mersey around 11:00 a.m. on 9 July 1899 and then docked at the Alexandra branch to begin loading for her maiden voyage to Boston departing the 22nd.
Winifredian sailed from Liverpool on 23 July 1899. Anticipated to cross over in eight days and reach Boston on the 31st, Winifredian kept Boston waiting in vain, "a keen disappointment to many who had waited on the wharf for several hours," and there was even a false alarm when a large four-masted steamer was sghted off Highland Light which proved instead to be the Warren Line's Michigan which had left Liverpool on the 22nd, the day before Winifredian. The Boston Globe surmised that it "is doubtless owing to the stiffness of her machinery that the big liner failed to reach port," and predicted she would come in on 1 August. That day found more would be welcomers in East Boston waiting in vain and the Boston Evening Transcript assured that the company were not concerned and that the delay was owing to "the ship has not yet found herself."
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| Credit: The Boston Globe, 2 August 1899. |
As the latest acquisition to Boston's fleet made her way up to her berth she was welcomed by steam craft of every description, which saluted her with continuous tooting of steam whistles.
Boston Globe, 2 August 1899.
Too late for the evening papers, Winifredian arrived at Boston the evening of 1 August 1899, "the distinction of first piloting the new ship fell to Capt. William Fairfield, who boarded her on Brown's bank, about 330 miles east of Boston light. The Varuna, to which Capt. Fairfield is attached, was on the lookout for the big vessel and sighted her early Monday morning." (Boston Globe, 2 August 1899). Winifredian was alongside Grand Junction docks at 5:00 p.m., logging about nine days for the passage from Liverpool, the Globe stating "the performance of the vessel on her first run across is no criterion of what she is capable of doing when her machinery has become limbered up." She landed 31 passengers who "pronounced her one of the finest transatlantic liners they have ever traveled in." (Globe). Drawing 25 ft., Winifredian did not come in fully laden and in general, Leyland's eastbound carryings were always larger, with grain and cattle. The weather for the crossing was defined as being "generally fine" but with considerable fog encountered en route. Capt. George Muir told reporters he was pleased with his ship's first run but did not push the engines at all.
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| Credit: The Boston Globe, 5 August 1899. |
The menu and the service of the luncheon, which was to commemorate the maiden trip of the new steamship, were of a rare degree of excellence. The cover of the menu card was adorned with artistic representations of the flags of the United States and England, to which were added devices of clasped hands and the palm of commercial prowess. Unstinted praise was bestowed by the guests upon the elegance of the saloon in which the luncheon was served. Its satinwood and mahogany casings and panelings, its ceilings, in white and gold, the lightsomeness and general commodiousness of the apartment were fully appreciated.
The Boston Globe, 5 August 1899.
Winifredian was the setting for a luncheon aboard on 4 August 1899, hosted by Mr. Edward S. Booth, General Superintendent of Leyland Line, Capt. G.W. Muir and Mr. William H. Lincoln, Boston Managing Agent for the line, and attended by many prominent Boston political and business leaders, railroad and shipping men, not the least of which was Mayor Quincy. The speeches following the luncheon reminded that Winifredian was being introduced 25 years since Leyland Line introduced their Boston service and now had five times the capacity as they did at the beginning. Winifredian was opened for public inspection, by ticket, on Saturday the 5th from 10:00 a.m. to 1:00 p.m.
The maiden sailing of Winifredian from Boston on 9 August 1899, had 37 passengers, but it was her cargo that made the headlines, constituting the largest yet taken out of the port in a single ship and including 305,000 bushels of grain, 798 cattle and 5,880 quarters of beef. Her loaded draught on departure of 31 ft. 8 ins. was also a record for the port. The sailing occasioned another example of why The Boston Globe had the best shipping column in the country:
The mammoth new Leyland Line steamship Winifredian, Capt George W. Muir, took her departure for Liverpool just before noon today, with the biggest cargo ever taken from this port. The sailing of the leviathan was an occasion of more than usual interest to steamship men and exporters, and there was a large gathering at Grand Junction wharf to witness the start. At 11.30 the lines were cast off, and the tugs Confidence, Vesta and Elsie buckled on to the side of the big ship and pushed her out into the stream. Clear of the dock, her nose was slowly pointed seaward, and she was soon on her way down the harbor. Under the skilful guidance of Capt William McMillen, the Winifredian was taken down the harbor and out through the tortuous narrows to Boston light in safety.
The graceful ship presented a handsome spectacle as she steamed majestically out of port, the American flag snapping at the fore, the house flag of the company at the main, the flag of the royal naval reserve at the mizzen and the ships pennant at the spanker mast.
The Boston Globe, 9 August 1899.
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| Credit: The Boston Globe, 9 August 1899. |
The immense cargo of grain, exceeding by 40,000 bushels the previous record, came from Chicago in 350 cars and 60 reefer cars conveyed the quarters of beef and in all, the cargo was valued in excess of $1 mn. Her crew, as usual, was augmented by a large gang of cattlemen to look after the cattle on the crossing.
Messrs. Leylands' dip into the passenger trade would already appear to have been fully justified, judging from the success attained. Thus their new steamer Winifredian, whose advent we recently chronicled, is already filled for her voyage next Saturday. She will embark her passengers at the landing stage, and those who are interested in seeing a fine boat would do well to scrutinize this splendid specimen of marine architecture.
Liverpool Shipping Telegraph and Daily Commercial Advertiser, 22 August 1899.
Winifredian embarked a record 105 passengers for Boston on a Leyland steamer on 26 August 1899.
On Saturday, the latest Leyland liner Winifredian sailed from Liverpool on her second voyage. This steamer inaugurated further advance in the onward march of the Leyland line, and apparently the step taken by the management in carrying passengers is one that will result in a very considerable addition to the revenue of the company. Proof of this was not wanting in the steamer's first voyage, as she had then a very gratifying list of passengers, but she has now a full list, and there would appear to be no reason to doubt the popularity the ships will attain as passenger ships, even as they have done so as cargo carrier. Of course, those travellers who cross the Atlantic, requiring excessive speed and a full measure of style will continue to patronise the recognised mail lines, for these do not appreciate the difference that exists in the charges, but the bulk of the travelling public to-day have a keen sense of the advantages of cheap accommodalion, when cheapness is also accompanied by a sufficiency of comfort in berthing and a reasonable liberality in catering.
The Winifredian attracted a considerable amount of attention when alongside the Landing-stage embarking her passengers, and the officials of the company were in attendance, Mr. Martin, the diligent manager, attending personally to matters connection with the embarkation of the people. The ship looked immense alongside the stage, and she was trim and neat aboard, reflecting credit on those responsible for her appearance. Capt. Fry, the company's marine superintendent, was down superintending operations in connection with the movements of the great vessel.
Liverpool Journal of Commerce, 28 August 1899.
Winifredian's second departure from Liverpool on 26 August 1899 coincided with the maiden arrival of the magnificent Oceanic of White Star Line and the Mersey enjoyed one of its more memorable days of spectacle reinforcing what was truly of Golden Age of the British Merchant Navy at the Turn of the Century.
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| Credit: The Boston Globe, 14 September 1899. |
Meeting with strong westerlies and head seas the first six days of the crossing, Winifredian docked at Boston the morning of 5 September 1899. The crossing was marred by the mysterious disappearance of Chief Engineer Ingram and it was suspect he had committed suicide, "as his duties did not take him to any part of the ship where he was exposed to danger of falling overboard." (North Adams Transcript, 7 September 1899). More cargo records were set upon her departure for Liverpool on the 13th when Winifredian had 10,670 tons deadweight or 16,200 tons measurement including 325,944 bushels of wheat, corn and oat and 870 cattle, drawing close to 31 ft. She embarked 41 passengers.
Winifredian, having sailed from Liverpool on 30 September 1899 was again overdue arriving at Boston and did not show up on 9 October as expected or indeed on the 10th. She finally appeared the evening of the 10th, but it was too late and foggy for her to dock and land her 70 passengers.
The Anglo-Boer War, the second longest and costliest of Britain's imperial wars, broke out on 11 October 1899 and immediately entailed a unprecedented logistical enterprise, something only the largest merchant fleet in the world could accomplish in short order, with the wholesale chartering of ships for troop transport use to convey some 180,000 men, horses, artillery and goods to Cape Town. Many of the new "big ships," with their epic carrying capacity and provision to carry livestock, were made to order for the task and figured prominently in the hastily arranged fleet heading south.
During Winifredian's turnaround in Boston on 10-18 October 1899, it was denied in the press that she had chartered by the British government, although the Furness liner Chicago, also in port, had indeed be requisitioned.
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| Winifredian outbound from Boston, October 1899. Credit: Historic New England, Stebbins collection. |
In her first baptism of real North Atlantic "weather," Capt. Muir brought Winifredian into Boston at noon on 17 November 1899, in the words of the Boston Globe, "after a rough passage from Liverpool. From the time of leaving the Mersey she experienced strong breezes and stiff gales, which continued through the passage. It was the worst passage the Winifredian has yet experienced, and she behaved admirably through it all." She landed 22 passengers. Cargo was king and when chronic shortage of locomotives and rolling stock caused their grain shipments late in arriving from the west, Winifredian and the Warren Line's Kansas, both scheduled to sail for Liverpool on the 22nd, did not get away until the following day when their cargoes finally arrived and loaded. For Winifredian, her sailing had to be postponed twice and she did sail until high water on the afternoon of the 24th. She took out 220,000 bushels of grain, a good general cargo and 800 head of cattle as well as 15 passengers. Winifredian docked at Liverpool on 2 December.
More rumours were reported "in steamship circles" in the Boston Globe on 9 December 1899 that Winifredian, which was to have left Liverpool that day, would be requisitioned. On the 12th it was officially signalled that she had sailed the 11th and en route to Boston and would be able load the very considerable cargo being assembled there. She also was carrying one of the largest cargoes yet for Boston from England. It was a rough crossing over and once again, Winifredian was late in arriving: expected on the 21st, she finally docked at her East Boston pier the morning of the 23rd. In addition to a huge 7,000-ton cargo, she landed 16 passengers and five stowaways. Capt. Muir reported violent gales and rough head seas all the way across.
As if on cue for what was shortly to follow, The Boston Globe of 17 Juy 1899 had reported that "The Winifredian has been built according to admiralty requirements, and it is significant of her great sie that she will be able to carry 1,000 troops and 800 horses around the world in case of war, without recoaling."
AN IDEAL " SEVEN-STOREY" TROOPSHIP. The Leyland liner Winifredian, in the important dual qualities of capacity and convenience, is undoubtedly one of the most ideal troopers chartered, at least that is the opinion of those competent to judge. Built this year by Messrs. Harland and Wolff for the purpose of Messrs. Frederick Leyland and Co.'s Transatlantic (Boston) trade, she first navigated ths waters of the Mersey in July last.
She commenced her maiden voyage on the 22nd July. Hence it will be readily understood that she embodies ail the latest ideas in regard to shipbuilding.
Liverpool Daily Post, 29 December 1899.
The Liverpool Daily Post reported on 21 December 1899 that "the Government, we understand from a reliable source, are desirous of requisitioning the magnificent new Leyland liner Winifredian. The Leyland line have already three vessels on the transport list, and in each case the troopships have given the utmost satisfaction." Sure enough the following day it was announced that Winifredian and the Cunarder Umbria had been chartered for transport use. The Leyland liner was due back at Liverpool on 6 January 1900.
On 28 December 1899 Winifredian and Ultonia sailed from Boston for Liverpool, carrying between them 32,000 measured tons of cargo and 1,200 head of cattle. There were eight passengers aboard the Leyland liner.
In 1899
Winifredian completed
- 5 round voyages Liverpool-Boston carrying 246 passengers westbound and 129 passengers eastbound for a total of 375.
1900
The dawn of the 20th Century saw the British Empire at war and the Merchant Navy proving its necessity in what was initially a logistical campaign as a prelude to what has been called the first modern war, although one in which animal transport figured large and an aspect that made the Big Ships of White Star, Leyland and Atlantic Transport invaluable.
Winifredian arrived at Liverpool from Boston on 7 January 1900 and entered the Alexandra Dock. After discharging her cargo and following a survey, she was immediately taken up on her government charter on the 9th. Leyland's Marine Superintendent, Capt. Fry, and Capt. Laurenson, were responsible for supervising the conversion work which would give the ship accommodation for 60 officers, 1,000 men and 420 horses. Her officers were quartered in the passenger cabins and the men in the forward 'tween decks which were fitted out with mess tables, hammocks and space for storing kitbags and rifles. Usually fitted with six pens athwart the Shelter Deck for the carriage of cattle, her cavalry horses were quartered in groups of four, leaving far more room for the their "parade and exercise" en route whilst 1,000 tons of fresh water were taken aboard to water them.
When finished, Winifredian was widely lauded in the press as the finest troop transport in the world and not without reason given her size and newness and the space afforded her horses. The Liverpool Mercury (29 January 1900) lauded that "in 17 days she has been fitted in a manner which the reflects the highest credit on the staff of the line," adding "there can be no doubt that the Leyland liner Winifredian is the finest transport that has left the Mersey."
As Transport no. 78, Winifredian's principal officers were Master: G.W. Muir; Chief Officer: M.H. Gibson; Chief Engineer: J.F. Ewen; 1st Officer; J. Tranter; 2nd Officer; A.W. Harris; 2nd Engineer: C.H. Frost / A. Ross; 3rd Engineer: J. Thomson, and Surgeon: C. McDonnell and her crew numbered 96 men.
Drydocked on 16 January 1900, Winifredian was undocked by the 19th, now sporting her transport number (no. 78) in the characteristic neat white numerals in a black square on her forward hull (and lifeboats) which characterised the Boer War transports, their peacetime livery otherwise being retained. She went to the Langton Dock to begin coaling (taking aboard a 42-day supply) and provisioning. On 22 January 1900, it was reported Winifredian would be ready to embark troops by the 26th.
On her first transport voyage to Cape Town, Winifredian would take 35 officers, four warrant officers, 511 other ranks and 457 horses of the 3rd Battalion Imperial Yeomanry, comprising No. 9 Company (Yorkshire Hussars), No. 10 (Sherwood Rangers), No. 11 (Yorkshire Dragoons), and No. 12 (South Notts) in addition to staff, veterinary and hospital personnel. If the Boer War revealed serious military shortcomings in battlefield tactics and leadership in the British Army, the logistical campaign was remarkly efficient, displaying the British genius at organisation amid a flowering of public patriotic fervour that would never be exceeded. On 28 January 1900, all these men, horses and their kit converged on Liverpool by special trains from Yorkshire and Nottinghamshire and were embarked by late afternoon.
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| "The Yeomen of England..." Embarkation of the Imperial Yeomanry aboard Winifredian at Liverpool, 28 January 1900. Credit: AngloBoerWar.com |
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| Scenes on deck before Winifredian sailed for Cape Town. Note the new "78" stenciled markings on her lifeboats, denoting her transport number. Credit: AngloBoerWar.com |
There was not a hitch in the whole of the arrangements. The stores were safely got on board, and between seven and eight o'clock, at the flow of the tide, the dock gates were opened, and the Winifredian floated out on to the waters of the Mersey. As she was towed down the stream, the little band on the dock side raised a hearty cheer, which was answered by double force by the men on deck. Soon the huge vessel was lost to sight behind the buildings on the other side of the dock, and that was the last that was seen of the Winifredian by the majority of watchers on the landing stage.
Sheffield and Rotherham Independent, 29 January 1900
Anchoring in the Mersey for the night owing to the state of the tide, Winifredian got underway for the Cape the morning of 29 January 1900. She put into St. Vincent (Cape Verde Islands) on 6-7 February 1900 to coal and crossed the Equator on the 11th at 1:15 p.m. One of the troops aboard wrote the Liverpool Daily Post (12 March 1900) an account of the passage south:
The voyage proved uneventful as, given fair weather and such a well found and well regulated ship as the Winifredian, a voyage is apt to be. The time of all on board has been fully occupied: first with attention to the horses and stable duties, and secondly with drills and rife exercises. In this large and commodious vessel, in which we have had the luck to travel, there is ample room for the horses, and I have not in my experience seen more comfortable accommodation for horses on board any ship, and excellent ventilation, too; while the extensive decks provided ample accommodation for the drills… I cannot conclude this short account of the voyage without a word in praise of the good ship Winifredian, one of the steadiest ships I have ever sailed on; and another word of thanks to the captain, officers, and crew, for their uniform kindness and civility. Captain Muir, in particular, was never happy unless he was going the rounds of his ship, seeing to the comfort of men and horses.
Winifredian arrived off Cape Town on 20 February 1900 in poor weather but did not go alongside until the following day when a berth became available in the packed harbour. Upon arrival, news was received with "ringing cheers" of the relief of Kimberly. Winifredian was "extolled by officers and men alike as the most perfect and comfortable ship ever used for the conveyance of troops." (Daily Telegraph & Courier, 23 February 1900).
Winifredian sailed for Southampton from Cape Town on 28 February 1900 with 211 invalided soldiers, arriving on 17 March and entraining for Woolwich the following day. The Morning Post said she had "made a splendid passage" and "the voyage had wonderfully benefited the sick and wounded, and many declared themselves already fit for renewed active service." They were greeted on arrival with the new of Lord Roberts' occupation of Bloemfontein.
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| Winifredian in Table Bay, Cape Town. Credit: AngloBoerWar.com |
Reported at Algoa Bay on 31 April 1900, Winifredian made history on 10 May when she became the largest ship to date to enter the Port of Durban, improvements to which allowed her to do so "with the greatest ease." (Evening Standard). Hospital trains converged on the port conveying 300 wounded and sick troops for embarkation aboard Winifredian which sailed the evening of the 11th for Southampton. Calling at Cape Town on the 17th, she had a total of 328 sick convalescent men and 70 wounded aboard and arrived at Southampton on 7 June.
That would, for the timebeing, conclude Winifredian's duty in H.M. Service and she was released from government service on 8 June 1900 and proceeded to Liverpool to be quickly stripped of her military fittings and load for Boston in time for a departure on the 18th
In all, from 10 January 1900 to 8 June 1900, H.M. Transport no. 78 had recorded:
Total days at sea: 90Total numbers transported to South Africa: 65 officers, 2 warrant officers, 1,492 men, 911 horsesTotal numbers transported from South Africa: 9 officers, 661 N.C.O.'s & menTotal cost (hire, fittings, coal and port dues): £102,267
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| Credit: Lloyd's List, 11 June 1900 |
A most eventful year for Leyland Line was not confined to their fleet alone. His admittedly astonishing results with Leyland, had Ellerman rather with the bit in his teeth. In 1900, he purchased the West Indies & Pacific Steamship Co. and their 20-ship fleet of 95,983 tons, whose routes to the Gulf of Mexico from England were henceforth operated by Leyland Line. And on 28 March 1900 the whole company was reconstructed and restyled as Frederick Leyland & Co. (1900) with a share capital of £2.8 mn., with a fleet totalling 100,000 tons as well as owning most of Wilson & Furness-Leyland Line.
Not sated in his ambitions, Ellerman turned towards the acquisition of the American-owned, but British-flagged, Atlantic Transport Line, dating from 1882, and a mirror image in its business model and ships to Leyland; indeed it had purchased almost the entire fleet of the Wilson & Furness-Leyland Line in 1898 after selling their own ships at huge profit to the U.S. Government during the Spanish American War. Atlantic Transport carried cargo, cattle and passengers between London and New York and its owner Bernard N. Baker was of similar mind and by May it seemed a deal which would create a dominant force in shipping encompassing the American seaboard, the Gulf, West Indies and Mediterranean. There wereeven overtures to Cunard Line.
In the end, nothing came of any of it and Ellerman realised he was chipping away at the edges of an evolving and much larger scheme by Baker and another American, Clement Griscom, whose International Navigation Co. operated American Line and Red Star Line and who had made overtures to the colossus of American capital and conglomorates, to create a cartel of trans-Atlantic shipping that made Ellerman's scheme seem like child's play. Thus, in their apogee, Leyland Line's fortunes seemed hitched to wider horizons and possibly not captains of their own fate.
Making her first appearance in the port in more than six months, Winifredian returned to Boston on 27 June 1900 and had to anchor in the stream an hour to wait for Iberian to sail and clear her slip at Grand Junction Dock, East Boston. Interviewed by the Boston Globe, Capt. Muir "stated that the passage across was one of unusual severity for this season of year, heavy westerly gales, rough seas and rainy weather prevailing most of the time. At no time did the temperature rise above 52 and the passenger remained for the greater of the time in the saloon or their apartments." She had 21 passengers in all and six stowaways, three being permitted to land but the others would be deported on her homeward crossing.
Winifredian was back "to normal," and the day after she arrived at Boston, Leyland Line's expansion programme continued apace, if delayed, with the launching of her sister ship, which was launched (but seemingly not christened) as Devonian at Belfast on the morning of 28 June 1900.
Several months' absence as a transport to South African in the British admiralty service not only did not detract from the popularity of the large Leyland steamship Winifredian, but from present indications seems to have acted as a decided boom, for she sails for Liverpool this afternoon with the largest number of passengers on board which she has ever carried from this port, also an immense cargo.
The Winifredian entered the Boston-Liverpool service a few months before the British-Boer War, being a new vessel, and just as Boston people were beginning to get acquainted with her, she was chartered.
Boston Evening Transcript, 3 July 1900.
Indicative of the business Devonian was being built to cater to, Winifredian's first sailing from Boston in seven months, on 3 July 1900, had the largest number of saloon passengers ever carried from Boston by a Leyland Line steamer; 122 in all, "the accommodations were engaged several days ago, and not a spare berth was to had yesterday…. Among them being several Harvard students and other tourists en route to the Paris exposition." (Boston Globe, 3 July 1900). Her cargo was equally impressive, totalling some 9,700 deadweight tons or 16,000 measurement tons and including 140,000 bushels of corn, 30,000 bushels of wheat, 807 cattle and 20 horses.
When the Winifredian left her berth there was a large crowd of friends of the passengers on the pier. They thronged the steamer until just before orders were given to cast off, when the last goodbys were said and a fleet of puffing tugs pushed the big hull out into the stream.
The Boston Globe, 3 July 1900.
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| Credit: The Boston Globe, 30 July 1900. |
Departing Liverpool on 20 July 1900, Winifredian almost immediately encountered dense fog which persisted into the Irish Sea. When 100 miles west off the Fastnet, Winifredian collided with the bark Jasper, which was sighted too late to avoid. Fortunately, it was a glancing blow although the bark had to return to Wexford for repairs with some of her yards dislodge and rigging disarrayed. Winifredian stopped at once and sent a boat out to Jasper to see if assistance was needed. After three hours, the Leyland liner continued her voyage, but the fog persisted for much of it. Although expected to reach Boston on the 29th, and customs men and friends of passengers on the pier in anticipation, Winifredian was a no show. She arrived the following morning and was alongside her berth at Grand Junction wharf at 10:30 a.m. where she landed 42 passengers. Homewards on 4 August, Winifredian took out 52 passengers, 9,500 deadweight tons of cargo including 205,000 bushels of grain, 805 head of cattle and 15 horses.
With Harland & Wolff's backlog of orders and work considerably eased, the fitting out of Devonian was well in hand and on 31 July 1900 the first advertisements for her maiden voyage, from Liverpool on 15 September and return from Boston on the 30th appeared in the Boston Evening Transcript.
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| Devonian when new. Credit: saintsbysea.lib.byu.edu |
Departure of the Devonian-- This fine new steamer for the Leyland line, which had been built by Messrs. Harland & Wolff, Ltd., will leave Belfast today on her trial trip. The Devonian is 550 feet long, and is splendidly fitted up throughout, and she will be a valuable addition to the fleet of this well-known line. She will cross to Liverpool to-day with a small party on board, representing the owners and the builders, and on reaching the Mersey, after a trip which it is believed will proved a successful one, she will go into the graving dock.
Belfast News-Letter, 6 September 1900.
The arrival of the new Leyland liner Devonian in Liverpool, yesterday, under the command of Captain Muir, is another evidence of the strides the Leyland line is making in the Atlantic trade.
Liverpool Journal of Commerce, 8 September 1900.
Commanded by Capt. Muir, Devonian sailed from Belfast at 6:00 a.m. on 6 September on her trials and delivery trip and proceeded down the lough to adjust her compasses. She had aboard a party of guests hosted by Messrs. Martin and Evans of Leyland Line. Prior to sailing, the group breakfasted with Mr. Pirrie followed by a tour of the yard where some 100,000 combined tons of newbuildings were underway and the engine works where another impressive combination of 80,000 hp was under constrution. At noon, Devonian left the lough for Liverpool, among those aboard were Harland & Wolff's A.M. Carlisle and W.J. Pirrie and Mrs. Pirrie. During the celebratory dinner held aboard that evening, it was revealed that another order had been placed, but Mr. Pirrie said that owing to the yard being so full of work, it might be two and a half years before she would be completed. "A vote of thanks was heartily accorded Mr. Martin on behalf of the company for the particularly enjoyable trip across in the Devonian, which was undertaken in exceptionally favourable conditions." (Liverpool Journal of Commerce).
Devonian arrived in the Mersey on the morning tide 7 September 1900 and was immediately put into Canada Graving Dock. It transpired that Devonian's hull had sustained damage during her launching and this was noted and reported to Lloyd's on 4 July, when two days before whilst being inspected alongside Alexandra Dock, cement at the bottom of no. 1 hold was found to be broken in four spaces in way of the double bottom, surveyors noting "on port side, under no. 1 hold," the paint on the bottom slightly rubbed, but otherwise undamaged. The following repairs were effected internally: on the port side, in no. 1 hold, 4 floor plates cut near centre section, same found n place, and strengthened by double bolt straps, the strap on the after side of each floor being flanged against centre internal. The adjacent plating examined and renewed where necessary, cement in bottom made good after repairs, surfaces coated inside and out." (Lloyd's reports). Devonian was undocked on the 10th. Remarkably, Leyland Line dispatched their brand new Bohemian on her inaugural voyage to Boston the same day Devonian arrived.
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| Remarkably, Leyland Line dispatched two brand new ships on their maiden voyages to Boston from Liverpool in September 1900. Here, the second, Bohemian (8,548 grt, 90 passengers), is shown the Mersey, Credit: shipsnostalgia.com |
The enterprise exhibited in building the first three leviathans Victorian, Armenian and Cestrian for the line has proved only an earnest of what was dormant, and, those boats having proved such a wonderful success in the trade, it was not to be wondered at that such a steamer as the Winifredian should be subesquently be introduced, and, later the Bohemian and Devonian. That these immense ships will prove a success there appears to be no reason to question, as they possess all the elements that go for working a first-class dividend-paying shipping property.
Liverpool Journal of Commerce, 8 September 1900.
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| Devonian at Liverpool Landing Stage. Credit: twitter.com |
The new Leyland liner Devonian came alongside the Prince's Landing Stage on Saturday afternoon for the purpose of embarking saloon passengers for Boston. The Devonian, on account of her immense size, presented a very imposing appearance, and was greatly admired by a large crowd of people… the liner left the stage amidst the hearty good wishes of those assembled, and with all the accommodation for passengers occupied. Many of the saloon passengers arrived at Riverside Station in a special train from Euston.
Liverpool Daily Post, 17 September 1900.
Devonian sailed from Liverpool the afternoon of 15 September 1900 on her maiden voyage. Adverse winds and heavy seas were her lot for the first half of the crossing, reducing her usual daily average of 350 nautical miles to less than 250 for two days in the face of a southwesterly gale. On the last day of the crossing, she reduced speed at noon to avoid reaching Boston light in the evening which would preclude her from docking immediately.
There can be few occasions when two new ships belonging to the same line made their maiden arrivals in the same port within the space of seven days. But such was the happy occasion in The Port of Boston 19-26 September 1900. Leyland's Bohemian (1900/8,548 grt), built by Alex. Stephen, arrived from Liverpool (sailed on 8 September) on 19 September with 97 passengers. In addition, the new Dominion liner Commonwealth arrived in the port on 12 October. The Boston Globe observed on 24 September 1900 that "Never in Boston's history have so many new and mammoth ships been seen here in one season, and this fact alone clearly demonstrates the growing importance of the port."
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| Credit: The Boston Globe, 24 September 1900. |
When Devonian arrived in Boston on 26 September 1900, the Boston Evening Transcript described her as "The Commodore Ship of the Line," and "completing her maiden transatlantic trip and helping materially to establish the company to which she belongs in the front rank of passenger carrying lines." She had a good list of 103 passengers, "many of whom are prominent Bostonians." Devonian was sighted at 8:30 a.m. and, according to the Boston Globe, "as she made her way up to her berth she received the salutations of tugs and other steam craft," before coming alongside her berth at the Grand Junction wharf an hour later.
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| Credit: The Boston Globe, 26 September 1900. |
The Devonian was 10 days on the trip across, having been delayed somewhat by heavy gales and rough head seas. Through all the rough weather the new ship behaved beautifully, and those on board felt no discomfort. The great size of the vessel gave her steadiness, and she passed through the various gales without accident. Capt. George W. Muir, the commodore of the Leyland fleet, is commander of the Devonian. He expressed himself as highly pleased with his new charge. 'Had it not been for the boisterous weather the first five days of the passage,' said Capt. Muir, 'the Devonian would have reached Boston light Sunday night [23 September]. She clearly demonstrated her capabilities as a rough weather boat, passing through two severe equinoctial gales we encountered with the greatest ease.'
The Boston Globe, 25 September 1900.
On her maiden eastbound crossing, getting underway at 4:00 a.m. on 3 October 1900, Devonian had but 30 passengers, who embarked the previous evening. She had a fulsome cargo, of 8,600 tons deadweight including 8,572 bales of southern cotton, destined for the mills of Manchester, and one of the largest such shipments from the port in some while; 140,000 bushels of grain, 754 head of cattle and 32 horses.
The same day, Winifredian arrived at Boston, anchoring off Quarantine at 11:00 a.m 3 October 1900. and having to wait for afternoon tide, docked that afternoon. She landed 107 passengers. Among the 49 sailing for Liverpool on the 10th, were 29 missionaries, bound for India, sponsored by the American Baptist Missionary Union.
Devonian, which arrived at Liverpool on her first voyage from Boston on 12 October 1900, precipitated one of the most extraordinary series of accidents in the history of the Mersey. On the 12th, the outbound Norwegian steamer Veritas (294 grt), bound for Liverpool from Corrogra with a cargo of ice, became disabled off the Isle of Man, due to a machinery mishap and taken in tow by Columbia back into port and anchored that night between New Brighton and Egremont, with two tugs, Prairie Cock and Sea Cock, standing by her and ready to tow her alongside a dock when, at 10:00 p.m., Devonian came up the river in a strong flood tide. She proceeded to ram into Veritas, "striking a tremendous blow on the starboard side," (Liverpool Mercury, 15 October 1900), and crushing her wooden hull well below the waterline. Her crew fled to the tugs which attempted to tow the flooding vessel and managed to get her to the north side of the Alfred Dock Pierhead and tied her up.
This was only the beginning of the saga for at 3:00 a.m. on the 13 October 1900, the waterlogged Veritas broke free of her mooring lines and was carried off by the irresistable flood tide, with the tugs Prairie Cock and Sea Cock in pursuit, and drifting toward the Wallasey Cattle Stage, but thanks to the efforts of the tugs, pushed clear of that, only to narrowly miss ramming an Isle of Man steamer anchored off the Queen's Dock. Veritas then hit the Pluckington Bank and with such force as to capsize her half flooded hull almost immediately, causing a crewmember from one of the tugs aboard to scramble over her hull to safety, afterwhich the Veritas righted herself and continued her on her merry way, heading straight towards Wapping Dock. The tugs managed to get her under control and tied her up with wire and manila rope alongside the Coburg Dock wall.
The tide again conspired against Veritas and her tugs, and she broke free once again and drifted down the Mersey with the tugs secured to her. She touching Pluckington Bank for a second time, severing the lines and careened around the harbour, headed for Albert Pierhead, where she collided with the tug Earl of Powys, ripping her from her mooring and the two heading for the St. George's Landing Stage. Veritas struck the heavy iron boom of the bridges to the Landing Stage and the almost now submerged vessel finally grounded under the south bridge of the stage. By then, only two feet of the vessel was showing, the funnel and masts long swept away by her exploits. The landing stage was severely damaged and Earl of Powys lost her anchor and had her boats smashed.
The initial cause of all this mayhem was apparently little damaged and Devonian sailed on her second voyage on schedule, reaching Boston on 30 October 1900 with 28 passengers, and doing the crossing in under eight days or a full day less than her maiden run. This in spite of encountering a full gale from the northwest for most of the day on the 26th. She also reported encountering an overturned ship's lifeboat the following day. Capt. Muir hosted a luncheon aboard for the Boston Chamber of Commerce whose president, W.H. Lincoln, was also the resident director of Leyland Line. Devonian and Dominion Line's New England sailed together on 7 November 1900, the Leyland liner having only eight passengers and a moderate cargo incuding 10,000 barrels of apples.
Devonian ended her inaugural year with her departure from Liverpool on 27 November 1900 with 12 passengers who disembarked at Boston the afternoon of the 7 December, including Sir Theodore Fry, one of the directors of Leyland Line, after a crossing of "almost continuous westerly gales, rough seas and changeable weather." (Boston Globe, 8 December 1900).
It was rare to enjoy fair weather on this route in winter and Winifredian's crossing from Liverpool beginning on 2 December 1900 had one single day of pleasant conditions, the rest being a succession of strong westerly gales, heavy heads interspersed with snow squalls and on the 11th, a full hurricane during which she only made 120 nautical miles. When Capt. R.C. Farrington brought Winifredian alongside her East Boston wharf on at 4:00 p.m. on the 13th, she was fully 30 hours late, although she had but 10 inconvenienced passengers aboard. Homewards on the 19th, there were two passengers aboard celebrating Christmas in the middle of winter North Atlantic. She had aboard 811 head of cattle and 4,953 quarters of beef.
In 1900
Winifredian completed:
- 2 transport voyages as H.M. Transport no. 78 from Liverpool/Southampton to Cape Town/Durban carrying 3,149 officers and other ranks.
- 6 round voyages Liverpool-Boston carrying 333 passengers westbound and 279 passengers eastbound for a total of 612 passengers.
Devonian completed:
- 3 round voyages carrying 143 passengers westbound and 45 passengers eastbound for a total of 188 passengers.
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| Cover of Devonian passenger list 5 October 1901, Liverpool-Boston. Credit: www.ggarchives.com |
1901
Devonian and Winifredian began 1901 by making their first two westbound crossings cargo-only and without carrying passengers. Devonian, which sailed from Liverpool on 30 December 1900, arrived at Boston on 11 January 1901 in company with the Cunarder Saxonia but the weather was so "thick" that both could not dock until the afternoon. Outbound on the 17th, she had nine passengers and "an immense cargo" that included 164,571 bushels of wheat and corn and "great quantities of provisions, beef, cotton, apples, leather, etc." (Boston Globe).
It was just as well Winifredian had no passengers (other than 14 returning cattle tenders) on her first crossing of the New Year from Liverpool on 5 January 1901 which finally concluded on arrival at Boston light the evening of the 17th and berthing alongside the following the morning with a general cargo including 2,400 bales of Egyptian cotton.
Capt Farrington stated that the steamer sailed from the Mersey Jan 5. Ordinarily she makes the passage in less than 10 days. Head winds, gales and rough seas were encountered throughout the run. Last Friday the northerly gale which, had been blowing increased In force until It attained the velocity of a hurricane and blew with unabated fury for 36 hours. Tremendous seas pounded against the vessel's bows and swept the decks, resulting in more or less damage.
The steamer refused to answer her helm at times and rolled and pitched In the fearful sea. It became necessary to heave her to and for 16 hours she made no progress whatever. The seas which constantly swept the decks dislodged and broke one of the heavy derrick booms forward, carried a wav one of the ventilators, stove in a boat on the portside, smashed one of the deck ladders and did other damage cf minor importance. One of the sailors named Hackett received injuries to Ins shoulder and another sailors ankle was dislocated by being thrown about by the rolling of the vessel.
When the hurricane subsided the big steamer was put upon her course again and covered the remainder of the distance without incident.
The Boston Globe, 18 January 1901.
Winifredian had one passenger aboard for her 23 January 1901 eastbound crossing. She skipped a round voyage for drydocking at Liverpool and replaced by Cestrian.
On 7 February 1901 the inquiry in Admiralty Court into the collision between Devonian and Veritas was concluded, the courting finding that "Devonian to blame for keeping a bad lookout, the Veritas for improper lights which the tug Prairie Cock was exhibiting."
Devonian left Liverpool on 13 February 1901 and did not dock at Boston until the 25th, three days late, not owing to weather but to an extraordinary and tragic attempt to tow an abandoned bark encountered en route.
On the afternoon of 18 February 1901 an abandoned bark was discovered and Devonian stopped and sent a boat over to her, manned by Chief Officer T.B. Jago and a volunteer crew. They found the ship (Arcturas of Stavanger, Norway), recently abandoned but without provisions or water, in good condition and not taking on water. Capt. Muir decided to take the bark in tow and bring her into Halifax. Again under Chief Officer Jago, a volunteer crew of ten men boarded her with the necessary equipment and provisions and had a hawser attached and the tow commenced by 10:35 p.m.
By the next day, North Atlantic winter weather came into play and a fresh southerly wind came up and the towing line was parted at noon, only to be reattached and the tow resumed by 5:00 p.m. The following morning the tow was paused to allow fresh supplies to be sent over and Second Officer John Stevenson relieved Chief Officer Jago who had been aboard for two days and the other crew members also exchanged for new volunteers. By 6:00 p.m. the tow had been resumed amid deteriorating weather with sleet, rain and a cross wind. On 21 February 1901, Arcturas disappeared from view in the heavy fog and by 9:00 a.m. when resighted, she had a heavy starboard list and her yardarms in the water and by 12:30 p.m. on her beam ends and flying distress flags.
Devonian dispatched a lifeboat, commanded by Chief Officer Jago to take off the nine-man crew but on of the volunteers, Frank Eagen of the steward's department was killed when he was crushed between the hull of the bark and the lifeboat. From Monday to Thursday, it had been a battle with the ship and the elements. The Boston Globe reported: "Both chief officer Jago and the men composing the volunteer crew speak in terms of highest praise of Capt. Muir to whom they owe their lives for the skilful manner in which he maneuvred his ship during the rescue. The Devonian was brought to the weather side of the craft in order to make a lee while the lifeboat went alongside the wreck. The men were compelled to jump into the water and from there were drawn into the boat by chief officer Jago and his companions."
It was later reported that Arcturus, which had sailed from Rosario 8 November 1900 for Rotterdam, had her crew rescued by the British steamer Mohican, outbound from Baltimore, and landed at Leith.
During this extraordinary highs seas adventure, it is worth noting that Devonian had two passengers aboard. She left Boston on 1 March 1901 with five passengers and another "immense cargo" including 189,200 bushels of corn.
Back in service after her drydocking, Winifredian cleared the Mersey on 25 February 1901 and had quite a time of it across as recounted by the Boston Evening Transcript upon her arrival on 9 March, two days late: "Steamer Winifredian had a very rough passage. From the time of leaving the Mersey up to March 5 encountered a succession of violent westerly gales, which at times would Increase to hurricane force, with mountainous seas. Thence had variable weather, with fresh breezes and moderate seas. The worst weather was experienced from March 1 to 4, Inclusive. On those days the steamer met with hurricane weather, and was only able to log 130,176, 186 and 187 knots respectively." She landed six passengers.
Finally, one of the Leyland sisters could report "a fine voyage" when Devonian, from Liverpool on 16 March 1901, arrived at Boston on the 26th, and racing into port to beat out a developing fog, she was a day early. She even had enough passengers for a shuffle board contest or four-handed bridge, landing 16 in addition to 16 returning cattlemen and a stowaway. She sailed for Liverpool with 27 passengers and a 9,200-ton deadweight cargo.
Coming into Boston Harbor on 29 April 1901, Devonian (Capt. Muir) collided with the three-masted schooner Edward W. Perry (Capt. Nickerson) (1882/247 grt) at 10:30 a.m., which was outbound for Newark with a load of stone. Devonian hit the schooner on the starboardside amidship, holing her below the waterline and the began to take on water. The tugs Elsie and Ariel were quickly on hand, though and towed her to the Glades, at the back of Bird Island flats, but she rolled over on the port side with her masts submerged. Devonian, which sustained no damage, docked at East Boston just before 11:00 a.m., landing 23 passengers and 25 returning cattlemen. The schooner was righted and would be, after being pumped out and patched, towed into the city for repairs. In July, a court determined both vessels equally to blame for the collision.
It will be remembered the frustrated ambitions of Ellerman to create a wider shipping cartel with the purchase of Atlantic Transport Lines the previous year. Resisting Ellerman's proposals, ATL's Bernard N. Baker, instead, came into discussions with Clement Griscom of the International Navigation Co., and, through their mutual bankers, J.P. Morgan, toward creating an even wider ranging shipping combine that was centred only on the most profitable North Atlantic routes, using the existing INN owned lines (American and Red Star Line) as the nucleus and in a remarkable about face, see Leyland Line as Morgan's first acquisition to this end.
This union was made all the easier by the fact that meanwhile another important British steamship concern, the Leyland line, had been acquired by Mr. J. Pierpont Morgan in the spring of 1901. This line, itself the fruit of several consolidations, controlled the largest British tonnage in the North Atlantic trade. It owned no fast mail ships, no greyhounds. But it did possess forty or fifty good, useful steamships of moderate speed, many of them of large tonnage, and fit for passengers as well as freight. The main Leyland service lay between Boston or New York on this side, and Liverpool or London on the other, and the business of the company had been so profitable for a long term of years that its shares were quoted at a handsome premium.
Mr. Morgan paid a generous price for his maritime investment. It is said that he gave £14 10s. for each £10 share, or a bonus of 45 per cent. But amazement at Mr. Morgan's "liberality" ceased when the next stage in the great, far-sighted negotiation was unfolded.
American Weekly Reviews of Reviews 1902.
On 26 April 1901, after truly secret negotiations, the shipping world and indeed the man in the street was stunned by the news that Leyland Line had been sold to J.P. Morgan, or rather the American firm had purchased John Ellerman's 80 per cent controlling share in the firm. Some hard negotiating, in person, between the two saw an astonishing 45 per cent surcharge profit on the prevailing share price so that Morgan paid Ellerman £14.5 per share and individual shareholders readily agreed to the buyout at the annual meeting the following month.
Ellerman proved far wiser than those who followed him to the Morgan sales block, insisting he was paid in cash not shares in the newly evolving International Mercantile Marine conglomorate. Morgan, in turn, insisted that Ellerman continue as Chairman of Leyland Line. Morgan and Griscom had no ambitions outside the Atlantic so Ellerman bought, in exchange for £180,000 shares in the IMMC, the 20 Leyland ships engaged on the Mediterranean run and from which he would create what became the great Ellerman shipping empire, abiding from an agreement not to enter the North Atlantic trade for 14 years.
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John Bull: "Now, My Little Man, What Can I Do You For!' Master Jonathan: "Wal, Guess I'll Buy the Whole Store." Credit: The Punch, 8 May 1901. |
At a stroke, in late April 1901, Leyland Line whose success and profit was largely achieved within the world of shipping and finance and out of public notice, suddenly became a symbol of an even bigger threat to The British Empire than the Boers: the rapacious American "magnate," the all mighty American Dollar and the apparent desire to buy, with cash, what it could not achieve on its own, mastery of the North Atlantic sealanes. It would be sometime before things settled down amid the realisation that Leyland remained outwardly the same with British management, officers, crew and flag, but with the certainty that this first acquisition by Morgan would not be the last nor the most important.
Completing one of her fastest passages to date, Winifredian arrived at Boston the morning of 16 May 1901 logging 8 days 17 hours and 30 mins. from Liverpool, Capt. Farrington reporting "moderate breezes during the run across, with more or less hazy weather from the Grand Banks." She landed 17 passengers.
A very heavily laden Devonian with both cargo and the best list of passengers so far that year-- 105-- required four tugs to push her off her berth at Grand Junction wharf, East Boston, on 5 June 1901, and, as reported by The Boston Globe: "The utmost care had to be exercised, as a large fleet of schooners and barges reached this port this morning and were scattered about the harbor. The steamer made the passage down through the tortuous narrows without accident, and after the pilot had been taken off at the light by the tug, which acted as convoy, the Devonian started under the full speed to the eastward."
Docking on 1 July 1901 at Boston which had been sweltering with 98 deg. weather, Devonian reported, by contrast, passing through icebergs and with temperatures as low as 36 degs. en route and then dense fog crossing the ice track and from Flemish Cap to the banks of Newfoundland which spoiled a hitherto fast run that recorded 360 knots one day. Instead, the crossing consumed 9 days 1 hour and an officer told the Boston Post it was the worst summer voyage he had experienced when it came to the denseness of fog. Devonian, Ivernia and the Warren liner Sachem were among the foreign liners at Boston dressed overall for Independence Day, the Boston Globe complimenting them on their display.
Devonian had 108 passengers aboard when she left Boston on 10 July 1901 and a huge cargo that included 263,000 bushels of wheat, 1,500 tons general cargo, 15 tons of provisions, 600 tons dressed beef, 500 tons of hay, 725 cattle and 18 horses so that she drew a full 30 ft. on departure.
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| Credit: Boston Evening Transcript, 24 July 1901. |
Although Winifredian numbered 73 passengers aboard as she sailed from Boston on 24 July 1901, the most important traveller was a horse purchased by order of Kaiser Wilhelm II from Rudolf Clasen of Brookline, Mass. "This equine beauty occupies a box-stall below the upper deck where it is admired by all on board. Its name is "King and the purchase came about in a strange manner. A German officer saw its picture in a vita graph motion view and he became enthusiastic about it. He secured a photograph of the horse and showed it to the kaiser and urged its purchase so enthusiastically that the emperor consented." (Boston Evening Transcript, 24 July 1901).
With the best westbound list so far that season, Winifredian arrived at Boston on the evening of 19 August 1901, but it was so foggy, she did not land her 104 passengers until noon the following day.
With the most number of passengers yet carried by a Leyland liner, Devonian docked at Boston on 9 September 1901 with 131 passengers and, in the words of the Boston Globe, "every berth was occupied, and the accommodations fully tested." The list was the typical end of season one for a Boston liner, including President E.H. Capen of Tufts College and 60 teachers returning after their summer break. Capt. George W. Muir reported "fine clear weather" all the way across and the passage was made in less than nine days and she was alongside by 7:00 a.m. or 30 minutes earlier than expected. Outbound on the 18th, her 49 passengers numbered 21 missionaries of the American Baptist Missionary Union bound for Burma and Assam. Devonian's cargo included 263,039 bushels of wheat and 11,143 bales of hay.
On her next Boston arrival, on 24 September 1901, Winifredian brought in 116 passengers, after a "boisterous and cold passage" (Boston Globe) that began from Liverpool on the 14th and after passing the Irish coast, had strong winds and heavy gales up to the Grand Banks giving way to heavy fog. With a strong ebb tide and the port filled with anchored schooners, she was delayed in docking and it took the tugs Elsie, William Sprague, Vesta and Ariel to put her stern first into her berth at Grand Junction wharf, shortly after noon. News of the death of President McKinley reached the ship just before departure from Liverpool and a memorial service was held aboard, conducted by Rev. Alexander McKenzie of Cambridge, Mass., and her ensign flown at half mast.
The Leyland sisters continued to convey enormous cargoes to Britain, especially of grain, and there were 255,420 bushels of it aboard Winifredian when she took leave of Boston on the afternoon of 2 October 1901, besides 730 head of cattle and about 30 horses, not to mention 27 passengers.
Winifredian was back in Boston before the month was out, arriving the evening of 28 October 1901, having left Liverpool on the 19th, and she waited until the morning to dock. She encountered strong westerlies and rough seas most of the way across and 24 hours of dense fog whilst crossing the ice track so that few of her 34 passengers could have regreted the end of the crossing.
Devonian, which sailed from Boston on 23 October 1901, was alongside at Liverpool's Alexandra Dock when fire broke out aboard shortly after 4:00 a.m. on 4 November in a storeroom in the after part of the ship. The blaze was well underway when the Bootle Fire Brigade arrived but they had it under control in under an hour although the damage, as described by the Liverpool Echo, was "pretty considerable." It, however, did not affect her sailing, as scheduled, for Boston on the 12th. She had a very rough start to the crossing with a northeast gale that persisted from the time she cleared the channel until well off the Fastnet when the winds moderated only to hit another gale, this time from the southwest on the 17th that lasted a day, accompanied by fog. She landed 26 passengers at Boston the 21st.
Owing to a delay in receiving a cargo of fresh beef from the west, Devonian's planned sailing from Boston on 27 November 1901 was put back to the following day at 11:00 a.m. In addition to the beef, she took out 179,892 bushels of corn, 842 bushels of wheat, 4,283 barrels of apples, 725 head of cattle, 20 horses and four passengers.
Just making it in early in the evening on 4 December 1901, a day late Winifredian docked at East Boston after "having encountered very bad weather," (Boston Globe), which it detailed the following day: "ran into a violent northeasterly gale Tuesday evening, attended with heavy rain and sleet and a mountainous sea. The steamer was then on Stellwegen bank, and deeming it unsafe to approach the port in the teeth of such a storm, Capt. Farrington put about and headed to the eastward. She steamed offshore 70 miles, her decks constantly deluged with water. She sustained no injury, and when the storm abated she was put on her course again." There were but two passengers to savour the delights of the crossing.
Her eleven passengers were home for Christmas when Devonian reached Boston mid morning on 23 December 1901, despite hitting two days of gales right out of the Mersey, but much better weather ensued for the rest of the crossing, but had few aboard to endure it, landing all of two hardy souls there. She also had one stowaway who was discovered three days out hiding in the stokehold.
In 1901
Winifredian completed:
- 10 round voyages Liverpool-Boston carrying 353 passengers westbound and 329 passengers eastbound for a total of 682 passengers.
Devonian completed:
- 10½ round voyages Liverpool-Boston carrying 397 passengers westbound and 404 passengers eastbound for a total of 807 passengers.
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| Credit: Mexico Illustrated, c. 1902 |
1902
Devonian begin the New Year in definitive fashion with her departure from Boston on New Years Day for Liverpool with six passengers and a fair cargo that included 887 barrels of apples, 599 cattle, 1,512 sheep and 3,492 quarters of beef. During the voyage smallpox broke out aboard among her cattlemen and when she arrived at Liverpool, seven were found to have the disease. She was thoroughly fumigated before landing her cargo.
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| Credit: The Boston Globe, 10 January 1902. |
Few would seek out a winter westbound crossing to Boston for a smooth, languid sea voyage and any who did would most likely be disappointed. Her thirteen passengers were true sailors by the time they landed at Boston the morning of 10 January 1902 when Winifredian finally showed up, two days late, on crossing bridging the old and new year as well as the wintry North Atlantic. "On Dec 29 the big steamer left Liverpool, and after passing the Fastnet she ran into terrific westerly gales, which continued almost without cessation until reaching the Grand Banks. Tremendous seas accompanied the gales, and on some days the steamer's speed was cut down nearly one-half. After crossing the banks the weather moderated somewhat, although strong breezes followed the vessel into port. She came through the rough weather without sustaining the slightest injury." (Boston Globe, 10 January 1902). Winifredian also landed 26 returning cattlemen and 2,200 tons of cargo. She sailed for Liverpool on the 15th with 31 passengers.
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| Credit: The Boston Globe, 30 January 1902 |
Fully two days late, Devonian finally came into Boston late on 29 January 1902 and was kept at Quarantine until the next morning with a fear smallpow was aboard and carefully inspected by the port physician before being allowed to come in, landing 11 passengers. On her return crossing beginning 4 February, all her cattlemen were compelled to be vaccinated before embarking. She took out 11 passengers.
As widely anticipated, Morgan's purchase of Leyland Line was merely a small, first step and on 4 February 1902, Griscom's International Navigation Co. and Baker's Atlantic Transport Line were purchased, refinanced and reordered into the International Mercantile Marine to which, in short order, Leyland Line (valued at $11,964,275), Dominion Line (for $5,703,348) and, the crown jewel, White Star, for which Morgan paid the staggering sum of $51,855,188. The IMM was formally established on 1 October 1902.
As a consequence of all this, Elllerman stepped down as Leyland Line chairman, replaced by Mr. Henry Wilding and the company managed by Mr. M. Martin and Mr. Walter Glynn.
The subsequent history of the International Mercantile Marine need not be rehashed here, although the effects of it upon Leyland Line was no more sanguine, than on many of its component lines and services, all of which were relegated to subserviant roles when White Star Line, for which Morgan paid so much… far too much… made the chosen instrument. Moreover, IMM was run by New York and Philadelphia financial men and the Boston and Canadian route components as represented by Leyland and Dominion often relegated to second tier status. Operationally, IMM reflected Clement Griscom's running a steamship combine like a railroad whose rolling stock was wholly interchangeable between lines, routes and services. as he had done with Red Star and American Lines. In the end, Leyland Line was no longer in control of their destiny or their fleet.
Worse still, Morgan's triumph came just as the shipping industry entered a protracted post-Boer War slump caused by overtonnaging, low freight rates, American tariffs, a poor harvest in America and worse, for Leyland, periodic outbreaks in hoof and mouth disease which brought the cattle trade to a complete standstill at times.
It remains to be noted that Leyland Line which posted an already diminished profit of £146,127 in 1901, recorded a £5,266 loss in 1902 and a staggering £234,468 deficit the following year. Morgan had not brought a change in the ships' flag or funnel colours or captains or crew, but seemingly in fate and fortunes.
It was a relentless winter, but Devonian was but one day tardy in reaching Boston on 5 March 1902, having left Liverpool on 23 February, after encountering "severe weather" en route. She landed two passengers and 30 returning cattlemen. Her 3,328-ton cargo included Australian wool, Egyptian cotton, machinery, crude sulphur, glassware, salt, fancy goods and general merchandises. Homeward on the 12th, Devonian took out what was stated to be the largest shipment of hay ever by a trans-Atlantic liner: 19,818 bales in addition to 123,616 bushels of grain, 766,330 pounds of butter, 285,975 pounds of lard, 4,763 quarters of beef, 3,274 bales of cotton and 602 head of cattle. She also had 13 passengers.
"A remarkable feature of the sailing of the Winifredian was the fact that she carried no cattle, where usually the steamers of the line carry from 500 to 800 head. The reason given is that there were no cattle on hand for shipment." (Boston Globe, 3 April 1902). On what would prove her last departure from Boston for quite awhile, Winifredian sailed on 3 April 1902 indeed with no cattle, but 12 passengers and a fair cargo including 71,874 bushels of wheat, 1,600 tons of hay, 500 tons of provisions, 120 tons of cheese, 500 tons of lumber and 18 horses.
Devonian arrived in Massachusetts Bay the evening of 8 April 1902, too late to dock and by the following morning a dense fog had enveloped the Bay and by 3:00 p.m. she was anchored off Stelwagen bank where she waited for the conditions to improve. It proved a long delay and 36 hours delayed, she finally tied up at her East Boston wharf at noon on the 10th. She had more stowaways (5) than passengers (3), and the three who were Americans were permitted to land and the other two would be deported and return in her to England.
If cattle were in short supply that spring, so too was grain, and there was only 24,000 bushels of it for Devonian to take out on departure on 16 April 1902 along with 35 passengers. 1,300 tons of hay, 800 tons of provisions, 600 tons of dressed beef, 1,000 tons of general merchandise, 21 horses but she manage to have 600 head of cattle.
With a shortage of cattle, Leyland Line were probably glad of another British Government charter for transports to South Africa for the still not quite over Boer War. The charter of Cestrian and Winifredian was reported on 18 April 1902, to convey the Canadian Second Contingent, comprising 1,500 mounted troops, from Halifax to South Africa. White Star's Cymric had earlier been reported chartered for the purpose but this fell through and Cestrian, already in Boston, left there for Halifax on the 20th. Allan Line's Corinthian was also chartered for the purpose. On 9 May it was further announced that Winifredian would be replaced on the Boston service by Armenian which would take her schedule 11 June sailing from Boston.
Winifredian arrived at Liverpool from Boston on 13 April 1902 and would sail from there to Halifax to embark her 50 officers and 750 other ranks and 800 horses of the Sixth Regiment and Headquarters and two squadrons of the Fourth Regiment, Canadian Mounted Rifles, on or about 9 May. She departed Liverpool on the 22nd and arrived Halifax on 1 May.
Later than originally planned, Winifredian embarked her horses on 16 May 1902 followed by the troops the next day. troops and horses on 17 May 1902, under the command of Lt. Col. J.D. Irving. In all, she took away 923 horses and 778 officers and other ranks.
At 10:18 o'clock the hoarse horn of the steamer Winifredian shrieked, the rigging of the trooper were covered with khaki clad boys, and the crowd on the pier cheered, and countless handkerchiefs waved. Slowly the transport with her cheering hundreds, steamed from the pier. The enthusiasm was intense. The great crowd on the wharf cheered, and amid waving flags the Winifredian floated out on the mirrored sheet of water, and lowly moved down the harbor, those on her deck vigorously responding to the cheers from the thousands who lined the harbor front, as the big vessel passed to the lower bay to await her final orders for sea.
The Halifax Herald, 19 May 1902
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| A letter from a troop aboard, Frank Lucas, was published in The Sault Star of 24 July 1902 with a complete log of the outbound trip. |
Winifredian arrived at Cape Town on 9 June 1902, doing the passage from Halifax in 23 days, nonstop. During the voyage, pneumonia broke out among the men and horses and 27 (or 13 depending on sources) horses died from it. One trooper, of the 4th Reg., died aboard the ship in an accident when he was stuck by a load of hay being removed from the hold and falling 40 ft. into it. One soldier was hospitalised ashore with pneumonia and died from it
The Anglo Boer War ended on 31 May 1902 with the acceptance of the peace treaty by the Transvaal and Orange Free State. With peace, there was not much for the Second Contingent to do and Winifredian proceeded with her men and horses to Durban, suffering a rough voyage en route, and then waiting three days off the roadstead owing to rough weather. Sadly, the rolling of the ship caused some of the horses to fall and three more died on the coastal voyage.
Homewards, Winifredian sailed from Port Natal on 27 June 1902 for Halifax, due there on 22 July, with 656 of the officers and men of the 2nd Canadian Mounted Rifles which had left Halifax back on 14 January 1902, 851-strong. She docked, right on schedule, at 3:30 a.m. on 22 July, after a voyage straight from Durban in less than 24 days. She did not dock, however, until after 2:00 p.m. For some reason, a much needed restock of uniforms did not come to Durban in time and during the voyage, the troopers were nicknamed the "shirtless brigade" and spent the voyage so attired. There was no illness on the voyage and her horses had less appetite than anticipated it appears and on the 28th advertisements appeared in Halifax papers offering the sale of 800 surplus bales of hay.
With hundreds of passengers waving bouquets of beautiful roses and pinks over the sides of the steamships, it was indeed a brilliant scene as the vessels swung out into the stream. While laughter and good cheer prevailed, there were sadder features as at the Leyland Line wharf, where a white-haired mother could hardly bear to part with her daughter.
Boston Evening Transcript, 21 May 1902.
Beautiful weather, full passengers lists and many visitors and wellwishers ushered in the beginning of the summer travel season as Dominion's Commonweath and Devonian sailed from Boston on 21 May 1902, the latter having 88 passengers, within a half an hour of each other. Prospects for an even busier season than 1901 were in the offing with the approach of the Coronation of King Edward VII in London. Neither ship, however, went out well laden with cargo and both had to have their water ballast tanks filled. Devonian had just 8,000 bushels of wheat and a light general cargo.
Devonian had a new commander, Capt. A.S. McConkey, when she sailed from Liverpool on 6 June 1902, relieving Commodore George W. Muir, who would assume command of the new Hanoverian upon her maiden voyage on 9 July. Capt. McConkey had previously been commander of Armenian which had finally concluded two years under charter to the British Government for transport duties. This left Victorian, Cestrian and Winifredian in transport service. Devonian, with 24 passengers, arrived off Boston light the evening of the 15th, but fog conspired to prevent her from docking until the following morning. Capt. McConkey reported "That nothing but thick, cold and beastly weather generally was encountered, meeting dense fog off Georges and carrying it into port, as it were." In addition to her saloon passengers, she had 10 returning cattlemen and no fewer than seven stowaways. In addition to her captain, Devonian had a new Chief Steward, J.H. Pierce, and Surgeon, V.F. Connor, whilst Chief Engineer Weston and Chief Officer Jags were among the old hands.
Showing the demand that augured well for the new Hanoverian, when Devonian sailed from Boston on 25 June 1902, her list of 129 was the most yet she had taken out, leading to the Boston Globe to report: "Perhaps it was this fact, or else because the passengers had such a host of friends, that accounted for such an unusually large gathering on shore. At any rate, the Leyland Line wharf never presented a fairer scene than just before the Devonian passed out of the dock. Light summer gowns, brilliantly fashioned hats, bunches of beautiful flowers and pretty faces all showed the more prominently because of the sombre nature of the surrounds. The great vessel experienced no difficulty in getting away, and half an hour after she was gone the East Boston waterfront was again devoid of unusual interest." Devonian also had a cargo of 1,300 tons of hay, 600 tons dressed beef, 500 tons of provisions, 750 tons of general merchandise and 650 head of cattle. Sailing at the same time, from Charlestown was the erstwhile American Line Merion, now operating for Dominion Line, and an early example of the bewildering chop and change that characterised the cumbersome IMM combine from its onset.
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| The magnificent Hanoverian of 1903, Leyland Line's largest and finest ship that had but three round voyages before IMM shuffled her to Dominion Line and then White Star... and 20 years later back to Leyland. Credit: Engineering, 31 October 1903. |
The summer was noted for the "if you blinked you missed it" meteoric career of Leyland Line's new Hanoverian which had been launched on 25 February 1902 by Mrs. Martin, wife of the Leyland Managing Director, at R&W Hawthorn, Leslie & Co. Ltd.'s Hebburn yards. Measuring 582 ft. (bp) and 601 ft. (oa) by 60.3 ft. and of 13,507 grt, she had accommodation for 245 First Class passengers and was the first twin-screw ship built for Leyland, having two triple-expansion (28", 47.5" and 80" with a 60" stroke) engines and a 15-knot service speed. She had a 13,700-dwt cargo capacity and space for 730 cattle. Although originally mooted for Leyland's proposed New York service, she was caught up in the machinations of the IMM combine almost upon her delivery in June. On 6 June 1902 it was announced that Hanoverian would instead commence her maiden voyage from Liverpool to Boston on 19 July, arriving on the 26th. Her advent would raise Leyland Line's Boston service to its pinnacle but for an astonishingly brief period.
Ending what the Boston Globe aptly described as a "disagreeable passage for her 36 saloon passengers," Devonian, which sailed from Liverpool on 12 July 1902, came alongside her East Boston berth at 11:00 a.m. ten days later after a long delay owing to fog (she reached quarantine the previous evening and anchored three miles below Hull for the fog to clear) and enduring "rain, head seas and fog most of the passage," and exchanged signals with the outbound La Touraine in mid Atlantic. With a 2,600-on cargo, Devonian was drawing 25 ft. aft when she came in. Outbound on the 30th, she had 42 passengers and a light cargo, light enough to again require her to take on water ballast. She had 700 tons of hay, 200 tons of flour, 500 tons of chilled beef, 400 tons of provisions and cheese and 797 head of cattle.
August 1902 marked a high water mark for Leyland Line's Boston service. When Devonian sailed from Liverpool on the 16th, every cabin was booked and she had 111 passengers in all. When she arrived on the afternoon of the 25th after a nine-day passage, the Boston Evening Transcript reported that; "With the exception of about two days of fog, her trip was splendid and was heartedly enjoyed by the returning tourists." It was a classic end of summer Boston list with college professors from Cornell, Dartmouth and other esteemed universities including Prof. R.S. Tarr who had been at the Coronation, and pronounced it "not very impressive," and George Thomas and Ben Lewis who arrived with a number of prize dogs for exhibits at shows that autumn. She also had 24 returning cattlemen and, of course, four stowaways.
On 1 September 1902 the new Hanoverian, on her second arrival at Boston, landed 211 passengers, the most ever carried by a Leyland liner to date.
Duty not done quite yet, Winifredian was detailed to sail from Halifax back to South Africa to embark repatriating troops to England. Scheduled to depart on 5 August 1902 for Cape Town, eight firemen, stewards and seamen did not sign on as expected and she finally signed on sufficient replacements and off the following day. She arrived at Table Bay on the 29th. With 20 officers and 626 men of the 1st Coldsteam Guards, 18 officers and 659 men of the 1st Scots Guards and 18 officers and 540 men of the 1st Oxford Light Infantry, Winifredrian sailed from Cape Town on 13 September. She called en route at Las Palmas on the 28th and arrived at Southampton, "amidst the cheers of the assembled friends and relatives of those on board," on the afternoon of 4 October.
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| Winifredian arriving at Southampton. Credit: Illustrated London News, 11 October 1902. |
The Winifredian was berthed in the Empress Dock, and as she came round the dock head the band of the Scots Guards struck up the regimental march. The band of the Coldstreams also played appropriate music. Among the great crowd on the quay were many old officers and men of the Guards Regiments, who gave their comrades a right hearty welcome home. Colonel Fludyer, of the Scots, was also present to greet his comrades. Within five minutes of the vessel being moored the Scots came ashore in full marching order, and, after parading, joined the train which was to convey them to Windsor. The Coldstreams subsequently entrained for Aldershot.
Birmingham Evening Mail, 4 October 1902
Late owing to fog and gales across, Devonian (from Liverpool on 20 September 1902) docked at Boston on the 30th with a good list of 105 passengers and a 2,300-ton cargo. Among her passengers was Rear Admiral George E. Belknap and A. McKean, publisher of the Syren and Shipping. She met a succession of head winds, fresh gales and rough head seas until off Sable Island which then gave way to fog. Her best days run was 334 miles and her worst 276.
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| Credit: Boston Post, 1 October 1902 |
The Boston Post of 1 October 1902 reported on what was then an usual sports at sea programme held during the crossing:
On the trip of the Leyland liner Devonian to this port a programme of sports for the cabin passengers was given at sea in smooth water on Sept. 25, and enough excitement followed to offset the sameness of an ocean trip. Captain A.S. McConkey of the Devonian was president of the games, with Admiral Belknap and Dr. Green as judges, Dr. V.F. Connor as secretary and Dr. Ester and Messrs. Willcott and E.H. George as clerks of the games.
The games commenced at 2:30 in the afternoon and consisted of a tug-of-war between married and single men, a tug-of-war between married and single women, a three-legged race, egg and spoon race and potato race for ladies, a sack race, threading the needle, skipping race and obstacle race.
After a "very tempestuous crossing," a day late Devonian docked at Boston on 4 November 1902 laden with a 3,500-ton cargo including 1,329 tons of steam coal, and 27 passengers. She bucked heavy gales and heads seas throughout much of the crossing. Sailing schedules again conspired to have her depart within half an hour of Marion on the 12th. The Leyland liner took out a heavy cargo, including 53,000 bushels of grains, 10,000 barrels of applies, 2,500 bales of cotton, 650 head of cattle, 800 sheep and 15 horses. Two-legged passengers were few, numbering eight in all.
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| Credit: Boston Evening Transcript, 11 November 1902. |
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| Winifredian on return to the Mersey after her final Boer War troopship duty. Credit: greatships.com |
Returning to Liverpool from Southampton on 6 October 1902 Winifredian resumed commercial service with her sailing from Liverpool for Boston on 1 November. "After a good voyage," she arrived at Boston shortly after 4:00 p.m. on the 10th, landing 22 passengers and 3,000 tons of cargo. The Boston Globe reported that "considerable difficulty was experienced in getting the big vessel to her berth, owing to the harbor being so crowded with tramp steamers loaded with coal." There an outbreak of hoof and mouth disease that winter in New England and Winifredian's consignment of cattle and sheep were closely inspected upon the ship's arrival at Liverpool on the 29th and all found free of disease and allowed to be landed.
Her last westbound crossing of the year was described by those aboard "as one of the worst they had ever experienced," weather-wise, and indeed Winifredian was a full two days late arriving at Boston on 17 December 1902 with a dozen passengers. The Boston Globe gave a fine account of the conditions encountered: "On Dec 12, in the face of a gale of hurricane velocity, the progress of the vessel was retarded to such an extend that she average but one knot an hour during the forenoon. The seas broke on board repeatedly, carrying away the forward bridge ladders and causing other damages to deck fittings. The steamer was rolling like a cask, and decks were flooded most of the time. Dec 14 she ran into a thick snowstorm, and whistle was sounded at frequent intervals, as it was impossible to discern objects half a ship's length away. After that the weather became more moderate." She came with the Warren liner Sachem was which three days tardy.
Winifredian sailed for Liverpool on 24 December 1902 with 32 passengers and a cargo that included 14,809 barrels of applies, 40,000 bushels of whear and 800 bales of cotton.
In 1902
Winifredian completed
- five round voyages Liverpool-Boston carrying 61 passengers westbound and 82 passengers eastbound for a total of 143 passengers.
- one trooping voyage Halifax-Durban carrying 879 officers and other ranks
- one trooping voyage Durban-Halifax carrying 749 officers and other ranks
- one trooping voyage Cape Town-Southampton carrying 1,882 officers and other ranks
Devonian completed
- 10½ round voyages carrying 360 passengers westbound and 361 passenger eastbound for a total of 721 passengers.
1903
Predictably the first voyages of the New Year were tempestuous. Devonian, after clearing the Mersey on 3 January 1903 with a heavy cargo of 1,700 tons of coal and 3,000 tons of miscellaneous merchandise, "encountered continuous bad weather throughout the run. Gale after gale met the big craft, and it was a struggle against wind and wave the whole way across the Atlantic. She sustained no damage," reported the Boston Globe upon her arrival, in company with the Warren liner Michigan, on the 14th. Just as well, the Leyland liner had only three aboard to endure the crossing. She also brought in one stowaway. Homewards on the 21st, she had 18 fares and a cargo including 25,758 bushels of wheat.
Winifredian fared little better on her first trip, commencing from Liverpool on 11 January 1903 and due at Boston on the morning of the 22nd, did not arrive until late that day, landing 11 passengers. Her turnaround at Pier 6, Grand Junction Docks, East Boston, was marred on the 26th by the death of longshoreman who accidently fell into an open hold, dropping some 20 ft. and hitting his head, dying instantly. With 12 passengers, Winifredian sailed on the 28th.
"In fact guards were not needed for the dishes on the dining tables," marvelled the Boston Evening Transcript reporting on Devonian's crossing upon her arrival on 19 February 1903, having sailed from Liverpool on the 7th. She, in fact, had splendid weather, "as smooth as one in summer," most of the way across when other steamers reported "the most terrific weather, gales and high seas." The fine conditions prevailed up to the Grand Banks when, until her arrival, "blizzards were almost unceasing" and making her almost two days late in the end. Tidal conditions at Liverpool had keep her cargo to just 2,000 tons and she brought in nine passengers.
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| Splendid photograph (Leslie Jones of the Boston Globe) of the Leyland liner Canadian on departure from Boston, attended by the tugs Vesta and John W. French. She joined the Boston run in 1903. Credit: www.tynebuiltships.co.uk |
With the running down of Leyland Line's New York Service in 1903 which was given over to White Star as IMM's new policy of favouring that line over all others, the fine Leyland liner Canadian (1900/9,301 grt, 60 passengers) joined the Boston run along with Bohemian. Canadian made her first arrival at Boston on 12 March 1900 followed by Bohemian on 9 April. Armenian and Victorian went to White Star although kept their names.
Fans of "proper" winter Atlantic crossings would have relished being among the 14 who embarked in Devonian at Liverpool for Boston on 14 March 1903 which, according to the Boston Globe (26 March 1903) "had disagreeable weather from the time of leaving the Mersey, with intermittent fog from the Grand Banks… In lat 42:50 N. long 48:30 W, the steamer passed several iceberths, and from that time until reaching long 53:09 W., 18 large and small bergs were seen. They were drifting slowly to the southward and were directly in the trans-atlantic steamship track." There were 12 additional cattlemen and three stowaways (all Americans who worked their passage across upon discovery) aboard to experience the wintry voyage which made Devonian 48 hours late, coming off Boston light at 11:00 p.m. on the 25th and docking the following morning, logging 11½ days for the crossing. She brought with her a 2,300-ton cargo. Homewards on 1 April, she had 10 passengers and 3,500 tons of cargo.
The Boston Globe of 31 March 1903 reported that "J. Piermont Morgan is the latest of the prominent ocean-going travelers to discover the convenience of this city as a port of departure. It is understood that he will sail for Europe April 8, which is the date the Leyland liner Winifredian leaves East Boston for Liverpool." Winifredian, like her sister ship, 48 hours late in reaching Boston, and came in from Liverpool late the afternoon of 2 April with 13 passengers, 2,000 tons of cargo and "three valuable horses to be exhibited at the coming horse show." But when she sailed for home on the 8th, her eight passengers did not include J.P. Morgan.
It was announced on 24 April 1903 that Winifredian would skip her scheduled 1 May sailing from Liverpool (from Boston on the 16th) to undergo her annual drydocking and overhaul on the Mersey.
Only a day late, Devonian docked at Boston on 4 May 1903 with 41 passengers and six thoroughbred horses, all hunters and jumpers, one, Goldshifter, had won first prizes in Dublin, Cork, Limerick and Clonmel. The steamer, which left Liverpool on 24 April, had a "rough passage" during the first half of the trip and brought in 2,500 tons of cargo, five returning cattlemen and two stowaways.
Devonian, which left Boston for Liverpool on 9 May 1903 with 35 passengers, would, as reported by the Boston Evening Transcript on the 11th, would "not return until conditions improve," citing "dullness in ocean freights," as the reason and mentioning, too, that Armenian and Winifredian were off the run and Warren Line had laid up Bay State, Kansas and Sagamore, and Cunard, Sylvania. The end of the Anglo-Boer War and the paying off of so many ships employed in transport duties had resulted in severe overtonnaging on the market with the lowering of freight rates. There had also been a cessation of the cattle trade owing to continued outbreaks of hoof and mouth disease.
Passenger trade was sufficient to return Winifredian (Capt. F. Shepherd) to service for one round voyage upon her departure from Liverpool at noon on 5 June 1903, and "an uneventful but very pleasant voyage" ensued, putting in a smart passage of 8 days 18 hours despite one bout of bad weather off the coast. She landed 19 passengers and had 3,000 tons of cargo to discharge including 2,001 bags of crude sulphur, 1,636 bags of salt, 256 bales of Egyptian cotton, hides, leather and wool. She also had no fewer than six stowaways. On the return, the cabin accommodation was sold out and there were 110 aboard (who embarked the previous evening) when she cleared Boston at dawn on the 20th. It was the best eastbound list that year. Cargo carryings, however, remained poor and Winifredian was back in service mainly to cater to the high season passenger traffic and upon return to Liverpool, she returned to idleness.
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| Credit: The Boston Globe, 21 June 1903. |
For first time in memory, there was not a single Leyland Line arrival at the Port of Boston in July and into the first three weeks of August 1903 as IMM had effectively cancelled the service and their intermediate New York service amid the continued downturn in cargo.
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| Credit: Boston Evening Transcript, 13 August 1903. |
A most hopeful announcement was made on 5 August 1903 that Devonian would depart Liverpool for Boston on the 12th inst. (previously set for the 14th) with arrival on the 21st and from Boston on the 29th. She would be followed by Bohemian and Leyland return to a weekly service from Liverpool on Friday using Devonian, Bohemian, Canadian and Cestrian until 23 October when Winifredian would return to service. Again, it was the pent-up demand for passenger berths rather than cargo demand that prompted the resumption of service.
After being absent from the port since 9 May 1903, Devonian returned to Boston the afternoon of 21 August 1903, Capt. A.S. McConkey bringing her alongside her berth at Grand Junction docks at 1:20 p.m. with the most passengers of the season: 105 in all, mostly returning tourists. Capt. McConkey reported "ordinary weather" during the crossing although the Boston Globe described it as "rather disagreeable." Mersey-bound on the 29th, there were 28 passengers and the Boston Evening Telegraph noted that "inclement weather did not keep a large number friends from thronging the dock to bid farewell to their friends."
The first year of IMM management, tested by poor trading conditions, only encouraged their habits, dating from their American Line and Red Star origins, of constantly shuffling vessels among their component lines and routes. Having already lost Hanoverian to Dominion and then White Star, and their New York service to White Star, Leyland ships would begin to figure on other routes and line sailing schedules. On 15 September 1903, it was announced that Devonian, presently Boston-bound from Liverpool, had cargo for Portland, Oregon and would return via the Maine port, taking the place of the Dominion liner Ottoman on her 26th sailing.
When Devonian docked at East Boston at 10:30 a.m. on 21 September 1903, she was nearly a day late, having contested by "almost continuous bad weather," since departure from Liverpool on the 11th. She landed a very good list of 114 passengers which ranked as the best westbound patronage of the year and as usual at the time of year, mostly returning teachers and professors. Her cargo, reflecting the times, was dismal: 1,250 tons for Boston and 400 tons for Portland, for which she departed on the following day. When Devonian left Portland on the 26th, she had 15 passengers for Liverpool.
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| Credit: The Boston Globe, 1 November 1903. |
Having departed Liverpool on 16 October 1903, Devonian had a fine passage, arriving at Boston on the 25th, with 44 passengers. "Capt. McConkey… reported a typical winter passage, not very bad or not very good. The first day out while in the Irish Sea the weather was very boisterous, and on the route across southwesterly and northwesterly gales were encountered." (Boston Globe). She was drawing 24 ft. on arrival with a 2,000-ton cargo and for the second, and last time, 600 tons of that was for discharge at Portland on account of Dominion Line and she would sail home via that port. When Devonian left Portland on the 31st, she had only six passengers,but had the largest cargo yet lifted from the port including 23,000 barrels of apples (the largest shipment ever from Portland), 700 tons of fresh meat, 270,000 bushels of grain and 798 head of cattle. The whole cargo was valued at over $1 mn.
Finally returning to service, Winifredian (Capt. Shepherd) sailed from Liverpool on 24 October 1903. During her lay up, her holds had been fitted with "electrical ventilating apparatus, making her a perfectly appointed ship for the transportation of apple freights." (The Boston Globe, 2 November 1903). She was due to reach Boston on 2 November but poor weather had her arriving the following morning with 13 passengers and a 3,000-ton cargo including 4,800 barrels of grapes, and well as a large amount of nuts, raisins and other holiday commodities, 1,000 bags of salt, 200 casks of china clay and a large consignment of sulphur.
Winifredian inaugurated Leyland Line's new Boston sailing day from Saturdays to Wednesdays with her departure on 11 November 1903. She had only seven passengers but a very heavy cargo including 165,000 bushels of corn, 17,156 bushels of apples, 500 tons of provisions, 569 bales of cotton, 500 tons of refrigerated beef and her first consignment of sheep since the embargo was lifted.
The fog was so thick in the Mersey on sailing day 21 November 1903, that Devonian could not get away on schedule. Similar conditions persisted all the way across and her officers could take but one observation when sun broke through on 1 December. She was late docking at Boston the morning of 2 December, but still managed a fair passage of 9 days 2 hours across. She disembarked three passengers and five returning cattlemen and had 1,200 tons of cargo. Homewards for the last time that year on the 9th, Devonian had all of two passengers but 650 head of cattle, 1,850 sheep, 10 horses, 600 tons of provisions and 700 tons of miscellaneous merchandise.
Winifredian, from Liverpool 28 November 1903, arrived at Boston for the last time for the year on 7 December after a very good nine-day passage from Liverpool and landing 12 passengers and 18 returning cattlemen. She had six passengers and a fair cargo including 670 head of cattle and 1,900 sheep upon departure on the 16th.
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| Credit: ABC Pathfinder Shipping & Mailing Guide 1903. |
In 1903
Winifredian completed
- 6 round voyages Liverpool-Boston carrying 83 passengers westbound and 160 passengers eastbound for a total of 243 passengers.
Devonian completed
- 8 round voyages Liverpool-Boston (2 returning from Portland) carrying 333 passengers westbound and 105 passengers eastbound for a total of 438 passengers.
1904
When her pilot conned Devonian towards her East Boston wharf on 7 January 1904, he had to wait for tugs to break up the ice which gripped much of the harbor that harsh winter. For the first time in 38 years, New York's North River was frozen from shore to shore. It was another reminder of winter after a long and rough 11-day passage for Devonian from Liverpool with 10 passengers. Homewards on the 13th, there were but five aboard and 291 head of cattle and 1,009 sheep and a fair cargo including 44,138 bushels of corn.
In spite of heavy westerly gales and head seas all the way to the Grand Banks and a very strong gale on 7 January 1904 reducing the day's run to 112 nautical miles, Winifredian managed "a remarkably quick run," of 11 days from Liverpool and docked at East Boston by 5:00 p.m. on the 13th, conned in by pilot Capt. Kendrick: "In spite of the gathering darkness and the strong wind, the big steamship entered the dock without the least difficulty," lauded The Boston Globe. Late delivery of freight delayed her return sailing but Winifredian was off by noon on the 21st and went out "well loaded" in cargo and 649 cattle, 1,253 sheep and 11 horses, and but with only four passengers.
Concluding one of her longest and stormiest crossings to date, Devonian crunched her way through the ice in Boston Harbor the morning of 11 February 1904 and rang up Finished With Engines at 10:30 a.m., having logged a full twelve days en passage from Liverpool and a record three days late. In what seemed understatement, The Boston Globe said "the ship was battered by westerly gales and tremendous seas across the Atlantic." The storms were at their worst on 6-7th and coated her fore deck with ice. Her six passengers included American artist E. Aubrey Hunt as well as nine returning cattlemen and her six stowaways, one aged 15, and another boy who was British and likely to be deported back on the same ship. Devonian had 1,600 tons of cargo to land, including 48 cases, 23 iron pillars, 3 castings and 17 iron girders for the St. Louis World's Fair.
Icebound Boston offered little refuge to winter Atlantic thrashed liners that year. Forty-eight hours late, Winifredian which left Liverpool on 6 February 1904, came in on the 17th after fighting gales all the way across. "The gales were principally from the north west, and there was hardly a letup in the force of the wind during the entire run. Mountainous seas caused the vessel to pitch and roll, and she shipped an immense amount of water over her bows," reported The Boston Globe. Encrusted with ice, she brought in all of two passengers and a 1,000-ton cargo including a shipment of machinery for the St. Louis World's Fair. But that was not the end of her winter's torments:
The Winifredian arrived in the upper harbor about 11 a.m. and dropped down slowly to make a berth at the end of the Leyland pier at Grand Junction, East Boston. The tugs had previously been in and around the dock and stirred up the ice until it was well loosened, but the accumulation was enormous. The continued northwest wind of Tuesday and yesterday had worked all the loose ice toward the East Boston side of the harbor, and from the elevator wharf as far as the eye could see toward Fort Winthrop, extended one broad, white ice field.
The passing tugs going down to Jeffries Point and the ferryboats of the B L & R B RR kept the edges churned up, but when the big liner began to work down and toward the pier she could not help gathering it under her lee.
As the tide was almost at the flood, there was no drifting out, but instead the ice kept steadily collecting and massing, until the steamship was actually stopped when 40 feet from the pier by this accumulation of the cakes, which, three inches thick and of all sizes and shapes, had slid together until they were packed and wedged into a firm mass which resisted all attempts on the part of the steamship to work her way nearer to the pier. A hawser was broken in the attempt to draw the stern down to the wharf.
The blowing snow and the cold wind helped to solidify the mass of ice, and just before noon the ship stopped her engines and remained breasted oft from the wharf by 40 feet of ice floe.
The Boston Globe, 18 February 1904
Delayed a day in departure owing to the conditions, Devonian (which had arrived from Liverpool on 11 February 1904) sailed from Boston at 10:30 a.m., same morning Winifredian came in-- the first time the two sisters were in the port together. Devonian took out six passengers, 562 cattle, 1,001 sheep and 10 horses. Winifredian sailed for Liverpool on the 25th with two passengers.
Devonian sailed from Liverpool 8 March 1904 and, for a change, had a fine, and for winter, fast passage of less than 10 days across, anchoring off Boston light the morning of the 18th just before a snowstorm, and docking in the afternoon after it subsided. She had another light list of six plus two stowaways and 28 returning cattlemen. Devonian left for Liverpool on the 23rd with 15 passengers and a light cargo, including 650 cattle, 1,056 sheep and eight horses.
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| Credit: The Boston Globe, 27 April 1904. |
Trading conditions remained pretty dire and 28 March 1904, The Boston Globe reported Devonian would, again, be laid up on arrival in Liverpool (1 April) until the "dullness in ocean freights improved." In addition, Canadian, too, was laid up leaving only Cestrian and Bohemian to maintain the now fortnightly service through May. Winifredian, too, had missed a trip following her 25 February sailing from Boston, but on 15 April it was announced she had sailed (on the 9th) to Boston replacing Devonian. On the 25th it was reported that Devonian and Canadian would return to service in June for the summer season.
Making her first Boston arrival since February, Winifredian (Capt. F. Shepherd) docked at Grand Junction docks the evening of 19 April 1904 after a fair 10-day passage. She disembarked 19 passengers, 21 cattlemen and, as always it seemed with Leyland liners, stowaways, in her case, four. When casting off for Liverpool on the 27th, she had a decent list of 37 passengers and a fair cargo including 43,000 bushels of corn, 1,040 cattle, 1,000 sheep and seven horses. It was, in fact, the best patronised Boston departure of the line so far that year.
Reporting another fair (and fast) passage, Winifredian arrived at Boston on the afternoon of 23 May 1904, logging nine days from Liverpool and disembarking 27 passengers and 23 cattlemen and, for a change, not a single stowaway. She also landed seven horses, all trained hunters of the best quality, purchased in Ireland.
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| Capt. R. Ridley. Credit: The Boston Globe, 16 February 1906. |
Now commanded by Capt. R. Ridley (formerly of Lancastrian), Devonian returned to service upon her departure from Liverpool on 21 May 1904. She docked at Boston the morning of the 31st with 27 passengers and three stowaways, and could have come in the previous evening it were not for heavy fog. A gale encountered en route further delayed her, but according to the Boston Globe: "Thanks to the attention of J.N. Pierce, the chief steward, the passengers were kept well and happy, and every one of the 27 as they landed presented their compliments to Capt Ridley for his attention and interest in their welfare. The saloon passengers enjoyed a delightful entertainment in the saloon on Saturday evening at which Dr Austin H. Longfellow of Providence was chairman. A number of songs were given by Mrs George Bray, wife of the Boston manager of the I. M. M. company interests, and Miss Ina Few of Kansas City. Mr Charles A. Smith of Dorchester also contributed to the entertainment."
Mersey-bound on 8 June, Devonian had a good list of 71 passengers and her cargo included 24,924 bushels of wheat and 17,000 of corn, 861 head of cattle and 1,015 sheep. Indicative of the peak summer season and overall better business, Winifredian had 104 passengers sailing in her from Boston on 6 July as well as 976 head of cattle and 807 sheep.
Fine weather excepting heavy fog the last 200 miles, saw Devonian log a good passage of 8 days 22 hours from Liverpool to Boston where she docked the evening of 11 July 1904 although she had only 23 passengers to land as well as 12 returning cattlemen and… four stowaways. Outbound on the 20th, she had 33 passengers, 42,500 bushels of wheat but a strike by meat packers reduced her cargo of dressed beef. She took out 1,153 head of cattle, as many as she had ever transported. Boston continued to be the biggest cattle exporting port in the country and indeed North America, and from January to August, 112 steamers left the port with 71,023 head as well as 58,150 sheep with Leyland Line among the most represented.
With the largest list of passengers (127 in all) carried by the line that year and after a pleasant and quick (8 days 12 hours) crossing from Liverpool, Devonian docked at Boston on 5 September 1904. Her return crossing, beginning the 14th, attracted 62 passengers, including a party of seven missionaries on their way to Turkey.
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| Credit: The Boston Globe, 13 September 1904. |
Winifredian added to the year's passenger totals when she landed 118 at Boston on 13 September 1904 although she was a day late owing to strong westerlies encountered en route. Her passengers included the good representation of college professors these late summer crossings always did, including Prof. Webster Wells of MIT and Miss Caroline Hazard, President of Wellesley College.
The nice weather of the summer did not last long into the autumn and two days of fog off the Grand Banks held up Devonian, which had hitherto enjoyed a good crossing, so much that instead of arriving at Boston on 10 October 1904, finally docked at 10:00 a.m. the following day, landing 66 passengers. Her outbound cargo on the 19th set a record for apples: 20,235 barrels in all, in addition to 2,000 bales of cotton and 900 head of cattle plus 32 passengers.
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| Credit: Boston Evening Transcript, 22 November 1904. |
Winifredian won the battle of the barrels (of apples) when she took out 20,247 on 26 October 1904 as well as 1,057 head of cattle and 36 horses and 47 passengers. The Boston Globe reported on the occasion that it would be "her last trip this winter on the Leyland line, as she is to be transferred to the White Star Line, and thereafter berth at Hoosac docks." This was followed up on 13 November with the report she had indeed sailed from Liverpool the day before "on her first sailing for White Star Line… to help out the Cymric." She did indeed berth at the Hoosac piers, Charlestown, on arrival on the 22nd after a surprising mild crossing and had anchored off Boston light the previous evening. She disembarked 19 passengers.
The passage across was pleasant and comfortable until the steamer struck the hurricane yesterday, and then the passengers were given a taste of a real storm at sea. For hours it blew with unabating fury, while the seas pounded against the big ship, sending showers of spray into the rigging. The steamer was delayed somewhat by the storm, but came through uninjured.
The Boston Globe, 15 November 1904.
So Devonian ended her second to last westbound crossing of the year, Capt. R. Ridley bringing her into Quarantine before daybreak on 15 November 1904 and alongside her East Boston slip shortly after 7:00 a.m. A good list of 68 came down the gangway along with "forty-two dogs of fancy breed," belong to a passenger and having a section of the horse stalls for the voyage. Her cargo included 2,273 barrels of grapes. On the way home, sailing on the 23rd, Devonian again secured the record for an apple consignment that year, taking away 25,772 barrels in addition to 1,300 tons of provisions, 1,600 bales of cotton, 952 head of cotton and 68 western horses.
Winifredian's 30 November 1905 sailing from Boston was the first advertised in the Boston papers under White Star Line, partnered with Cymric which, like her, carried only saloon class passengers, and altogether the two ships complimented each other perfectly. She had 56 passengers on her first sailing from Hoosac docks and-- the largest shipment of wheat from Boston since January and totalling 113,176 bushels-- in addition to 15,000 barrels of apples, 2,000 bales of cotton and 910 head of cattle. Swelling her passenger list were 41 Mormon elders on a missionary trip to Europe, a trade that White Star seemed to specialise in.
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| Credit: The Boston Globe, 1 December 1904. |
One of the perils of the Port of Boston, especially in winter, was the profusion of schooners, most carrying coal, which often littered the harbour lying at anchor and making for a veritable obstacle course for big ships threading their way out. So it was with Winifredian, which cleared Pier 6, Hoosac docks, at 3:40 p.m., and after making the turn off North End park, headed downstream and managed to clip the anchored four-masted schooner Jacob M. Haskell, grazing her starboard side at mizzen rigging, but more serious damage was avoid when Winifredian dropped her anchor when collision seemed inevitable and her way was considerably checked. Undamaged, the liner was taken in hand by the tugs Juno, Confidence and Zetes and soon on her way out of the port and into the Bay.
It was the worst passage the liner has encountered this year and traces of the storm's fury were not lacking when the steamship reached port.
The Boston Globe, 21 December 1904.
Like stormy, tempest tossed bookends, the last voyage of the year was like the first, and more than two days late, Devonian finally came into Boston on the afternoon of 21 December 1904, having left Liverpool on the 10th and expected to arrive on the 19th. "From the time of leaving the Mersey until two days of port she was constantly bucking against fierce gales and tremendous seas. At times the wind would increase to the fury of a hurricane, and the vessel's progress was cut down one-half. The 47 saloon passengers were kept below and there were few occasions when it was safe for them to venture on deck." (Boston Globe). Among her passengers were 38 Mormon missionaries and converts, bound for Ogden City and other Mormon communities in Utah.
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| Credit: The Boston Globe, 29 December 1904. |
Devonian was also late in returning to England and her scheduled sailing from Boston at 2:00 p.m. on 28 December 1904 was put back to the following afternoon owing to a delay in receiving some of her large outbound cargo. She would take out a record 164,600 bushels of corn, 1,300 tons of provisions, 2,000 bales of cotton and 850 head of cattle and 18 passengers. The morning she sailed, the body of unknown man, aged about 50, was found aboard and it was believed he had secreted himself aboard to stowaway and died of natural causes.
Winifredian (Capt. Shepherd) made the final arrival of the pair at Boston for 1904 when she came in on 27 December and berthed at Hoosac docks. Landing six passengers, she reported fine weather as far as the Grand Banks followed by rain and cold weather for the remainder of the passage.
In 1904
Winifredian completed
- 10½ round voyages Liverpool-Boston carrying 313 passengers westbound and 377 passengers eastbound for a total of 690 passengers.
Devonian completed
- 9 round voyages Liverpool-Boston carrying 378 passengers westbound and 264 passengers eastbound for a total of 642 passengers.
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| The tug Ralph Brocklebank (1903) passes Winifredian at the Landing Stage, c. 1905, the tug, renamed and rebuilt as a tug tender, Daniel Adamson, is preserved today. Credit: www.thedanny.co.uk |
1905
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| Credit: Boston Evening Transcript, 3 January 1905. |
Winifredian began the New Year in fine form, sailing from Boston on 4 January 1905 with the biggest cargo of grain to leave the port in three years. In all, she left with 154,000 bushels of corn and 50,000 bushels of wheat which took about 175 freight cars to bring from the Canadian West via the Boston & Maine Railroad. In addition, she had 700 tons of provisions, 2,000 bales of cotton, 16,000 barrels of apples, 850 head of cattle and 1,100 sheep when she cleared her Charlestown berth and 25 passengers aboard for good measure. Altogether the great vessel was well down to her marks with 9,500 tons, the definition of a working ship doing exactly what she was designed and built for.
Starting from Liverpool on 15 January 1905 on her first voyage of the year, Devonian had a classic "boisterous passage" of 12 days across. When she finally docked at Boston on the afternoon of the 27th, a weary Capt. Ridley told the Boston Globe shipping reporter, "the vessel was caught in the blizzard Tuesday when off the coast." The storm, he said, raged with cyclonic fury for hours and the liner was hove to in order to prevent damage. For 48 hours, Ridley was on constant duty on the bridge. "The captain was not the only one on board whose rest was broken by the stormy weather, for hardly one of the 13 saloon passengers had slept since Tuesday." Devonian left for Liverpool on 2 February with a 6,000-ton cargo, 989 cattle and 1,216 sheep, but only four passengers.
Winter weather played havoc with railroads as much shipping and running on a liner schedule, Winifredian had to sail from Boston on 8 February 1905 without nearly as much cargo as had been originally consigned to her as it had been delayed en route from the west. She had 23,000 bushels of wheat, 1,020 head of cattle, 1,211 sheep and sundries and 10 passengers for the crossing.
Even though still on the White Star service, Winifredian, which left Liverpool on 23 February 1905, had no free berth at the Hoosac docks on arrival on 8 March, a day late owing to bad weather, and "was obliged to haul into to the Eastern railroad pier at East Boston." She had actually arrived off the harbor that morning, but the fog was so thick she had to wait for it to clear before passing through the Narrows and was landing her 51 passengers shortly after 1:00 p.m. White Star's Mormon business was paying off and there were 42 Mormon elders and converts filling up what would have another light winter list. She also had 26 returning cattlemen and one stowaway. Mersey-bound on the 15th, Winifredian had another record grain shipment of 135,000 bushels in addition to cotton, lumber, apples, cattle and sheep.
After a ten-day crossing from Liverpool, Devonian berthed at the Grand Junction docks, East Boston, on 4 April 1905, delayed "by moderate to fresh westerly winds and rough seas." According to the Boston Globe, "Just off the Grand Banks the big liner had to thread her way among monster icebergs and broken ice and for several hours she was almost entirely surrounded. The ice stretched out a great distance from east to west and was unsually far south for this season of the year." Some of the bergs were more than 200 feet in length and a number of seals were seen on the larger bergs. The ship brought in eight passengers, 42 returning cattlemen and one Russian stowaway, discovered the second day out, and put to work in the stokehold, and would doubtless again be so employed, deported on the ship's outgoing trip. She also had 1,000-ton cargo.
Upon her 22 April 1905 sailing from Liverpool, Winifredian was back on the Leyland Line service to Boston with the White Star Line parallel service up to strength with Arabic and Republic joining Cymric.
Westbound cargoes were almost always lighter and more varied and when Devonian arrived at Boston on 9 May 1905, her's included 5,861 bags of onions besides wool, rubber, whisky, manganese, bar iron, salt, palm oil and steel. She disembarked 20 passengers after a voyage extended about a day owing to "fresh westerly winds and fog." Going out on the 17th, she had 100,000 bushels of wheat and corn, 3,500 bales of cotton, 600 tons of provisions and 750 head of cattle as well as 35 passengers.
After strong head winds encountered just out of the Mersey, Devonian had a fine and fast passage of less than nine days, arriving at Boston on 12 June 1905 to join her sister in port.
Outbound cargoes were not always so good and whilst not a return to the dire trading conditions of 1903, when Winifredian sailed from Boston on 14 June 1905, she had one of the poorest cargoes dispatched to Liverpool in years, less than 1,000 tons plus fresh beef and cattle and light enough that she had to take on water ballast to bring her down her seagoing marks. She and the Cunarder Sylvania both arrived at Liverpool from Boston on the 22nd.
Such was the state of the cargo business that once again Leyland Line was obliged to lay up Winifredian at Liverpool for one round voyage.
Sailing for Liverpool on 21 June 1905, Devonian had the best passenger list so far that season, 115 in all, and 3,000 tons of cargo as well as 1,109 head of cattle. She, too, was light enough to require water ballast tanks filled and the Boston Globe reflected that her light loading "gives some idea of the present depression in the ocean freight market." She did better on her next sailing from the port on 27 July with 100,000 bushels of wheat, corn and barley, 700 tons of provisions, 150 tons of lumber, 1,000 bales of cotton and 1,149 head of cattle, but only 32 passengers.
As the big liner passed across the bow of the battleship Iowa, on her way to her berth at East Boston, the British jack at the stern was dipped, the courtesy being promptly acknowledged by the warship's commander, who ordered his vessel's colour dipped in response to the Britisher.
The Boston Globe, 15 August 1905.
Returning to service, Winifredian left Liverpool on 5 August 1905. Ending what was called an "uneventful passage," she arrived in Boston on 15 August 1905 and passed the U.S. Navy battleship, and famous veteran of the Spanish American War, U.S.S. Iowa (BB-4) which was visiting as part of a fleet review with U.S.S. Alabama, Illinois, and Massachusetts and honors exchanged between the two ships. Winifredian landed 47 passengers. Boston was experiencing an acute salt shortage (needed for the thriving fishing industry) and her cargo of 400 tons plus another 500 in bags was most welcome. Homewards on the 23rd, Winifredian had 108,000 bushels of grain, 1,000 bales of cotton, 1,032 head of cattle and 42 horses but what was only referred to as "a good list of passengers."
Anchoring off Boston light at 7:30 p.m. on 21 August 1905, and coming into her East Boston pier the following morning, Devonian had 98 passenger disembarking there. Having left Liverpool on the 12th, she was two days late, unusual for the time of year, owing to the headwinds and some fog the last three days of the passage. Homewards, she had only eight passengers, but a fair cargo including 110,000 bushels of corn, 2,000 quarters of beef and 1,150 head of cattle.
It was another good end of season list for Devonian which landed 107 passengers at Boston on 25 September 1905, one of whom arrived with a pack of 32 blooded hounds which he was taking to Texas. Her return cargo on her 4 October sailing was described as one of the largest and most valuable dispatched from Boston in some time. Measuring some 15,000 tons, it included 129,941 bushels of corn, 5,486 barrels of apples, 350 tons of provisions, 350 tons of hay, 350 tons of flour, 350 tons of lumber, 1,129 head of cattle and 17 horses. The Boston Evening Transcript added that "for this late in the season… did well to carry out thirty-three passengers for Liverpool."
Somewhat delayed by "stormy weather in mid-ocean," Winifredian (Capt. F. Shepherd) came into Boston on 24 October 1905 with 34 passengers and 14 returning cattlemen. She landed a inbound cargo for reflection of the pre-Thanksgiving and Christmas season that included 200 cases of ale, 300 cases of stout, 500 cases of brandy, 2,685 boxes and 750 quarter boxes of raisins,4,730 barrels of grapes, 150 tons and 500 sacks of salt, 250 barrels of creosote, 125 bales of wool and 100 bales of cotton. When Devonian arrived the 30th with 17 passengers on a "trip devoid of unusual incidents," it was her cargo of 8,000 barrels of grapes that made the newspapers that day. She made the passage from Liverpool in nine days which was good going for the time of year.
Cargo was back to being king by year's end. Sailing from Boston on 1 November 1905, Winifredian numbered but 15 passengers, including six missionaries bound ultimately for India and Burma, but carried in her holds an epic, even record cargo. Principal among which were 19,680 barrels of apples, the largest shipment that season and 150,000 bushels of grain, 800 tons of provisions. Boston harbour was enveloped in thick fog all morning and Winifredian did not sail until shortly after 1:00 p.m.
"Every inch of space in the great holds of the liner was utilized, and she carried out one of the largest cargoes of the year," noted the Boston Globe upon the departure of Devonian from the port on 8 November 1905 and with little exaggeration. Her bill of lading included 126,000 bushels of wheat, 17,000 bushels of corn, 30,000 bushels of oats, 500 tons of provisions, 100 tons of tallow, 200 tons of hay, 1,200 bales of cotton, 4,000 barrels of apples, 400 tons of flour and 1,149 head of cattle. There were but 10 passengers, however.
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| A busy, bustling week in the Port of Boston highlighted in a wonderful bit of artwork in The Boston Globe, 10 November 1905. |
Winifredian was back in Boston before the month of November was over, arriving off Boston light the evening of the 25th and docking at East Boston the following morning, landing just 10 passengers plus 20 returning cattlemen. She reported fine weather most of the crossing.
Devonian's final voyage for 1905 was a dilly. Under Capt. Ridley, she sailed from Liverpool on 25 November and on 7 December the Boston Globe reported that she was overdue by three days and "she has 13 saloon passengers and their friends and relatives are making anxious inquiries regarding the whereabouts of the belated liner. There is not the slightest apprehension felt for her, as her prolonged passage is undoubtedly occasioned by gales and head seas."
Sure enough, Devonian finally showed up, coming into Boston the morning of 8 December 1905, three full days tardy. Continued westerly and northwesterly gales, "accompanied by high seas, which kept her decks covered with water a good part of the time. Not once on the entire passage did she steam the number of miles she is capable in good weather, about 336: in fact, she only once made as many as 300 miles, and that was Wednesday, when she found smooth water as she approached the coast... Thanksgiving Day was the worst of all, when 114 miles were the extent of her progress. In the pitching and tossing to which was subject the propellor was out of the water much of the time, racing like a whirlwind. Under these conditions the vessel was run at reduced speed, for it is at such times, when the swiftly revolving paddles plunge from the non-resisting air into the heavy, resisting water, that the strain on the propellor shaft proves too great, and leads to disaster." (Boston Evening Transcript, 8 December 1905).
Devonian's officers were agreement that the weather on the passage was the worst they had ever experienced. In addition to her 13 passengers, she brought in a party of returning cattlemen, including a Japanese… as the Transcript observed, "a Japanese cattleman on a steamship entering this port is a rarity." Devonian had a 1,300-ton cargo to discharge including 3,000 bales of valuable Egyptian cotton and 700 bales of wool.
"With only a few passengers," Devonian left Boston on 13 December 1905, doing her end of year balance sheet some good with an exceptional cargo that included 165,443 bushels of wheat and 33,222 bushels of corn, 891 barrels of apples, provisions, leather, machinery, all adding up to almost 9,000 tons deadweight. She arrived on the Mersey on the 23rd and her officers and crew got to have Christmas in their homeport for change.
Winifredian's final call at Boston for the year, on Boxing Day, was the occasion for a bit of fine ship handling to narrowing a disaster in the busy harbour as reported by the Boston Evening Transcript:
Quick action on the part of pilot Francis E. LeFray, who was guiding Leyland liner Winifredian up the harbor this morning, alone prevented a possible harbor disaster. The great vessel, just in from Liverpool, was proceeding to her berth in East Boston and was about off Governors Island when the little two-masted British schooner Demozelle, also inward bound with a cargo of lumber from River Hebert, Nova Scotia, attempted to tack across her bow. By the time the sailing vessel had filled on the new tack and had gathered headway the Winifredian was almost on her. The pilot rang for full speed astern, and quicker than it takes to tell the propellors of the steamship were beating a reverse stroke, as If the vessel were trying its best to get back to Liverpool. This checked the momentum of the liner to such an extent that the schooner was enabled to slip by unscathed, but it was a close call. The point where this happened was where the dredger is now at work deepening and widening the channel and is about the narrowest part of the entire channel, so that those on the steamship as well as the men on the schooner, breathed easier when it was all over. The schooner has had a long, hard trip, having been out thirty days from Nova Scotia. She is commanded by Captain R. H. Weldon.
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Winifredian landed 14 passengers and 10 returning cattlemen after a voyage that "was marked by bad weather" throughout. The Boston Globe adding, "The Winifredian sailed from Liverpool Dec 16, and had tempestuous weather much of the time. Heavy gales from the southwest and northwest, with high seas, were encountered most of the way across, and she was delayed fully 24 hours in reaching port."
In 1905
Winifredian completed
- 9½ round voyages Liverpool-Boston, carrying 188 passengers westbound and 135 eastbound for a total of 323 passengers.
Devonian completed
- 10 round voyages Liverpool-Boston, carrying 298 passengers westbound and 247 passengers eastbound for a total of for a total of 545 passengers.
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| Winifredian at Grand Junction docks, East Boston. Credit: William B. Taylor collection, Mariners' Museum. |
1906
It was very much cargo over passenger into the New Year and when Capt. Shepherd took Winifredian out of Boston on 4 January 1906 her five passengers barely rated a mention, but her freight and livestock did, with another epic lift of grain (96,000 bushels of wheat, 24,563 of corn and 58,333 of barley, 1,000 tons of provisions, 700 tons of flour, 4,500 barrels of apples, 3,000 bales of cotton and 770 head of cattle, etc. Fog again cloaked Boston Harbor, bringing shipping to a standstill and keeping the well-laden Winifredian, scheduled to sail at 6:00 a.m. at her pier until late that afternoon.
Space at the Leyland wharf in East Boston was at a premium on 11 January 1906 and having arrived off Boston light the previous evening, Devonian waited for Cestrian to sail for Liverpool before she took her berth at 10:00 a.m., disembarking seven passengers, among them a "Miss Margaret Dawson, a strikingly handsome English girl, who had come over from England to be married." (Boston Globe). Devonian's outbound passenger list, 11 in all, was augmented by Capt. John Bell, "a sturdy Liverpool pilot," who had taken the Leyland liner Iberian out on 31 December 1905 and it was so rough, he could not get off, nor did conditions at Queenstown permit him to do so, so he made the voyage all the way across as a guest of Capt. Jago. In all, Devonian had 11 passengers when she left on the 17th. Again, it was her cargo that paid the bills, a 9,100-deadweight load including 135,000 bushels of grain, 4,000 bales of cotton and 750 head of cattle.
Winifredian was back in Boston before the month was out, but when she came in on 29 January 1906, the tide was insufficient to permit her to berth and it was after 11:00 a.m. when she finally was alongside her East Boston slip. In addition to her seven passengers, she brought in a stowaway, Robert Murphy, "a newspaper man, soldier and globe trotter… who had seen service in the Philippines and visited China and Japan." As an American, he was allowed to stay. Winifredian sailed for home on 8 February with all of four passengers, but "filled to her capacity with grain, provisions, apples, beef, and general merchandise, and carrying several hundred head of cattle and a number of horses," (Boston Globe).
Under Capt. R. Ridley, Devonian sailed from Liverpool on 5 February 1906 with 10 officers, 82 crew and four passengers (Rev. J.W. Page, Mrs. Page, Miss Gladys Page and W.G. Gillibrand) and 11 returning cattlemen aboard on her 53rd voyage to Boston. Her cargo including 1,000 bales of Egyptian cotton, machinery, hides, mackerel, dry goods, crockery, "Parisian wares," and general merchandise, all worth at about $750,000. Just after midnight on the 15th in a snowstorm, about 40 miles from Boston, she went around off the Third Cliff, Scituate, all small coastal town
As Capt. Ridley recounted to a Boston Globe reporter later:
We had a fine passage across, the winds were light for this time of year and we made good progress until we struck the banks. Then the ship ran into a snowstorm. It was thick and nasty, and the wind kicked up a bit of a sea, but nothing that was exceptionally rough.
The engines were slowed down and we ran at reduced speed until we got into the bay. It was impossible to get a good view very far ahead, so we had to reduce speed again. I knew from the log were nearing the coast.
So we began to take soundings. When the lead began to indicate that the water was shoaling the engines were stopped. We did not realize that we were so close inshore, and the steamer was just barely moving under her own momentum. Then we ran aground. There was no shock, and I knew from the way the vessel struck that was not piled on the rocks, but had landed on a sandbar somewhere.
We sent up signals, and that attracted attention. It was just 12:50 in the morning when we struck, and vessel rested easy. There was a heavy swell on, and that relieved us, for we knew that the vessel was all right.
After sounding and learning that there was no water in the hold it was simply a case of wait for the next tide. We went ashore in the three-quarters ride and I felt certain we would be able to get off on the high tide.
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| Credit: The Boston Globe, 15 February 1906. |
Devonian went ashore off the south end of the Third Cliff, Scituate, Massachusetts, on south shore of the bay, halfway between Boston and Plymouth and about 30 miles from Boston. Where she came ashore was about five miles loff the usual course for incoming liners, 10 miles southwest of Minots lights. Devonian went aground just 500 ft. off shore and as the coast line there was beset by rock ledges in most places, the worst was feared had she gone onto one and the rough sea pounding against her, set her more firmly in place, although the snowstorm had changed to rain but there was still a blowing east wind. The Boston Globe reported: "The ship at 10 a.m. was lying about head on, apparently quite and not pounding badly. There are huge rocks all about her, but it is though by the life savers that the exact spot where she is is fairly smooth. The captain of the Devonian said the ship was hard and fast from bow to midship, with her stern clear, so she swings somewhat aft. The life savers and boatmen here think her chance of coming off after lightering her cargo are fairly good. It was nearly high water when she struck and a low tide she looms up very big."
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| Credit: The Boston Globe, 16 February 1906. |
Lifeboat men of the Humane Society under Capt. Chris O'Neill made three unsuccessful attempt to fire a line on board the ship as soon as they arrived on the scene around 1:00 a.m. and additionally a boat was launched from the Fourth Cliff Lifesaving Station. Before dawn, the beach was crowded with spectators and newspaper men.
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| Credit: The Boston Globe, 16 February 1906. |
At 1:30 a.m. the revenue cutter Gresham arrived at the scene. She sent a boat, crewed by 10 men, out to Devonian later that morning and got under the stern to get two men aboard. Capt. Ridley advised that the ship was in no immediate danger and with the state of the sea, it was safer to keep the four passengers aboard for the timebeing. They had been awakened only by the signals as when Devonian went aground she had very little way on and there was barely a jolt. Tugs were requested but it would be until early afternoon they would be expected on the scene and the tugs Underwriter, Storm King and Pallas were soon dispatched. She had gone aground on a three-quarter high tide and as the tide receded the liner was left high out of the water. However, high tide was expected at 4:08 p.m. which would give the best chance of refloating her without resorting to lightering off a portion of her cargo which was actually quite light in deadweight anyway.
In advance of the tugs coming up from Boston, the tug Patience of New York, was just tying up at Boston having brought in a barge down from Salem, and Capt. Calhoun "started out on a chance of earning some salvage" and reached Devonian before all other at 3:00 p.m. She came in under her stern and her captain shouted to Capt. Ridley if he wanted assistance, "Yes, throw me a line," being the reply, it took less than ten minutes for a hawser to be attached. Ridley had gotten his ship to shift slightly under her own steam and her stern feeling the swell in the rising tide. Indeed, Ridley more wanted the tug to ensure she did not swing as she lifted and use his own engines to shift her.
The Patience pulled and tugged for 20 minutes and the big freighter obstinately resisted but finally yielded and slipped gracefully into deep water and swung around. She lay well over to port and shivered and shook herself, but in a few minutes under head of steam she began to move toward Boston. The Patience accompanied her but offered no help on the way.
The Boston Globe, 16 February 1906.
At 3:39 p.m., a half hour before the tide was at its highest, Devonian under her own power, but with Patience's tow line taking a strain on her stern to avoid her from swinging, back "crab fashion slowly but surely out her dangerous position and once more gained the broad ocean." (Boston Globe, 16 February 1906). None of her cargo had to be shifted but Capt. Ridley pumped water out of the starboard ballast tanks. It was reported that "old salts" who saw her aground said had Devonian been 100 ft. further on either side, she would have been wrecked on the rocks and had, by great good fortune, found the only sandy stretch of the shore.
By rare fortune the big freighter steamship Devonian of the Leyland Line after being grounded for 15 hours on the sand off Scituate was floated yesterday afternoon and proceeded to Boston under her own steam.
The Boston Globe, 17 February 1906.
Devonian, which by then, was so covered with ice that Capt. Calhoun of Patience never attempted to board her, steamed on towards Boston and extensive soundings made aboard revealed no apparent damage or leaking whatsoever. She arrived off quarantine at 6:00 p.m. and would anchor there for the night. Although Leyland Line's agent had offered Capt. Ridley the option of conveying her passengers ashore that evening by tug, they were content to catch up on their disrupted sleep aboard.
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Devonian came alongside her usual berth at Grand Junction wharf at 8:40 a.m. on 16 February 1906. "There is absolutely nothing the matter with the ship. Not a plate was in any way bent, and the engineer reported this morning that engines were working freely and there was not a drop of water giving any indication of a leak," Capt. Ridley told a reporter of The Boston Globe whilst having breakfast aboard after she docked.
There ensued some bickering between Capt. Herbert C. Calhoun of Patience and Capt. Ridley regarding the former's claim of a $20,000 salvage payment for his part in assisting Devonian, Capt. Ridley saying he was fooled by the fact Patience's black funnel had the same white "T" insignia that Leyland's regular tugs, of the Boston Towboat Co., bore, and had no idea he was opening up a salvage claim by accepting a towline. Patience was owned by the Tice Towing Co. of New York and the matter would have to be adjudicated. On 18 February 1906 Walter J. Tice of Hoboken, New Jersey, officially filed a libel against Devonian in U.S. District Court.
Meanwhile, work on unloading Devonian ensued amid some speculation she might be put into the graving dock at Boston Navy Yard for a quick examination before sailing for Liverpool, permission being given by the Navy with her being docked on the 19th. Cargo working was delayed for a spell by a walk of longshoremen but by the 18th, it had been unloaded except for 200 tons of emery stone. That day, she was inspected by Lloyd's local surveyor, including inside her tanks. She was given the all clear the following day, issuing a certificate of seaworthiness, and began loading a large outbound cargo.
Leyland Line posted a $50,000 bond to cover the libel for salvage filed by the Tice Towing Co. which would permit Devonian to sail, a day behind schedule, on 22 February 1907 to Liverpool. She had a single passenger, George Warwick of Springfield, and fair cargo of 60,000 bushels of grain, 900 tons of provisions, 600 tons of hay, etc. and 750 head of cattle. It was announced that upon arrival at Liverpool (5 March), she would be drydocked to ascertain if any of her plates needed repairing.
Despite the initial optimism as to the lack of serious damage, upon drydocking, it was found Devonian was really quite seriously damaged with several broken plates that needed replacing and her stern post was so badly damaged that it had to be replaced. Her scheduled voyage of 10 March was cancelled and she was rescheduled to sail for Boston on 14 April 1906.
Winifredian, a day late owing to the usual winter tale of gales and head seas, docked at Boston on 7 March 1906, after spending the night anchored off quarantine. Of her five passengers, one was F.C. Yen, son of a wealthy Chinese merchant in Shanghai, who was coming over for a four-year course of study at Yale medical school. Capt. Shepherd told the Boston Globe that "continuous bad weather prevailed during the passage. Gales, from southwest to northwest, with very high confused seas combined to delay the big liner, and on one day, when just eastward of the Grand Banks, she logged only 245 miles, when ordinarily she makes over 350 miles. The spray dashed all over the decks, and the during the cold weather considerable ice formed about the vessel." She only had 1,400 tons of cargo and landed "a valuable English collie dog and a prize rooster," as well. On the return crossing, beginning the 14th, she did better, having 11 passengers and good sized cargo, including 108,000 bushels of grain, 1,000 bales of cotton, 700 barrels of apples, etc., 750 cattle and 15 horses.
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| Credit: Boston Evening Transcript, 2 April 1906. |
On 2 April 1906 it was announced that Capt. Robert Ridley had been given a six-month suspension from duty arising the grounding of Devonian, the news being relayed by Capt. W.J. Bollock who brought in Canadian into Boston that day, on his first voyage in command of her as Capt. A.W.V. Trant was promoted master of Devonian. The Boston Transcript said, "Captain Ridley had many friends in this port, all of whom will be sorry to learn of his suspension as they to hear of the misfortune that overtook him while trying to reach port through the thick mist and fog."
Under Capt. Trant, Devonian returned to service upon her sailing from Liverpool on 14 April and she came in the afternoon of the 23rd. One of her eight passengers, Miss Mary L. Keene, was from Oakland, California, and was shocked to learn on landing of the great earthquake and fire in San Francisco. Devonian sailed for Liverpool on 2 May with 21 passengers.
Leyland Line's passenger traffic could go from famine to feast on a single round voyage especially in the summer season. Devonian disembarked 19 at Boston on 28 May 1906 but embarked 62 for Liverpool on 6 June. When Winifredian arrived at Boston on 24 June she had but 11 passengers, but upon sailing for Liverpool three days later, every cabin was booked and prospective passengers turned away and she had 120 aboard.
But it was freight, especially the lack of it, that most impacted the line's operations. Citing "the presented dullness in ocean freights," the Boston Globe of 12 July 1906 reported that Devonian would be "out of commission until September" and would "undergo some needed repairs," at the same time. She had arrived at Liverpool from Boston on 16 June so it was a considerable time idle indeed. Capt. Trant transferred to command Georgian in the meantime. Winifredian, too, missed a trip in July so it was a quiet summer indeed with Bohemian, Canadian and Cestrian left on the Boston run.
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| Credit: The Boston Globe, 14 August 1906. |
Making her first appearance in the port since late June, Winifredian arrived at Boston on 13 August 1906. She had, in fact, only been hauled out of lay out to take the place of Bohemian which was found to have defect in her tailshaft and in her place, Winifredian took her sailing from Liverpool on the 4th. She had a good passage with "moderate weather with some fog the latter part of the run," and Capt. F. Shepherd brought her into Boston the evening of the 13th with 67 passengers. One of them brought with him an exceptional group of 15 blooded stallions, some weighing 2,000 pounds, and 24 Welsh ponies, to be used for breeding on his farm outside Los Angeles. When Winifredian sailed for Liverpool on the 22nd, she had but 10 passengers and "general freight" but, at least she was back in service.
Devonian (Capt. A.W.V. Trant), too, was "back" upon her departure from Liverpool on 1 September 1906, just in time to capture the end of summer season westbound rush. Indeed, she cleared the Mersey with 116 passengers, the best Boston-bound list of the year. She missed her scheduled arrival date of the 10th at Boston and still had to thread her way through the harbour in dense fog to get in the following day. Capt. Trant reported moderate weather en route save for a "fierce gale with a high confused sea" on the 5-6th which logged only 281 and 253 nautical miles respectively. The Boston Globe reported that that "since her last visit here in June the Devonian has received extensive repairs, including a new stern frame. She now is now in the best possible condition."
Late summer also marked the beginning of the grain, cotton and apple exporting season. Devonian cleared Boston on 19th with 73,000 bushels of grain, 2,600 bales of cotton, 200 tons of flour, six reefers filled with frozen meat, 400 tons of provisions and 950 of cattle but only 21 passengers, all but one being Baptist missionaries bound for Burma. "The craft cast off a few minutes after 10, and she left the berth the missionaries, who stood on the port side of the upper deck, were given three rings cheers." (Boston Globe, 19 September 1906.)
Ending another of those "boisterous crossings," Winifredian docked at Boston on 18 September 1906 with an excellent list of 113 passengers, second best westbound that year. The Boston Globe reported that "The passage was not entirely a pleasant one, as for four days from Sept 10 to 13 boisterous weather was encountered. On Sept 12 a furious gale and tremendous sea buffeted the liner and her progress was greatly retarded during that 24 hours." One passenger, suffering from appendicitis was rushed to hospital as soon as the ship was alongside. She brought in only a 500-ton cargo.
That adjective "boisterous" was again but aptly applied to Devonian's next westbound crossing and she was a day late when she finally hauled into her East Boston berth at 8:00 a.m. on 16 October 1906. The liner which left Liverpool on the 6th hit very severe weather as soon as she cleared the Irish Channel and on the 8th ran into a fearsome westerly gale and logged but 198 knots that day. On the following day, she managed 260 and on no day did she exceed 270. Among her 45 passengers was Oliver D. Filley, captain of the Harvard crew team, returning after their race with Cambridge University. Also aboard were 10 returning cattlemen and a 1,000-ton cargo. Outbound, Devonian left on the 24th with only 7 passengers, although a good cargo including 2,300 bales of cotton and 900 head of cattle but only 60,000 bushels of grain as 24,000 bushels did not arrive in time for loading.
Winifredian, making a good 8-day 20-hour passage from Liverpool to Boston, arrived on 22 October 1906 with 22 passengers, despite a 24-hour gale after she cleared the Irish Channel, but fair weather following. Six more Baptist missionaries for Burma swelled her outbound passenger list to 12, sailing on 31st.
Another holiday seasonal cargo featured in Devonian's arrival at Boston on 20 November 1906, which included 6,557 barrels of Malaga grapes, shelled walnuts, 550 bags of turnips, liquors, wool, hemp and palm oil. According to the Boston Evening Transcript, "it was not a pleasant trip for the fourteen passengers, as regards the weather, for heavy westerly winds and gales were encountered most of the voyage."
Upon her departure from Liverpool on 17 November 1906, Winifredian had a new commander, Capt. J.H.A. Thornton (formerly of Cornishman), and many of her officers were new to the ship. She came into Boston on the 27th, 24 hours due to, of course, more "boisterous" weather en route. Despite delays in getting all of her cargo to port in time for sailing, Winifredian went out on 5 December with 100,000 bushels of grain, 8,000 barrels of apples, 400 tons of provisions, 400 tons of flour and 1,170 head of cattle. She was a hour late waiting for the 21 stockcars to arrive with her cattle. Eight passengers embarked.
Devonian made the final Boston arrival of the pair for the year, arriving a day late on 23 December 1906 with six passengers and 21 returning cattlemen. She berthed at the White Star pier 7 in Charlestown. On the 29th, Devonian sailed for home with 13 passengers and "a large cargo."
In 1906
Winifredian completed
- 9½ round voyages Livepool-Boston, carrying 277 passengers westbound and 222 passengers eastbound for a total of 499 passengers.
Devonian completed
- 8 round voyages Liverpool-Boston carrying 219 passengers westbound and 146 passengers eastbound for a total of 365 passengers.
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| A wonderful feature on Devonian's Captain A.W.V. Trant and his pastime as a talented artist. LEFT CLICK for a full scale scan to read the text. Credit: The Boston Globe, 16 December 1906. |
1907
Winifredian truly rung in the New Year, arriving at Boston on New Years Day. Capt. F. Shepherd was back in command having rather lost his promotion to the new Leyland liner Servian which was supposed to enter service the previous month along with her sister Scotian, be the largest ever ships built for the line. Poor trading conditions and IMM's rendering White Star uber alles, had them sold to HAPAG. Capt. Thornton returned to commanding Cornishman, then on the Dominion Line service.
Winifredian had a rare "uneventful" winter passage although dense fog at sailing on 22 December 1906, kept her in the Mersey until the following day. Thereafter, she and her five passengers enjoyed moderate westerlies and calm seas save one day that reduced her run to 312 compared the highest on the crossing, 364. She also landed 12 returning cattlemen and a 2,500-ton cargo. When she left for Liverpool on the 9th, she was laden with a 7,000-ton (deadweight) that worked out to 14,000 measured tons that had her pretty much packed to the hatch covers with 77,000 bushels of wheat, 18,000 bushels of corn, 8,000 barrels of apples, 3,000 bales of cotton, etc. and 900 head of cattle. Winifredian took out 13 passengers.
When Capt. Trant brought his Devonian alongside Grand Junction docks, East Boston, on 28 January 1907, her dozen passengers marvelled over a winter crossing spent on deck enjoying temperatures that did not dip below 60 degs. and smooth seas since departing Liverpool on the 19th. Her cargo included a large and valuable consignment of Egyptian cotton.
The New Year saw the settlement, too, of the salvage claim against Devonian for assisting her off the Scituate sand the previous February. On 1 February 1907 Judge Dodge of the U.S. District Court awarded Walter J. Tice and the crew of the tug Patience, $4,500 which was to apportioned as follows: $3,300 to Mr. Tice, the owner, $1,200 to the tug crew and $500 to Capt. Herbert Calhoun, her master.
A 65-mph nor'easter and blizzard effectively shut down the Port of Boston on 5 February 1907, and Devonian which was to have sailed that day, stayed put until the 7th, mainly to wait for her delayed cargo. She left with eight passengers.
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| Credit: The Boston Globe, 4 February 1907. |
The storm had more dramatic and almost tragic consequences for Winifredian which, on the early morning of 5 February 1907, at the worst of the storm, collided with the Gloucester fishing schooner Ellen F. Gleason, on Middle Bank, 300 miles east of the the lightship, as reported by The Boston Globe (7 February 1907):
It was 6:30 Tuesday morning, which the big liner was poking through the thick snow with the seas pounding her high sides and sending the spray into the rigging that the tired officers on the bridge peering through the snow made out the dim outlines of a fishing vessel.
Instantly a message was sent by the bridge telegraph to reverse the engines, while the wheel was jammed hard down in an effort to avert the collision which it was believed would prove fatal to the schooner.
On the fishing vessel frantic efforts were made to clear the onrushing steamer, and those below were called on deck to prepare to jump for their lives.
Then came the crash. The bow of the steamer cleared the schooner, but the latter struck the liner's port quarter, crushing in the bows of the smaller vessel and staving a great hole in her side, through which the water poured.
Capt. Shepherd was quick to act. As soon as possible he brought his steamer to the windward side of the schooner. In that terrible sea no boat could live, and the only hope of saving the men was to work to the weather side and make a lee for the sinking vessel.
By rare seamanship Capt. Shepherd got the vessel into position and lines were thrown to the men. One by one the crew of the Gleason were drawn through the water and up the great iron side of the liner, reaching the deck with nothing more serious than a wetting.
Capt. Frank Nolan and his 13-man crew were all safely rescued but their schooner was lost and Winifredian continued to inch her way onwards toward Boston, docking there the afternoon of 6 February 1907. In addition to her survivors, she landed 8 passengers and a 2,500-ton cargo. Winifredian left on the 13th with but a solitary passenger but a good if not capacity cargo including 56,000 bushels of wheat, 3,000 barrels of apples and 1,170 head of cattle.
It was back to traditional winter weather and when Devonian came into Boston on 6 March 1907 she reported spent "the entire passage she was bucking against westerly gales and rough head seas, which held her back nearly two days." She left Liverpool on 23 February so it was a long passage for her three passengers. Once again, she had to berth at the Hoosac docks due to overcrowding at East Boston.
While loading her outbound cargo at Pier 43, Hoosac Docks, fire broke out in Devonian's no. 4 hold, filled with hay, 20,000 bushels of grain, cotton and 18,000 bushels of corn, at 10:40 a.m. on 11 March 1907. It was thought to have started by spontaneous combustion in her cargo of hay. Capt. Trant and his 20-man fire crew tackled the blaze and the first of two alarms sent, via shoreside alarm boxes, to the local fire brigade. As the Boston Evening Transcript reported, "The firemen worked at the greatest disadvantage, as they usually do with a fire below decks on ship. Many lines of hose were carried through the freight shed and up the gangplank. As many men as could went below decks, but the blinding smoke soon became impenetrable and one man, Captain John Cassidy of ladder 9, Charlestown, was brought out unconscious. An accident also happened to Patrick Wall of engine 6, who was struck by a piece of hose cut his scalp."
The Boston Harbor fireboat arrived by 11:15 a.m. and relieved the shoreside firemen and got the fire under control with its powerful hoses, lying on the portside of Devonian. Its jets of water also completely soaked much of the just landed inbound cargo still on the dock.
The next day, the morning was occupied with the removing of the fire and water damaged cargo in no. 4 hold. Five hundred bales of hay were damaged by fire and water and 20,000 bushels of corn, 400 bags of corn cattle feed, 250 bales of cotton and some lumber were all damaged by water. In addition, much of her inbound cargo which was still on the pier had been damaged by water, including Egyptian cotton, machinery and skins. Some of framing in the hold was damaged but not to the extent of impeding her seaworthiness. One insurance underwriter estimated the damage to be at least $45,000. It was announced that Devonian would still be able to sail on 14 March 1907 per schedule.
Indeed on schedule, Devonian cleared her pier at 10:30 a.m. on 14 March 1907 and still had a fair cargo remaining including 29,000 bushels of wheat, 23,000 bushels of corn, 700 tons of provisions, 300 tons of flour, 120 tons of lumber and 900 head of cattle. Four intending passengers cancelled their passage on account of the fire but she still took out 13.
The winter which had begun mild went out wild and as soon as she left the Mersey on 2 March 1907, Winifredian was confronted by "successive gales" all the way across and on the worst day, she logged only 220 knots. There was a serious accident befalling Fifth Engineer Radford who when repairing a valve gauge, it burst and severely injured an eye and it was feared he would lose it. As soon as Winifredian docked, two days late, at East Boston on the 14th, he was taken to an eye specialist for treatment. There were eight passengers and one brought three valuable horses with him, for an owner in Texas. There were 24 returning cattlemen aboard and she landed a 1,800-ton cargo including Egyptian cotton.
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| Credit: The Boston Globe, 20 March 1907. |
A port was only as good as its rail connections, and Boston suffered from considerable bottlenecks from the West which especially impacted the important grain and cattle trade. When Winifredian left Boston on 20 March 1907, she was lacking all of her booked 64,000 bushels of grain as it simply had not arrived in time. Statistics for the last two months showed that New York's grain exports had increased and those from Boston declined by 590,500 bushels. Winifredian left with only 800 tons of flour, 1,200 bales of cotton, 125 tons of logs and lumber, 50 tons of hay and 900 head of cattle and her 10 passenger fares were not going to earn a profit on this trip.
For the first time that year, the adjective "boisterous" was used to describe the weather en route which conspired to have Devonian come into East Boston on 11 April 1907, "delayed two days by storms and fearful gales," to the extent that the 34 passengers were not permitted on deck for several days, "because of the danger of being swept overboard." In all, it took her 13 days to complete the crossing. She brought in 2,000 tons of general cargo. Homewards, Devonian was only half-loaded with 84,000 bushels of wheat, 200 tons of flour, 500 bales of cotton, etc. and 900 head of cattle and just two passengers.
Proving that often the worst "WNA" (Winter North Atlantic) is in April, Winifredian which left Liverpool on 13 April 1907, and encountered gales and head seas even before she left the Irish Channel which reached a crescendo on the 18th a "terrific northeasterly gale with a heavy head sea, and the vessel's progress was retarded to such an extent that she logged only half her usual distance," (Boston Globe, 24 April 1907) arrived at Boston, two days late, on the 24th. There were 15 passengers disembarking and a 1,250-ton cargo to be landed including "bleach, salt, mohair, steel, wine, velvets, jewels, onions and general freight." She also landed 15 returning cattlemen. There were 30 passengers, a fair cargo and 900 head of cattle aboard Winifredian for Liverpool on 1 May.
Thirty hours late, Devonian finally reached Boston on the evening of 14 May 1907, coming alongside the following morning and landing 27 passengers and a 2,000-ton cargo including "Parisian novelties." Outbound on the 22nd, she had a good list of 46 passengers.
A longshoremen's strike in New York rebounded to the benefit of Boston and liners bound for the port were packed with diverted cargo. When Winifredian docked at Boston on 28 May 1907, she had a 3,000-ton load including 16,000 bags of onions. Passengers remained a bit thin on the ground and there were but 17 aboard. There were also two stowaways who nearly suffocated in their hiding space before discovery, but one being a steward an the other a cook, they were allowed to work their passage over and allowed to land. Homewards on 5 June, she had an excellent list of 97 passengers as the summer season kicked in. They embarked the previous evening as Winifredian cleared her berth at five that morning. She took out a good cargo, too, including 34,000 bushels of wheat, 11,457 bushels of corn, 1,200 bales of cotton and 900 head of cattle. She arrived at Liverpool on the 15th.
Unusual for the season, Devonian was 36 hours late by the time she reached Boston light late the evening of 18 June 1907 and came alongside at East Boston the next morning, caused by strong head seas across and then fog off the Grand Banks. She took the best part of 11 days to make the crossing. Capt. Trant reported passing two enormous icebergs en route. Among the 37 passengers landing was Mrs. C. Thomas, wife of Capt. Thomas of Cestrian. In addition to a 2,000-ton general cargo, she brought in seven prize hunter horses, owned by one of the passengers.
College cheering by girls was one of the feature of the sailing of the Leyland liner Devonian for Liverpool, this morning, for among the 113 passengers were a party of girls from Mt. Holyoke College, under chaperonage of Miss Mary K. Woolley. They were a lively set of young women, with the cares of the schoolroom cast aside and thought of 'just a lovely time' ahead.
Also, In the list were the names of a number of school teachers. Men were few aboard ship, aside from the ship's officers and crew, for in the passenger list were only sixteen names preceded by "Mr.".
Boston Evening Transcipt, 26 June 1907.
It was the traditional end of school term and beginning of summer full passenger as Devonian sailed from Boston at 10:00 a.m. on 26 June 1907. Every cabin was booked and she had 111 passengers in all, the most eastbound that year, and as usual, college student and school teacher figured prominently. She took out a fair cargo, too, including 40,000 bushels of wheat, 900 bales of cotton and 900 head of cattle.
Winifredian and the steamer Dublin were in collision in the Mersey on at 11:48 a.m. of 20 July 1907, the outbound Dublin reported seriously damaged and drydocked the following day but no reported damage to the Leyland liner which had just arrived from Boston, having sailed on the 10th.
During her layover in Liverpool, Devonian was drydocked and grass, a foot long, was scraped from her hull and she was full repainted. Alas, fog en route spoiled her chance for a fast passage with a clean hull and she arrived at Boston on 23 July 1907 "in much better trim for making good time than for many months," (Boston Evening Transcript) but made only a fair passage, having left on the 13th. She landed a dozen passengers and 1,500 tons of cargo.
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| Credit: The Boston Globe, 26 August 1907. |
Devonian put in a capital passage from Liverpool on 17 August 1907, arriving at Boston at 7:30 a.m. on the 26th after a nine-day run and landing 103 passengers who enjoyed "a smooth and enjoyable trip."She shared her East Boston pier with Cestrian and on the 28th, when the latter sailed, Devonian was shifted forward to give her more room to back out. This put her bows close to the ferry slip of the BRB&L RR and as the ferry Ashburnham pulled out, she collided with Devonian, scrapping down her hull, careening her over briefly and jolting her passengers. Other than damaged paintwork, there was no other injury to either vessel. Devonian sailed for Liverpool on 5 September with only 16 passengers, but a full cargo including 115,000 bushels of wheat and 900 cattle.
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| Credit: https://www.ggarchives.com/ |
As usual for the time of year, teachers and professors featured prominently among the 115 (a record for the year) disembarking Winifredian at Boston on 10 September 1907. The liner reported heavy weather at the onset of the crossing but pleasant weather onwards as far the Banks when, just as usually, fog was encountered and persisted up to her arrival off Boston light at 2:40 a.m. where she anchored until it cleared a bit and she proceeded into port at 7:00 a.m. and alongside by 9:00 a.m.. Sailing for England on the 18th, her 48-strong passenger list was heavily populated by a party of Baptist missionaries bound for Burma, Assam and South India.
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| The party of Baptist missionaries aboard Winifredian on the first leg of their long journey out to India and Burma. Credit: The Baptist Missionary Magazine, November 1907. |
A gale of near hurricane strength lashed the Cape Cod coast on 29 September 1907, including units of the U.S. Navy, and the death of an officer about U.S.S. Illinois. The inbound Devonian passed through it "without the slightest damage. The passengers reported the storm very severe, and some of the women on board were badly frightened at the rolling and pitching of the vessel. She came steadily through, and reached port on time," the Boston Globe reported on the 30th when Devonian docked at East Boston, landing 99 passengers.
Devonian sailed for Liverpool, in company with the White Star Line's Cymric, on 9 October 1907, having aboard 21 passengers and an excellent cargo of 100,000 bushels of wheat, 500 tons of flour, 200 tons of lumber, 5,500 bales of cotton, 1,000 barrels of apples, etc. and 900 cattle. The Boston Globe, always itching for a good old fashioned ocean race, reported that "There is considerable in the run of the two steamers and a few wages have been in on the result of the trip across. Cymric is somewhat faster than the Devonian, but allowing for her stop at Queenstown, it is figured that she may not reach her destination many hours ahead of the Leyland boat."
On 11 October 1907 it was reported that IMM were reducing their Boston services for the coming winter. White Star's Republic would go on the New York-Mediterranean run leaving only Cymric sailing from Boston whilst Leyland's Cestrian would, too, be withdrawn, leaving Devonian, Winifredian, Canadian and Bohemian with Cymric, maintaining a joint weekly winter service.
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| Credit: Boston Evening Transcript, 14 October 1907. |
Surprising all, Winifredian suddenly appeared in Boston harbor before 8:00 a.m. on 14 October 1907, not being expected, at the earliest, until that afternoon, after putting in fastest crossing of the season, having sailed from Liverpool on the 5th. She disembarked 47 passengers. Mersey-bound on the 23rd, she had but four passengers but her cargo included the largest shipment of cotton (8,000 bales) dispatched from the port so far that year, in addition to 70,000 bushels of grain, 4,864 barrels of applies and 900 cattle.
Another capacity outbound cargo figured on Devonian's 13 November 1907 sailing from Boston that had her loaded right to the hatch covers with a load that included 16,000 barrels of apples, 85,000 bushels of corn, 40,000 bushels of wheat, 600 tons of flour, 600 tons of provisions, 5,000 bales of cotton, 100 tons of lumber as well as 900 head of cattle, but only five passengers. Winifredian's two passengers hardly figured in the profits earned with her homeward crossing beginning on the 27th which had her packed to the gunwales with 150,000 bushels of wheat, 42,000 bushels of corn, 13,000 barrels of apples, 6,000 bales of cotton and the usual 900 head of cattle she and sister seemed invariably to carry.
Head winds, occasional gales and rough seas figured on Winifredian's November 1907 voyage to Boston to the extent she was fully 24 hours late in arriving on the 19th. She landed 17 passengers as well as some returning cattlemen, one of whom was a Japanese student at Harvard. She brought in 1,100 tons of freight.
Her final voyage of the year ranked as Devonian's stormiest to date. When she came into Boston on 13 December 1907, nearly three days late, battered and bruised with nine ventilators torn away and a lifeboat smashed, she ended a crossing that had begun back on the 1st and was aptly described by the Boston Globe:
Riotous weather beset the liner from the time she passed out of the river Mersey until within three days' steaming of port. She weathered two terrific hurricanes.
From one of the officers came the statement that the hurricane of last Saturday [14th] was the worst he had ever met in his seafaring life. It was while the Devonian was lurching into the hollows of the fearful sea that miniature tidal wave shot over the how, tearing away nine of the big ventilators from the forward deck, smashing in one of the lifeboats and inflicting other damage to the deck fittings.
The big vessel was staggered by this great volume of water. This sea raked the deck, and everything moveable was carried aft by the rush of water.
The Devonian sailed from Liverpool Dec 1, and encountered severe weather at the onset. From Dec 3 to Dec 8 she was battered by cyclonic storms. On the 3rd she logged only 133 miles, and on the 4th 178 miles.
There was a lull in the fury of the storm on Dec 5, but on the evening of the 6th the gale increased again, and on the 7th it was blowing a full-fledged hurricane with a fearful sea. On the 8th the wind veered to west, with a wild sea running that grew hourly higher. On the 8th the log recorded only 134 miles as the distance covered from noon the previous day. Only on the last three days of the passage was the weather normal, and Capt. Trant and his officers spent the first eight days of the passage almost constantly on duty.
That the vessel arrived without serious damage is a testimonial to her skilful handling, and when the passengers disembarked this morning they had nothing but praise for Capt Trant and his officers.
Frank L. Miller, an old ocean traveler, said he had been on most of the big New York ships, but had never been so comfortable during a hurricane as he was on the Devonian.
Boston Globe, 13 December 1907.
When the storm was at its height on 8 December 1907, a homing pigeon landed aboard Devonian, completely exhausted and hundreds of miles from land. It was thought it had originated from some other liner. A steward secured the pigeon and a coop was built for it and it soon recovered from its ordeal.
Devonian arrived with a dozen passengers and a 1,200-ton cargo. She also arrived with the rather astonishing news that she would, upon return to Liverpool, be dispatched to her builders in Belfast to have her passenger accommodation substantially increased to 200 First Class and 1,000 in steerage, which as the Boston Globe noted, would "necessitate extensive alternations in the steamship. A portion of her cargo space will be utilized for the steerage, and the between decks will be entirely remodelled. The alterations will occupy several weeks, and the Devonian will not be ready to resume her sailings to Boston until next March. It is understand the steamship Winifredian will have similar alterations made." This was followed by a report in the Boston Globe on 6 December 1907:
The Leyland Line, so it is reported, will add steerage accommodations to its steamers on the Liverpool-Boston service. It is the intention of the company, so it is stated, to provide comfortable accommodations on its larger steamers for about 1000 steerage passengers. The steamers of the line in the Liverpool service carry a limited number of saloon passengers and have been very popular with travelers who are not pressed for time and prefer the nine-day boats to fast express boats.
At the office of the Leyland line no information could be obtained on the subject. Frederick Toppan, the general manager here of the International Mercantile Marine, of which the Leyland line is a part, said he knew nothing of the matter. 'There are so many rumors flying around at present regarding steamship matters that it is hard to keep track of what is going on,' said one of the leading officials of the line. The report, however, came from a source which is thoroughly reliable.
As to question the wisdom of substituting much of her cargo and cattle space for passengers, Devonian closed out an eventful 1907 by sailing from Boston with one of the largest freights lifted from the port that year. It included the single largest consignment of wheat to leave Boston in 1907: 174,852 bushels and 25,091 of flaxseed, totalling 5,400 tons. She also took out 800 tons of provisions, 300 tons of flour, 400 tons of lumber, 2,700 bales of cotton, 1,200 barrels of apples and 1,100 cattle. In all, it was estimated that it would take 500 American sized freight cars in a train four miles long to convey the complete 16,000 gross ton load that was worth in excess of $1 mn. and measured 16,000 grt. Conversely, she had… six passengers. Drawing 29 ft., Devonian sailed at 10:00 a.m. on 18 December and the last of her cargo not loaded until just before departure.
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| Credit: The Boston Globe, 26 December 1907. |
The sisters ended the year on a typically tempestuous note with Winifredian, which left Liverpool on 14 December 1907, nearly two days late arriving at Boston on Christmas Day.
The steamer left Liverpool late at night and picked her way through the shipping in the river. Before she passed Kinsale she was breasting a fierce gale with a fearful sea. It was the same storm in which the schooner Thomas W. Lawson was wrecked on the Scilly islands and was one of the most disasterous that had swept the English coast this year.
As the steamer continued on her way the storms seemingly increased in fury, and on Dec 17 she was pitching and rolling violently. The day following the wind hauled from south-southeast to northwest with a dangerous cross sea, in which the Winifredian plunged and labored heavily. Dec 20 was ushered in with a northeasterly gale and fierce rain squalls. During the remainder of the passage, with a hardly a moment's respite, the steamer was bucking against wicked seas and fierce gales. Her progress was greatly retared and one day she logged only 228 miles.
The Boston Globe, 26 December 1907.
There was a solitary passenger and seven returning cattlemen and a 750-ton cargo including 1,500 cases of bottled beer, a large consignment of wine and 200 cases of onions. At the time, the Boston Globe reported that on her return, Winifredian, like Devonian, would be dispatched to Belfast for extending her passenger accommodation, not returning to service until 11 April 1908. It was further mentioned that both ships would be equipped with wireless.
In 1907
Winifredian completed
- 8½ round voyages Liverpool-Boston carrying 234 passengers westbound and 248 passenger eastbound for a total of 482 passengers.
Devonian completed
- 10 round voyages Liverpool-Boston carrying 343 passengers westbound and 250 passengers eastbound for a total of 593 passengers.
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| Winifredian at Leyland Line's Pier 6, East Boston. This entire complex including the grain elevator would be destroyed by fire on 9 July 1908. Credit: Mariners' Museum. |
1908
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| Credit: The Boston Globe, 1 January 1908. |
On what was to have been her final voyage as a cargo-passenger liner, Winifredian like her sister, emphasised the important of cargo and on New Years Day 1908, began Boston's year as a major export port by taking out an immense load of freight and leaving some on the pier for lack of space. Her bill of lading included 181,000 bushels of wheat, 1,300 tons of provisions, 100 tons of cheese, 240 tons of flour, 250 tons of lumber, 2,000 bales of cotton, 8,000 barrels of apples and 900 cattle. It all added up to over 9,500 deadweight tons or 16,000 grt. Her passenger list contained two names.
It is believed that the present dullness in the steerage business resulted in the Leyland line officials deciding to postpone the work of adding steerage accommodations to the steamers Devonian and Winifredian unless the conditions show a marked improvement, it is probable that the proposed change will never take place.
The Boston Globe, 9 January 1908
Leyland/IMM's plans to enter the steerage trade with a rebuilt Winifredian and Devonian could not have been more ill-timed. The American stock market crash of 1907 resulted in a lingering depression that extended well into 1908, devastating the North American passenger trade. The fact that immigration to America was almost entirely economically inspired was shown when Third Class arrivals at New York and Boston dropped an astonishing 70 per cent in 1908. For IMM there was neither the money or the need to expand passenger capacity and it came as no surprise when The Boston Globe reported on 8 January 1908:
The project of placing steerage accommodations in the Leyland line steamships Devonian and Winifredian, which the company had decided upon some weeks ago, has evidently been given up for the present. The Devonian, which was to have been hauled off the route to have the alterations made, left Liverpool yesterday for Boston, and it is announced that the Winifredian will sail in regular order and will not go to Belfast to be refitted. Just what the reason is for the change is not known.
The present outlook for the steerage passenger business for the coming season is so unsatisfactory that it probably caused the officials of the line to reconsider their determination and the entire matter is held in abeyance.
Such were conditions that Leyland suspended their passenger service entirely for that winter and ran Devonian, Canadian and Bohemian as cargo only as eastbound freight carryings remained good, but Boston-bound trade very much effected by the slump. As events proved, Winifredian and Cestrian would be laid up for the winter.
So it was that instead of being back in Belfast, Devonian (Capt. Trant), which left Liverpool on 7 January 1908, arrived instead at Boston on the 17th, having "run through several severe storms on the passage." With but 300 tons of cargo to land and no passengers, it more of a deadhead trip. But her outbound cargo was a capacity one, including 120,000 bushels of grain, 1,000 tons of flour, 4,000 bales of cotton etc. and a record 1,149 head of cattle. She sailed at 12:30 p.m. on the 22nd.
Devonian sailed from Liverpool on 8 February 1908 and docked at Hoosac docks, Charlestown, on the 18th after what the Boston Globe called "an eventful passage" with any further details as to why. She was reported to have "brought in a large general cargo." Devonian sailed for home on the 26th with a fair but far from capacity cargo including 78,000 bushels of wheat, 5,000 barrels of apples, 750 tons of steel billets, 500 bales of cotton as well as 700 head of cattle. She arrived at Liverpool on 7 March.
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| Credit: Boston Globe, 25 March 1908. |
The Leyland Line Boston passenger service was resumed upon the departure of Devonian from Liverpool on 14 March 1908 and her 10 passengers had quite a tempestuous crossing. The Boston Globe (25 March) reported she "had severe weather from the onset, March 16 the steamer ran into a terrific gale from the northwest, with a tremendous sea in which she rolled and pitched violently and shipped tons of water on deck. March 21 the Devonian was breasting the worst storm of the passage. It started from a gale from west and veered to south with a wild, confused sea, in the face of which the vessel logged only 157 knots in 24 hours. This is about the half the distance she would cover under normal conditions. There was a hardly a pleasant day during the trip." Thirty-six hours late, Devonian finally arrived at Boston on the morning of the 25th, berthing at Pier 6, Grand Junction Docks. In addition to her passengers (one of whom, Miss Margaret McKinley from England was coming over to get married to her fiancee), she landed eight returning cattlemen and 1,200 tons of cargo.
Cheaper Argentinian grain imported to England plunged American exports into a slump bordering on a depression and Boston's three big grain elevators at Grand Junction, Hoosac and Mystic docks were packed with unshipped wheat, corn and barley. Leyland Line found a temporary substitute in the carriage of bagged sugar. On 30 March 1908 the Norwegian steamer Nora arrived at Boston and tied up alongside Devonian to transship her cargo of 10,350 bags of sugar for England. So when Devonian cleared Boston on 1 April, she had a fair load of 1,500 tons sugar, 1,000 tons of provisions, 150 tons of lumber, 3,500 apples, 500 bales of cotton… but no grain, and 800 head of cattle. She embarked 13 passengers.
Finally back in service, Winifredian (Capt. Shepherd) left Liverpool on 11 March 1908 with ten passengers who might have come to regret their choice of month to undertake an Atlantic crossing. This was one of those voyages that started rough from the onset and stayed so throughout as she plunged into ceaseless westerly gales and high head seas. For the first five days, barely 200 knots per 24 hours were logged. Not surprisingly, Winifredian was more than 24 hours late by the time she reached Boston on 9 April. She landed a good cargo of 1,600-tons including a valuable consignment of Egyptian cotton and "Parisian goods." When she sailed for Liverpool she had 15 passengers and a cargo apparently of insufficient size or interest as not be reported upon.
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| Credit: Boston Evening Transcript, 29 April 1908. |
Trade went from bad to worse. Grain shipments were the lowest since July 1905 and export trade of provisions, apples and cotton showed a heavy decline. The Boston Transcript of 29 April 1908 reported that Bohemian's departure from Boston that day would be the last such until 16 May when Winifredian, finally returned, to service would sail. Canadian had been withdrawn, too, and Cestrian never re-entered service. Devonian's next westbound sailing, scheduled for 6 May was put back to 12 June. It was not just Leyland cutting back and Warren Line withdrew Michigan from the Liverpool-Boston run as well pending an improvement in conditions.
Making the sole Leyland passenger carrying voyage in the month of May to Boston, Winifredian arrived there on 11 May 1908 with 26 passengers, berthing unusually at the White Star pier, Hoosac docks, Charlestown. With the best list so far that dismal year, she left for England "promptly at ten" on the 16th with 54 passengers, one of whom, a Miss Kathleen Stillwell of Chicago, reached the pier with no reservation or ticket and managed to be booked, ticketed and aboard just the gangway went up.
There was some good Leyland Line "action" in the Mersey on 26 May 1908 with the arrival of Winifredian from Boston that morning followed by the noon departure of Devonian (Capt. Trant), finally returning to service. Devonian berthed at Grand Junction on 5 June with 47 passengers and 1,400 tons after being delayed several hours owing to dense fog off the Grand Banks. Among the passengers, was a returning Baptist missionary and his family, from Burma.
One of the consequences of the cancelled rebuilding of Winifredian and Devonian was that they had still yet to be equipped with wireless. Intending to be helpful, the Captain of the White Star liner Republic, upon passing what he thought was Devonian, at 12:40 a.m. on 4 June 1908, 68 miles from Boston, passed along a wireless advising he expected her to arrive at Boston Light around 1:00 p.m. This was duly published in the Boston papers and 100 friends and relatives of the arriving passengers showed up at the pier and the ship was a no show. It transpired that the ship Republic sighted was not Devonian at all, but rather Idaho of Wilson Line, and when she arrived at about the same time, the error in recognition was realised.
It was a brief return to booming passenger business with Devonian's sailing in the morning of 12 June 1908 with every cabin booked with 104 passengers, which as typical this time of year from Boston, were largely ministers, educators and students off on summer holiday.
The early morning scene on the pier were animated in the extreme. While many of the passengers embarked last night, a large number went aboard just before sailing time. Heaps of baggage were being hoisted aboard, while forward a gang of cattlemen drove a herd of belated cattle and sheep into the cattle section. One great Texan steer threatened to make things lively for a time. The animal got in the runway hind legs first, it required nearly 15 minutes hard work on the part of the cattlemen to get it on board.
The Boston Globe, 12 June 1908
Passengers, cattle (800) and sheep (1,000; the first consignment taken out by Leyland Line in two years) aplenty but not cargo with but 4,000 tons loaded and Devonian had to take on water ballast to bring her down to her marks for sailing.
A two-fold exodus will take place this afternoon with the sailing of the two big liners for Liverpool, each filled to its utmost capacity with summer tourists. The Leyland liner, Winifredian, Captain F. Shepherd, will sail from pier 6, Grand Junction docks, East Boston, at 3 p.m., and an half hour later, from Hoosac docks, Charlestown, will sail the White Star liner Cymric. With half an hour's start of her rival, the Leyland liner should be well down toward Boston light, or beyond, by the time the Cymric backs out of her slip, and though no transatlantic race is on the official schedules, both steamers may be counted on to speed it up for a large part of the voyage. The Cymric is the faster steamer, but the Winifredian may be counted on to reach Liverpool not far behind her rival.
Boston Evening Transcript, 20 June 1908.
No one much noticed when Winifredian and her four passengers arrived at Boston on 14 June 1908, but her departure for Liverpool six days later was another story. It was the height of the summer season and she, fully booked with 114 passengers (the most carried that year) together with the White Star liner Cymric, sailed within a half hour of one another.
The depression in the grain trade from Boston continued well into the year and on 3 July 1908 Leyland Line announced Philadelphian and Lancastrian would be withdrawn from the Boston service.
Enjoying "an ideal summer passage until yesterday, when the liner ran into a dense fog bank which extended for miles, " (Boston Globe), Devonian docked at East Boston on 7 July 1908, disembarking 32 passengers. She landed a good cargo of some 3,000 tons including 3,500 bales of Egyptian cotton which was said to be "one of the largest and most valuable cargoes brought from Liverpool for months."
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| The front page of The Boston Globe, 9 July 1908. Devonian had been berthed at Pier 6 which along with the Cunard and Leyland piers and facilities were totally consumed by the inferno. |
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| Credit: The Boston Globe, 9 July 1908. |
The following day, Devonian was nearly lost amid one of the most spectacular and devastating fires in the history of Boston when on just before 4:00 p.m. on 8 July 1908 a fire that broke out in the Cunard shed at Pier 1, Grand Junction Docks, and with ferocious speed spread to engulf the entire East Boston waterfront including the Cunard and Leyland facilities at Piers 1, 2 and 6 as well as the Boston & Albany RR grain elevator and dock, until it was stopped at the Massachusetts Coal. Co., just across from Pier 6 where Devonian was tied up. A watchman on the Cunard pier, Daniel Sullivan, perished in the blaze which injured 10 firemen. The entire Leyland Line Boston terminus-- piers 6, 12, and 13, three sheds and 15 fully loaded freight cars and cargo-- were completely destroyed, and valued at $200,000.
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| Diagram of the area of the East Boston docks destoyed in the fire, Devonian was berthed on the right side of Pier 6. Credit: The Boston Globe, 9 July 1908. |
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| Panorama of the blazing East Boston waterfront from across the harbour. Devonian is at the extreme right of the photo having been moved into stream just before her pier was consumed by the inferno. Credit: The Boston Globe. |
Devonian was imperiled and only save by quick action as wonderfully reported by the Boston Globe (9 July):
One of the remarkable features in connection with the fire was the manner in which the big Leyland line steamship Devonian was saved without sustaining any injury. She was saved without being liable for a dollar of salvage, although if towboats had been within reach and could have gotten lines aboard they would have earned their owners several thousands of dollars in a few minutes, and without any great trouble.
The Devonian arrived early Tuesday morning from Liverpool with a cargo worth between $300,000 and $400,000. A big gang of longshoremen was set work unloading the Devonian as soon as she docked, and when the fire broke out in the Cunard wharf yesterday afternoon she was nearly empty, the bulk of her rich cargo being on the pier and in the warehouses, and it was destroyed.
The Devonian, with no steam up her main boilers, with lying on the west side of pier 6, Grand Junction docks, when the fire broke out. The vessel was helpless and signals were set for tugs. The Boston towboat company does the Leyland's towing, but none of that company's tugs were in the vicinity. Neither were there any other tugs close by, and the fire was spreading so rapidly that it looked very much as though the Devonian might be doomed.
Supt Edward S. Booth of the Leyland Line realized the imminent danger in which the ship was placed, and so did Capt Trant, commander of the Devonian. Supt Booth summoned the 200 longshoremen who were at work on the cargo and ordered them to lay hold of the hawsers which were thrown over to the pier. Capt Trant slipped his bow hawsers, and the 200 husky longshoremen bent their strength to the great task of towing the big ship out of the pier. Slowly she begin to move astern, almost imperceptibly at first, but she kept going, and urged on by the superintendent, who kept right among them, the men finally got the ship out to the end of the pier.
Meanwhile Capt Trant had counded the fire alarm aboard ship, and had sent every stoker into the boiler rooms to get up steam as fast as they possible could. Everything handy in the line of inflammable materials was thrown into the furnaces, and the first pounds of steam generated were utilized in working the blowers. Together with shovelfuls of fat, kindlings, even oil, the stokers got enough steam before the pier blazed up to turn the screws of the Devonian over slowly, and Capt Trant got her going astern and out into the harbor just in time to save his ship.
The Devonian was backed two or three ship lengths out into the stream, and there the captain let one of his mudhooks go, satisfied he was in a place of safety. As the fire spread, and the terrific heat increased, the steamer was again in danger of taking fire. By that time some of the Boston towboat company's craft had arrived, and the captain was able to make reasonable terms and let the boats pull the Devonian further out into the harbor, where there was no possibility of danger to her.
Capt Trant and the officials of the Leyland line would have been only too glad to have towboats take hold of the ship when the fire first started an she was lying in the pier without steam; but they were all glad afterward that it happened as it did, because moving the Devonian by longshoremen didn't cost much, while it would have cost the steamship company away up into the thousands of dollars for salvage if even one towboat had been around to run a line aboard.
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| Spectacular photo of the blaze at its height with Devonian (left) moved into the stream opposite the Massachusetts Coal Co. facility where the fire was checked. She was originally tied up to Pier 6 (far right) now a mass of flames. Credit: The Boston Globe. |
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| The East Boston inferno and Devonian (left) after tugs pulled her further from the blaze. Note she is making smoke as she hurredly got steam up. Credit: Boston Fire Historical Society. |
Much of the large and valuable cargo landed by Devonian was lost in the fire: 1,137 of the 2,700 bales of Egyptian cotton were destroyed and of the 1,600 bales of wool, only 162 were saved, a loss of some $450,000.
Devonian was shifted to the eastside of the Clyde Street Pier and rushed to be made ready to sail on schedule on 11 July 1908. There was still 700 tons of her inbound cargo to discharge. Much of her outbound cargo was consumed in the fire including a carload of maple blocks, two carloads of lumber, five carloads of hay, 79 bales of straw, 275 boxes of provisions, 15 bales of cotton waste, 264 bales of American wool and "a lot of onions." Scheduled to sail at 7:30 a.m., this had to be put forward to 6:30 p.m. as longshore rushed to load her remaining outward cargo which included 1,000 tons of provisions, three reefers of fresh beef, 788 cattle and 1,000 sheep. As was the tradition with the Boston cattle boats, a number of college boys signed on as cattlemen to tend to the animals and work their passage over and "spend the summer tramping through England." Devonian sailed with a good list of 74 passengers, almost of them tourists.
Devonian's eventful roundtrip had been the sole Leyland Line passenger carrying voyage to Boston for all of July 1908. But August would see the return of Cestrian and Bohemian to Boston on the 5th and 19th respectively and on 15th, Winifredian sailed from Liverpool as well to resume service.
Winifredian came to the rescue of the Lunenberg fishing schooner, Albert Nelson, off the Grand Banks on 22 August 1908 when a distress signal was spotted by the liner. The schooner had completely run out of fresh water and the crew desperate for water and three large casks were filled. Winifredian reached Boston on the 25th, disembarking a good list of 63 passengers, almost all returning vacationers. She berthed at Clyde Street Pier which would be Leyland Line's temporary new Boston terminal pending the rebuilding of the fire destroyed Grand Junction wharves. With 20 passengers and a small cargo but including 41,000 bushels of grain plus 1,164 head of cattle and four horses, she sailed for Liverpool on 2 September where she docked on the 11th.
Devonian's 116 passengers disembarking at Boston on 1 September 1908 constituted the best westbound list of the year, almost all of them were returning tourists with many professors and teachers. A number of intending passengers could not secure passage in her and every cabin was booked. Devonian should have docked in the morning but did not do so until 7:30 p.m. as she had passed through rough weather at the beginning of the trip with westerly gales and head seas and crossing the Grand Banks, passed through a torrential rainstorm. She also brought in 13 returning cattlemen including four college boys from Cornell who complained of the treatment they received aboard, saying their quarters had been flooded early into the trip owing to the storms, soaking their bedding and effects and "when they asked one of the officers for a suitable place to sleep they received no satisfaction. They were all glad to get back." (Boston Globe, 1 September 1908). She had a 1,200-ton cargo and a valuable English hunting mare. The animal, which was in charge of a special attendant, stood the voyage remarkably well, arriving on this side none the worse for the shaking up of the first few days." (Boston Evening Transcript, 1 September 1908). Devonian departed for Liverpool on the 8th with a dozen passengers and a fair cargo.
After enjoying "exceptionally fine weather," all the way across, Winifredian's 97 passengers were greeted with "terrific squalls and heavy rain" as the ship entered Massachusetts Bay the last evening and the weather was so bad, they had spend the night at anchor and not land until the following morning, 29 September 1908. Many of her passengers were returning teachers and college professors.
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| Credit: The Boston Globe, 5 October 1908. |
It was a bustling Boston Harbor on 5 October 1908 when Devonian docked following by the Allan liner Laurentian from Glasgow, Cymric from Liverpool and the Red Star's Manitou from Antwerp. There were 62 passengers aboard the Leyland liner, including Japanese Rear Admiral Rokuro Vashiro, the former naval attache at the embassy in Berlin and en route home via the West Coast. Devonian, which left Liverpool on 26 September, reported a good passage. So crowded were the East Boston docks that she had to berth at the end of the Clyde St. pier and would move to the west side of the wharf as soon as Winifredian sailed on the 7th. Packed in a tight corner were Devonian, Winifredian, Iberian and the Cunarder Ivernia.
When Winifredian sailed from Boston on 7 October 1908, the fog in the harbour was so dense that she needed a tug to guide her out to Boston light. "The tug Juno led the way and picked up the buoys and channel marks, and the Winifredian followed. The density of the fog prevented the pilot on the bridge from discerning objects 20 feet from her bow and it was difficulty that the tug was kept in view." (Boston Globe, 7 October 1908). She took out 16 passengers, but what was described as one of the largest cargoes for Liverpool from the port in some time.
After an unusually long Boston layover, Devonian left on 17 October 1908 with five passengers but a good cargo as well as 750 cattle and 23 horses.
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| Credit: The Boston Globe, 11 November 1908. |
Described as "storm-beaten," by the Boston Globe, a 24-hour late Winifredian reached Boston Light at 6:00 p.m. on 3 November 1908 and then anchored for the night. She landed her 12 passengers the next morning. The depression in grain exports seemed to have passed and when Winifredian sailed for the Mersey at noon on the 11th, she had 130,000 bushels of grain in her holds as well as 600 tons of flour, 600 tons of provisions, 200 tons of lumber, 8,000 barrels of apples, etc. plus 750 head cattle and five passengers.
Devonian followed on 25 November 1908 with 139,000 bushels of wheat, 44,000 of flaxseed, 6 000 barrels of apples and her consignment of 1,146 head of cattle plus two horses, was the biggest to leave Boston for quite a while. She had only five passengers, however.
The sisters were "done" for what had been a very eventful year which ended on a hopeful note of a return to better trading conditions.
In 1908
Winifredian completed
- 6½ round voyages Liverpool-Boston carrying 216 passengers westbound and 219 passengers eastbound for a total of 435 passengers.
Devonian completed
- 2 round voyages Liverpool- Boston carrying cargo only.
- 6 round voyages Liverpool-Boston carrying 273 passengers westbound and 214 passenger eastbound for a total of 487 passengers.
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| Winifredian in the Mersey. Credit: eBay auction photo. |
1909
That winter there was again no passenger service on the Boston run until late March. This off season, however, both sisters were employed in freight and livestock carriage on the route.
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| Credit: The Boston Globe, 20 January 1909. |
Winifredian left Liverpool on 2 January 1909 and docked at Boston on the 12th. It was her homeward crossing, beginning on the 20th, that was notable in that she carried one of the largest consignment of cattle dispatched from Boston in some time and a record for her: 1,170 Texas steers in addition to a cargo of 87,836 bushels of wheat, 17,143 bushels of corn, 800 tons of provisions, 1,500 bales of cotton, etc.
Making her first voyage of the year, Devonian, which sailed from the Mersey on 16 January 1909, had the kind of winter crossing best not done with passengers. After "bucking against gales from the west and northwest and heavy head seas," (Boston Globe), she was 36 hours late reaching Boston on the 27th. She landed one of the largest cargoes from Liverpool so far that winter: 2,500 tons in all including Australian wool, Egyptian cotton, wine, steel and hides. Outbound on 3 February, she took out a "fair" load but with 14,267 bushels of grain and not lots of else of note.
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| Credit: Boston Evening Transcript, 17 February 1909. |
For a change, Boston-bound cargoes were larger and more lucrative. What Winifredian had in her holds on arrival at Boston on 17 February 1909 was insured to the value of $1 mn. and included large consignments of Egyptian cotton, wool, skins, machinery, wine and case goods, etc. Also landed was "a valuable dog" consigned to Alfred Britten of the IMM. Winifredian left Liverpool on 7 February and facing the usual head winds, was 24 hours late, docking this time at the Hoosac Docks, Charlestown.
When Winifredian sailed from Boston on 24 February 1909, a heavy southeasterly gale had blown itself out and the bay was enveloped by fog as well as a driving rainstorm. She picked her way through the mist but got out safely. There were 34,345 bales of grain in her holds, but it was generally a light cargo.
On her last cargo only voyage that season, Devonian cleared Liverpool on 27 February 1909 for Boston. She came in on 9 March, there was another big inbound cargo aboard of some 3,000 tons including 3,500 bags of haricot beans, 2,090 bales of wool, 1,000 bag of figs, 279 cases of turnips, 860 boxes of oranges, 307 cases of onions and 518 cases of nuts. Again, there were no passengers but four American stowaways who had hidden in the coal bunkers for three days before being discovered. Twenty-four hours late, waiting for her consignment of cattle to arrive, Devonian sailed from Pier 43, Hoosac docks at 3:00 p.m. 15th with a fair cargo including 73,000 bushels of barley, in addition to her 1,100 head of cattle.
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| Credit: Boston Evening Transcript, 15 March 1909. |
Times remained hard and when cargo shipments levelled off in the late winter, early spring, Leyland took both of the big sisters off the Boston run, Devonian laying up upon her arrival at Liverpool on 24 March 1909. Armenian, which had not figured on the Boston service for some time, was dispatched there from Liverpool on the 14th, replacing Winifredian. The Boston Evening Transcript reported that "It is assumed she is coming here now in place of the Winifredian because she is a much smaller vessel and freights are exceedingly dull."
Winifredian was not long idle and arrived at Boston on 8 April 1909, her 8 passengers being the first landed there by a Leyland liner that year. Her call was not without incident for on the 13th, the arriving Warren liner Michigan, docking at Pier 42, Hoosac wharves, caught in a strong southwesterly wind, struck Winifredian's stern at Pier 43, but the damage was superficial. Winifredian left for Liverpool with 17 passengers on the 14th. Arriving on the Mersey on the 24th, she would again be laid up for a roundtrip.
With Devonian still idle and Winifredian missing a trip, the Leyland passenger service continued with Bohemian, Cestrian and Canadian. Finally, on 22 May 1909, Winifredian was reactivated, sailing that day for Boston with 28 passengers. She arrived on 3 June. Among those aboard was Mrs. G.Y. Tickle who had been summoned by hospital authorities in Canada where her husband was said to be near death yet to her astonishment and delight, he was on the pier, healthy and fit, to meet her. The reason for Winifredian re-entering service was shown on her departure for the Mersey six days later when the liner had 81 passengers as the summer season kicked in.
Having been absent from Boston port since March, Devonian (Capt. Trant) added another 36 hours to her enforced absence when she kept would be welcomers of her 22 passengers waiting in vain on the pier on 15 June 1909 when she was due. Delayed by unseasonal "head winds, fog and wintry weather," the liner finally docked at Pier 14, Hoosac docks, Charlestown the following morning. She had left the Mersey on the 5th and also brought in a 2,800-ton cargo.
It was a return to the "good old days" indeed when Devonian cleared her Charlestown berth at noon on 18 June 1909. She went out with every cabin let and a total of 108 passengers, the best eastbound list of the year. Most were teachers but also aboard were Mr. & Mrs. Tickle. Devonian also had a decent cargo including 1,500 tons of Santo Domingo sugar brought up from the West Indies by the steamer Nora, 350 tons of provisions, 100 tons of flour, 200 tons of lumber, etc. and 750 head of cattle. The Texas steers were late in arriving at the pier so instead of sailing as schedule at 11:00 a.m., Devonian left an hour late. She reached Liverpool on the 29th.
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| A lovely photo card posted from Devonian on her arrival at Liverpool on 29 June 1909. Credit: eBay auction photo. |
Winifredian made the only Leyland passenger voyage to Boston in July 1909 where she arrived on the 13th with 45 passengers, "a valuable general cargo," and 14 shire horses and 15 Welsh ponies brought over by one of the passenger for breeding purposes. She had 80 fares for her crossing to Liverpool beginning on the 17th, delayed 15 minutes by the arriving collier Melrose which came across the pier head, obstructing the liner's exit. Her cargo was light, but augmented by the last shipment of Santo Domingo sugar, 1,500 tons, transshipped by Nora, and 1,060 head of cattle.
There were 51 passenger disembarking from Devonian at Boston on 9 August 1909 including two members of the Boston Symphony Orchestra, Prof. W. Hess, concert master, and E. Férir, as well as large cargo that including 3,000 bales of wool. Homewards on the 18th, passengers were few with only 17, but a good cargo that included the largest-- 80,000 bushels of wheat and 17,000 bushels of corn-- grain shipment from Boston in several months; plus 850 cattle and 300 sheep, the latter the first consignment by Leyland in a year. Devonian arrived at Liverpool on the 27th.
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| Credit: The Boston Globe, 7 September 1909. |
Carrying the most passengers to sail in her to date, Winifredian docked at East Boston at 3:00 p.m. on 6 September 1909. There were 133 on the passenger list, mostly returning Boston and New England tourists with many teachers.
On her return crossing, Winifredian's 45 passengers included 38 Baptist missionaries bound for India, the Far East and Africa, many going out for a period of seven years. Her cargo included the largest dispatch of cotton from Boston in almost a year-- 3,500 bales-- as well as 950 cattle and 24 horses. There was a bit of drama attending her departure on 15 September 1909 as reported by the Boston Globe: "Capt. F. Shepherd was compelled to stop the Winifredian while she was leaving her berth today, en route to Liverpool, in order to escape a collision with the five-masted schooner Fuller Palmer, which was pushing up stream in tow of the tugs Mercury and Orion. The big liner had half emerged from her berth, when Capt Shepherd and the pilot caught sight of the Palmer. At the same time the steamship Admiral Dewey back out from her berth at Long Wharf into midstream. It looked as if a collision was inevitable, but this was prevented by the Winifredian and the Dewey coming to a full stop. The Palmer was towed up stream, and the Winifredian after being delayed 10 minutes, started downstream."
Eastbound crossings usually were favoured with better weather but not this one in which "the Winifredian experienced the worst weather in her career. Five of the crew were hurled against a steam winch. All were so severely injured that they had to be removed to the ship's hospital. Boatswain Murphy is now confined to his home in Liverpool. Chief Officer George, who is now in command of the steamer Philadelphia, also received painful injuries," reported the Boston Globe on 21 October 1909 upon the ship's return to the port.
When Winifredian arrived at Boston on 20 October 1909 (from Liverpool on the 9th), her 46 passengers included Jens I. Westengard, general adviser of King Chulalongknorn of Siam who was on a 10-month leave of absence and his visit purely personal. Winifredian had another stormy trip across, was 48 hours late and on 17-18th the storms were so severe that her officers thought she had caught the edge of the recent West Indies hurricane. She landed a 2,500-ton cargo.
Homewards, Winifredian and Leyland Line did themselves proud, lifting the single greatest cargo dispatched from the Port of Boston in over a year. When the great ship eased out of her East Boston slip at 8:30 a.m. on 27 October 1909, she so packed with freight that longshoremen working all night only battened down the hatch covers at 5:00 a.m. sailing day. Her consignments of grain (188,373 bushels) and apples (7,909 barrels) constituted records for the year and to which were added 400 tons of provisions, 400 tons of flour, 150 tons of lumber, 1,200 bales of cotton, 200 tons of hay, three full reefer compartments of beef and poultry as well as 750 head of cattle and 110 sheep in her pens. In all, it came to nearly 9,000 deadweight tons and 16,000 measured tons. That there were only two passengers aboard mattered little. She arrived at Liverpool on 5 November.
This would be Winifredian's final voyage on the Boston run for the year for she was caught up in the relentless ship shuffling of the IMM and would replace White Star's Cedric on the Liverpool-New York route when that vessel was put on the Mediterranean-New York service for the winter.
Departing Liverpool on 16 October 1909, Devonian came into Boston on the 26th, docking at Pier 44, Hoosac Docks, a good day late being expected on the 25th in the morning, and not tying up until 11:00 a.m. the next day. Her 40 passengers endured the usual succession of westerly gales and head seas and must have been glad to be off. She brought in a 1,940-ton cargo including a large consignment of French brandy which came in just in time to miss additional duty imposed after 31 October.
Besting her sister as only sisters can, Devonian had 195,334 bushels of wheat in her holds when she sailed for Liverpool on 3 November 1909, the greatest consignment from Boston since her 206,088 bushels on 22 October 1901. She actually had 206,000 bushels booked but it did all arrive in time for sailing. Her bill of lading also included 8,400 bushels of peas, 6,000 barrels of apples, 3,000 bales of cotton, 800 tons of flour, etc. to make up a 9,500-ton deadweight load in addition to 750 cattle. And like her sister, numbered but a pair of passengers in the bargain.
That would be Devonian's final passenger voyage of the year and she would continue on the Boston run, carrying cargo only. Her first such sailing being from Liverpool on 20 November 1909. When she docked at Boston on the 29th, after a voyage with "summerlike weather" and accomplished in eight and a half days, her cargo included 350 tons of wool, 15 tons of bleach, 1,150 packages of machinery, and curiously, 26 hunting dogs which were accompanied by their owners, Mr. George S. Thomas and wife, reported by the Boston Globe as passengers but not shown on the official returns as such. Owing to the none arrival of her 750 head of cattle, Devonian did not sail from Boston on 8 December as scheduled but did so the following day. She took away a very heavy cargo indeed including 180,000 bushels of wheat, 7,000 barrels of applies and 800 tons of flour. She did not carry any passengers, official or otherwise on this crossing.
On her first voyage on the White Star Line Liverpool-New York (cargo) service, Winifredian cleared the Mersey on 13 November 1909. The following day, the venerable Virginian (1881/4,081 grt) sailed from Liverpool for Boston as a replacement on the Leyland berth. Winifredian made her maiden arrival at New York on the 23rd, occasioning nary a mention in the local papers.
Winifredian sailed from New York on 30 November 1909 for Liverpool where she arrived on 12 December, her cargo including 1,404 bales.
In 1909
Winifredian completed
- 5 round voyages Liverpool-Boston carrying 260 passengers westbound and 219 passengers eastbound for a total of 479 passengers.
- 2 round voyages Liverpool-Boston carrying cargo only.
- 1 round voyage Liverpool-New York carrying cargo only.
Devonian completed
- 4 round voyages Liverpool-Boston carrying 231 passengers westbound and 153 passengers eastbound for a total of 384 passengers.
- 3 round voyages Liverpool-Boston carrying cargo only.
1910
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| Credit: The Boston Globe, 8 January 1910. |
It was a nasty winter on the North Atlantic. Devonian's first crossing to Boston for the year began from Liverpool on 26 December 1909 and three days late owing to gales and head seas, finally arrived at Boston on 7 January 1910. She was further impared by thick fog from 8:00 p.m. the 6th to the time she docked at 11:00 a.m. the following morning with Capt. Trant was continually on the bridge. An especially valuable consignment of cargo, insured for some $1.5 mn., included $100,000 in diamonds plus 4,250 bales of Egyptian cotton and 1,092 bales of Australian wool worth $700,000. When Devonian sailed for Liverpool on the 12th, she took out another epic cargo: 200,065 bushels of wheat, 600 tons of provisions, 500 tons of flour, 300 tons of lumber, 500 bales of cotton, 4,000 barrels of applies and 768 head of cattle and arrived at Liverpool on the 22nd.
Sailing from Liverpool on Boxing Day, Winifredian arrived at New York on 8 January 1910 and departed for the Mersey on the 17th. Although White Star had abandoned their own dedicated cattle boat trade in 1908 on the New York route, it continued through 1911 with Cymric on the Boston run. Further it appears that Winifredian continued to carry livestock when she was on the New York and listed as landing 395 head of cattle at Liverpool in January.
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| Credit: The Boston Globe, 19 February 1910 |
Upon arrival at Liverpool on 28 January 1910 from New York, Winifredian concluded her stint on the White Star cargo service. On 8 February she left the Mersey for Boston, back on the Leyland Line run but still carrying only cargo. Winifredian and her officers and crew were afforded quite a welcome back to the route as described by the Boston Globe upon her arrival on the 18th, three days late: "Officers and men told of a nine-day battle with wind and sea. The storms began after passing the Irish coast and continued until crossing the Grand banks. For several days the liner averaged only 125 miles; ordinarily she logs 325 miles. Those nine days the decks were never dry. The combers broke on board continually and battered the superstructure. Even the man on lookout in the crow's nest was not out of reach, for the mountainous waves struck him several times. It was dangerous for the members of the crew to move about the decks and they kept below most of the times."
Winifredian landed what as deemed "a very large and valuable cargo," also 16 returning cattlemen, several of whom swore they would never make another winter trans-Atlantic crossing again. Sailing from Boston on 23 February 1910, upon arrival at Liverpool, Winifredian underwent her annual drydocking and overhaul.
It was reported on 10 February 1910 in the Boston Evening Transcript that the entire cabin accommodation of Devonian for her 13 July sailing had been reserved for delegates attending the Fifth World Congress of Religious Liberals in Berlin in August, representing Unitarians, Universalists and ten other religious denominations.
Two days late, Devonian came into East Boston at noon on 10 February 1910 (having left Liverpool on 29 January), with her mainmast wrecked by a bolt of lightening after an alarming incident, wonderfully recounted by the Boston Globe that day:
The Devonian was running through a heavy rainstorm, just before 1 this morning, when about 125 miles east of Boston light. The downpour seem to increase until it was like a deluge. Then out of the smother shot a lurid flame. It struck the mainmast close to the truck and the big ship shook like a leaf. The mast crashed to the deck. Part of it became impaled in the wooden deck covering.
The bolt cut about 8 feet off the top of the mast and the mast was splintered for nearly 15 feet, down to where it joins the steel section.
For an hour the steamer had been aglow with St. Elmos fire. An electrical storm of unusual severity prevailed, and the rain fell in torrents.
When the bold struck the steamer, second office Hagestad was on the bridge. With the second office was a quartermaster and one of the crew. Mr. Hagestad said he was dazed for a moment and the other men were affected the same way. One of the crew on lookout in the crowsnet, on the foremast, was badly shocked.
The broken section of the mast buried itself in the deck. One of the broken pieces crashed against the door of the captain's room. Capt. Trant rushed on deck to learn the cause.
The escape of the men on the bridge was almost miraculous. The splintered mast fell all about them, but none was hit.
Even down in the engine room the effect of the shock was apparent. The chief engineer said the entire ship trembled. For nearly an hour after the shock, the storm continued and the liner pushed to the westward with the lighting playing about her.
The Devonian was delayed two days by violent westerly gales and tremendous seas. Practically all the way across the Atlantic she was fighting against gales, hurricanes and mountainous seas. Three days ago the cargo began to shift as a result of the rolling and pitching the vessel was subjected to, and when she reached port she was heavily listed to port.
As the Devonian was berthing at East Boston she swung against the end of the Cunard pier, but no damage resulted.
Once again, the Boston Globe reported that one saloon passenger, a Mr. Thomas G. Breen, was aboard and again, the sailing not shown in the official Transatlantic Conference Report as having carried any passengers and his must have been rather a lonely and solitary and certainly stormy experience. What Devonian did bring in quantity… to the tune of 4,000 tons worth… was one of the biggest and most valuable cargoes from Liverpool to Boston in many months. Her holds were packed with 975 tons of Egyptian cotton, 450 bales of wool, 330 tons of palm oil, 115 tons of china clay, 100 tons of nuts, 1,257 packages of machinery, 134 logs of mahogany weighing 250 tons, 168 cases of granite, 24 case of dead birds, 600 cases of onions and assorted quantities of rope, coffee, hair, steel, wine, whisky and mackerel. Homewards, it was a "fair" cargo that Devonian left Boston with on 16 February 1910 including 40,000 bushels of wheat, 35,000 of corn, 3,000 apples as well as 750 head of cattle.
Devonian, from Liverpool on 5 March 1910, was the first trans-Atlantic steamer to reach Boston in weeks to report moderate weather across, arriving the afternoon of the 16th after an easy 11-day run, experiencing "moderate winds and comparatively smooth seas" all the way across.
Returning to service after drydocking and overhaul, Winifredian sailed from Liverpool on 12 March 1910 to join Devonian, Canadian and Bohemian on the Boston run which remained cargo only until May. With a clean hull and fair weather, she put in a good passage of 9 days 12 hours and came into Leyland's newly rebuilt pier at East Boston on the 23rd. Valued at almost $1 mn., her cargo was as varied as any, including the first shipment of chantecler hats from Paris (a design of hat all the rage for milady that season), men's straw hats, ingots of tin, old rags, buffalo hides, wool, herring, peanuts, brandy, wine, mahogany and four prize winning terriers. She also landed 21 returning cattlemen, mostly from the Warren liner Sachem. The same day, Devonian sailed from Pier 44 Hoosac docks, Charlestown, and this would be the last time one of the Leyland ships would do that other than exceptional circumstances. She took away a fair cargo including grain, apples and cattle. White Star's Megantic quickly took her berth as she arrived from Liverpool.
Leyland Line continued to augment ex-Boston cargo with bagged sugar transshipped up from the West Indies. On 28 March 1910, the United Fruit Co. steamer Edda arrived at Boston with 10,000 bags of sugar from Macoris, Santo Domingo, and Flora was due as well with another 10,000 bags to be transferred to Winifredian for Liverpool.
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| A good view of the radio shack (quite literally) added to Winifredian and Devonian right aft on Boat Deck when they finally were fitted with wireless in 1910. This contained the wireless office, apparatus and the quarters for the operator. Credit:digital.library.mcgill.ca |
Remarkably, Leyland Line had yet to fit wireless to any of their vessels and it will remembered this was mooted for Winifredian and Devonian as part as their proposed rebuilding in two-class passengers ships back in 1908 and like those plans, forgotten. Finally, on 5 April 1910, it was announced that Winifredian, Devonian, Cestrian and Bohemian would be equipped with wireless within a few weeks. All of the other trans-Atlantic liners on the Boston routes had long been so fitted. The sets fitted to Winifredian (call sign MFL) and Devonian (MDL) had a 250-mile range and operated on a 300 m. wavelength and each had one wireless operator.
Devonian left Liverpool on 10 April 1910, unusually, for New York on another fill-on voyage on the White Star berth, making her maiden arrival there on the 20th. Part of her cargo as 11,056 bales of Egyptian cotton. She sailed for Boston the evening of the 27th, arriving off Boston Light the following evening and docking the morning of the 29th, still with 1,900 tons to discharge there.
Inaugurating Leyland's passenger service that season, Devonian sailed from East Boston at 5:30 p.m. on 5 May 1910 with 40 passengers. Among those aboard were E. Ferir, George Grisez and Sylvian Noach of the Boston Symphony Orchestra. Her holds were filled with the remaining 2,000 tons of San Domingo sugar, 200 tons of provisions, 100 tons of flour, 300 bales of cotton and she had 400 head of cattle. Sailing the same day was White Star's Canopic, for the Mediterranean, as the summer season began. Devonian docked at Liverpool on the 14th.
Making the first westbound passenger carrying crossing of the season, Devonian sailed from the Mersey on 22 May 1910 with nine aboard and in a first, she could now wireless her progress, which she did on the 28th, stating her position at 935 miles east of Boston light as of 9:45 a.m. Wireless did little to improve the weather, and according to the Boston Globe on the day she docked (31st), "For two days the liner had been poking through dense fog, and the officers were so worn out from almost constant duty that they went to their cabins almost immediately after the lines were made fast. The fog bank extended 500 miles." Among the passengers landing was Dharmananda Kosambi, "said to be one of the most learned men in all India," who was coming over to teach Hindustani at Harvard for two years. Wool, hides, "fancy goods," and wine figured in Devonian's 2,500-ton cargo.
For the first time in Leyland Line's history, they were obliged to dispatch a steamer from Boston to New York in order to find a cargo, when Devonian sailed the afternoon of 1 June 1910 to collect a load of 14,000 bales of cotton and 3,000 tons of raw sugar there, before returning on the 6th to finish loading a general cargo for Liverpool and embark passengers for a departure on the 8th. As explained by the Boston Globe, "Under the present rate little or no cotton is being shipped from here, while at New York the rate is easier and there is an quantity of this staple to be moved. It was to take advantage of this condition that the Devonian was sent around to the metropolis."
With the largest number of passengers to sail in a Leyland liner in several years, 116 in all, Devonian left East Boston on 8 June 1910. Moreover, according to the Boston Globe: "More pretty women sailed from here on the Leyland line steamship Devonian than have seen on an outgoing steamer in years. Of the 125 saloon passengers on board 106 were women, and 76 of these were young and single. The preponderance of the fair sex was particularly noticeable when the big ship back away from her berth. The women crowded the rails of the promenade deck, and only one or two men could be seen. As a matter of fact there were only 17 men and two boys aboard." Devonian left promptly at 10:30 a.m. and described as being "down to her marks" as she sailed down the harbor with one of the biggest cargoes taken out of Boston in many months, notwithstanding most of it was loaded in New York. She also had 400 head of cattle and 28 horses and arrived at Liverpool on schedule on the 17th.
Winifredian (Capt. Shepherd) was finally back in service, with her 26 May 1910 departure from Liverpool for Boston, with seven passengers and a 2,000-ton cargo. Her arrival at Boston on 9 June was marked by a tragedy when two stowaways who had hidden in the coal bunkers and discovered a few before arrival, jumped overboard as the ship lay anchored off Boston light ship. Although donning lifejackets, the choppy seas and freezing water was too much for one, Max Selling of Riga, who died just after being picked up with his fellow stowaway, by the United Fruit Co. steamer Greenbrier which was nearby. Capt. Shephard reported foggy weather from the banks to Boston, but otherwise fine weather en route.
After discharging her inbound cargo, Winifredian sailed for New York to take on a consignment of 10,000 bales of southern cotton, before returning to Boston to load for Liverpool, including another 10,500 bags of sugar brought up from Santo Domingo by Nora. Winifredian returned to Boston on the 17 June 1910 in the morning and quick work was needed to have her Boston cargo loaded in time for her departure the following evening at 5:30 p.m. for England. This attracted 132 passengers, the largest number yet taken out of the port by a Leyland liner. Of these, 100 were part of a ladies touring group off a three-month European trip including a yachting trip in the Aegean.
The Winifredian, June 18
Prof. M.H. Jackson
5:45 p.m. Three tugs are heading us to sea. The last word from home is a welcome telegram containing good wishes from thoughtful friends. The voyage is really beginning. During the past week we have rubbing our eyes occasionally expecting to wake up from a pleasant dream, but the trip is a reality, and we are off.
The Winifredian is an English boat. Its crew are all Englishmen with broad English accent. At the onset we are flying both the American flag and the Union Jack, but at the three mile limit and we shall be on "English soil" on the high seas The sailors say that it will probably be foggy, but it is so clear now that the passengers do not believe them. The sea is smooth, so I shall not be seasick I am sure.
Sunday, June 19
The sailors were right. It has been so foggy all day that we have reduced our speed to seven knots and the fog whistle is blowing once a minute. We shall probably be a day or two overdue at Liverpool and then what will the folk at home say.
Tuesday, June 21
They tell me the dining room was nearly deserted all day.
Last night we passed the Kroonland, Red Star Liner. She set off some red fire from her upper deck as we passed her.Yesterday, we hailed the Krownprinz [sic] Wilhelm of the Norddeutsher Lloyd line. It seems good to meet people out here. Our Marconi wireless operator John Starkey tells me that he has talked with more than twenty boats since we started. He tells me that should trouble occur and he should send the "C.Q.D" call there is hardly a time that we might not expect help with an hour or two at most.
Captain Shepherd tells me that if I do not see a whale today or tomorrow I shall probably have to wait for the return voyage. Have been on the lookout for three hours. Two were sighted this forenon, but I was not where I could see them at the time, being on the other side of the boat.
Wednesday, June 22
Last night we had an informal concert in the dining room. We sang sad songs, jolly songs, home songs and all kinds of songs until eleven o'clock by the ship's clock. My watch is still home time. I keep it that way so that I may calculate our longitude by it.
At noon today the Captain posted his daily notice of reckonings. By them it is easy to trace on route across the ocean by consulting a map. We are bearing a little south east be cause of the danger of encountering icebergs on a more northern route at this season of the year.
Tuesday we entered the Gulf Stream. The temperature of the water now is 68 degrees. Before entering the current it was 56 degrees. The air is balmy today with temperature at 71 degrees. It was cold and damp on board until we struck the warm waters of the Gulf drift.
I have just had an interesting experience. Captain Shepherd granted me permission to visit the engine rooms. We went down, down long flights of narrow stairs to the very bottom of the boat and out through the shaft-tunnel nearly to the propeller. The shaft is 175 feet long and 18 inches in diameter run by a 689 horse power engine. The propeller itself is 23 feet in diameter and every revolution sends the big ship forward 26 feet. The heat in the boiler and engine rooms is intense, although in the Winifredian there is a good system of ventilation down there.
Friday, June 24
We have lively times on shipboard. Last night Captain Shepherd screened in the promenade deck, and draped it all around with flag and the dancers enjoyed a trip of the light fantastic. The American flag was not omitted from the decorations, being the most prominent one displayed. Tonight we are to have a baseball spelling contest, nine on a side. I am to play short stop. I wonder how many words I shall stop.
Saturday, June 25.
We have been a week on board and have enjoyed it all. In the morning the bugle calls us up and we get ready for breakfast after a salt water bath. The meals are the best that can be prepared and everybody is kind and obliging. We sleep and eat and enjoy the changing view of the great ocean. We play games, we sing and visit. We do everything but work. These ten days on the water are real vacation.
It is now eight o 'clock in the evening and I am just starting for the dining room to attend a lecture. My watch says it is four o'clock in the afternoon. Wisconsin time. I wonder what the folks at home are doing just now. Our side won last night 26 to 8.
Today we ran into a school of porpoises. Everything is interesting to people seven days out of sight of land and these porpoises outdid themselves in their clownish performances to please us.
Sunday, June 26.
We were awakened this morning by the bugler playing "Nearer My God to Thee instead of the usual call. It is very quiet on shipboard today. We are all in our ' best clothes.' At 10:30 church services were held in the large dining room.
We shall see land tomorrow. Ireland will be on our left as we sail into St. George's Channel, and we are preparing to sing " Wearin o' the Green' as soon as we sight land.
The Daily Tribune, 17 August 1910.
Arriving at Boston on American Independence Day, Devonian came in with 35 passengers, "a large general cargo," and nine shire horses and 39 Welsh ponies brought over by passenger George Brown, president of the Welsh Pony Society of American.
With grain exports again in the doldrums, the lines started another round of lay ups which would last into the late summer. White Star laid up Canopic at Genoa and on 10 July 1910 it was reported that upon her arrival at Liverpool from Boston, Devonian would also be idled until September.
Her last departure for the timebeing was certainly a busy one and Devonian left Boston at 3:00 p.m. on 13 July 1910 with every cabin booked and a total of 133 passengers in all, all but two being a delegate to the World Congress of Free Christianity and Religious Progress at Belin. The party was led by Rev. Charles W. Wendte of Boston.
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| Credit: The Boston Globe, 26 July 1910. |
The Boston Evening Transcript reported on 27 July 1910:
An important change in the operation of the steamships of the Leyland Line, between Boston and Liverpool, to contemplated. Beginning next year it to planned not to carry first-class passengers, and to confine this traffic to Intermediate or second-class passengers. The steamers at present carry only first-dare passengers end they have been popular with tourists during the eastward rush season. It is hoped that the change, will attract tourists who wish to cross on fine boats at minimum rates. No official action has been taken on the matter, but it is known that this step has had serious consideration end will undoubtedly be adopted.
The steamers that would be affected are the Devonian, Winifredian, Bohemian, Canadian and Castrian. These boats have good accommodations, and at these reduced rates should become oven more popular.
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| Credit: The Boston Globe, 16 August 1910. |
Making her first Boston appearance since June, Winifredian docked at East Boston on 16 August 1910, landing 76 passengers and 22 returning cattlemen, "included among the latter were a number of college student from Harvard, the University of Michigan, Tufts, Colorado and Andover. Some of the students had motorcycles with the and they considerable of the old country at a minimum cost," (Boston Globe). Most of the saloon passengers were returning tourists. She landed 2,000 tons of cargo including 350 tons of wool and 875 packages of machinery.
Once again, the depressed outbound Boston cargo market would see Winifredian sail for New York the evening of the 18th to load most of her outbound freight, including 13,000 bales of cotton, and just as telling as to the health of the passenger trade eastbound late in the season, she would sail directly from New York for Liverpool without any. With a small outbound cargo of provisions and oilcake, Winifredian left Boston at dawn on 18 August 1910 for New York. Leaving New York well laden on the 22nd, Winifredian returned to Liverpool on 1 September.
One of several memorable rescues at seas that Devonian participated in was that of the British steamer West Point (1899/4,812 grt) which had sailed from Glasgow on 18 August 1910 for Charleston, S.C. with a 32-man crew commanded by Capt. James Pinkham. Fire broke out in the engine room when a barrel of kerosene exploded on the 27th and when attempts to extinguish it were unsuccessful, she was abandoned the following day, 600 miles east of Cape Race, the crew taking to two lifeboats.
On 3 September 1910 a wireless message was sent by Capt. Trant advising that Devonian (which had sailed from Liverpool on 27 August) had rescued 16 members of West Point's crew on the 2nd and would be brought into Boston where the liner was due on the 7th. At the time it was the situation of West Point's remaining 24 crew including Capt. Pinkham was not known.
On 4 September 1910 additional details were received stating that Devonian had picked up the survivors, in the lifeboat commanded by the Chief Mate at 9:30 a.m. on the 1st and they were "in a terrible condition from hunger and exposure, several of the number being helpless and almost unconscious." (Boston Globe). Capt. Trant, upon learning of the missing other lifeboat, immediately sent out a wireless to all ships and stations which was received by Mauretania and other liners, while Devonian began her own search of the immediate area. On the 4th came the welcome news that Mauretania, bound for Liverpool, had come upon the second boat at midnight on the 2nd and rescued all aboard.
Capt. Trant sent a detailed wireless dispatch on 4 September 1910 detailing Devonian's rescue of the other boat:
SS Devonian, via Sable Island, Camperdown, and Halifax, NS Sept 4--
On Friday morning a boat was sighted off the port bow. The Devonian was kept away towards her and she proved to be a lifeboat from the steamer West Point of Liverpool.
The ship was stopped at 8:53 a.m. and 16 men were taken out of the boat. Their names: C.D. Meikle, chief officer; H.W. Marker; third officer; J. Roche, boatswain; J. Primus, cook; P. Oleson, donkey man; J. Davies, J. Rowe, W. Aspetos, J. Lloyd, able seamen; W. Westlake, second, and Mason, fourth engineers; A. Murphy, T. Steward, Edie and Lukin, firemen; C. Lewis, messroom steward.
The boat was pulled up in the davits, stimulants applied to the men and they were taken care of. Chief Officer Meikle reports that the steamer had foundered on Sunday, Aug 28, at 6 pm in lat 45 43', lon 40 41' W, catching fire at 6 am on the 27th.
On the voyage onwards to Boston, Devonian's passengers collected $104 for distribution to the survivors, the First and Third Officers refused their share.
Devonian's long voyage, which had begun in Liverpool back on 27 August 1910, finally ended upon her arrival at East Boston at 11:00 a.m. on 7 September. She had been due on the 5th but even without her rescue delays, rain and fog had retarded her progress, including 15 hours stopped outside Boston Harbor owing to thick fog. The survivors in the other boat had been landed at Liverpool already by Mauretania. As Devonian came into the berth, the salvaged West Point lifeboat was swinging from one of her davits. It was learned on her arrival that also rescued were all three of West Point's ships cats, two arriving in Devonian, and the other by Capt. Pinkham. The two cats were adopted by Devonian's crew and the one on Mauretania was auctioned aboard to raise money for the survivors and bought for $100 ($3,300 in 2023 value!) by a passenger.
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| Credit: The Boston Globe, 7 September 1910. |
Thirteen of West Point's crew left Boston for New York on 8 September 1910 where they would be taken in charge by the British consul general for repatriation home, sailing in Celtic on the 10th. One crew member, John G. Lloyd, signed on Devonian, and another, an American, was furnished with a ticket home to Norfolk.
The voyage was notable, too, for landing 145 passengers, the largest number yet brought into Boston by Leyland Line, and in addition to them and West Point's survivors, there was one stowaway. Many of the passengers were school teachers returning from summer break and the late arrival meant they missed school opening by days.
As for Devonian, it back to business as usual. Like Winifredian, she would return home, via New York, and sailed for that port on 9 September 1910, docking the following day. However, unlike her sister, she was advertised to carry passengers from New York to Liverpool, departing on the 14th at 4:00 pm. At a fare of $67.50 First Class. There is no listing of her having any passengers on the crossing which ended on the 26th. Her cargo included 13,000 bales of cotton.
Having left Liverpool on 10 September 1910 Winifredian came into Boston on the 19th, with 131, the second largest number of passengers Leyland landed at that port that year. One brought with him 50 prize dogs, mostly airedale, scotch and Irish terriers. She landed a 1,700-ton general cargo. There was no detour to New York on the return and Winifredian went out on the 28th with 11 passengers and a fair cargo including 3,000 barrels of apples, 3,000 bales of cotton, 9,000 bales of hay, etc., as well as 500 head of cattle.
With 68 passengers and 1,900 tons of cargo, Devonian sailed from Liverpool on 1 October 1910 and with the new wonder of wireless at his disposal now, Capt. Trant advised on the 8th, he would be a day late in arriving and was presently 950 miles east of Boston lightship. Instead, she docked at East Boston at 2:30 p.m. on the 11th, almost two days behind schedule, "during the first five days after leaving the channel the liner was breasting tremendous seas while a continuous gale prevailed," the Boston Globe offered as sufficient explanation. On the 6th she was met with near hurricane force winds and logged less than 200 miles.
Homewards on 19 October 1910, Devonian had the distinction of loading the first shipment of grain from the new Boston & Albany elevator in East Boston, replacing the fire destroyed Grand Junction elevator. She loaded 86,000 bushels which added to 14,000 barrels of apples (shipped to the pier in 100 freight cars), 6,300 bales of cotton, 300 tons of flour, 400 tons of hay, 200 tons of provisions, 100 tons of lumber gave her a 16,000-ton deadweight load (the largest cargo from Boston in months) in addition to 720 head of cattle… and nine passengers.
Similar weather conditions of westerly gales and head seas also conspired to have Winifredian a day late on her next arrival at Boston on 25 October 1910, landing 36 passengers and 1,500 tons of freight. When the liner left East Boston on 3 November, she was laden with 147,713 bushels of wheat, 15,927 barrels and 680 boxes of apples, 1,031 barrels of pears, etc… everything but the two trunks belonging to one of the six passengers, a Baptist missionary off to India. The trunks finally showed up a half hour after Winifredian sailed and were rushed to South Station, thence a train to New York to be loaded on one of the express liners direct to Liverpool and doubtless arrived before she did.
The six passengers who embarked in Devonian at Liverpool for Boston on 6 November 1910 were the last to travel "First Class" by Leyland Line as on the return, she would be rated as "Second Class," although Bohemian was the first to change over to the new classification with her departure from Boston on the 16th. This dropped the minimum fare to $47.50. Devonian had in her holds 11,000 bags or 1,500 tons of Cuban sugar that had been shipped to England by American speculators but the market bottomed out by the time it arrived and after being stored for some time, it was sold to the Revere Sugar Refining Co. of Boston. Sugar, First Class passengers and six prime Dexter heifers brought over for breeding, arrived 36 hours late on the 16th after Devonian hit eight consecutive days of gales and heavy seas.
It was in with First and out with Second when Devonian sailed from Boston on 23 November 1910 with 11 Second Class passengers and "an enormous cargo" that including 48,000 bushels of wheat, 3,000 bales of cotton, 8,000 barrels of apples, etc. as well as 864 head of cattle. Boston Harbor was getting more international and the day she sailed, the Boston Globe remarked that from the East Boston docks could be seen the flags of four nations at the mastheads of Devonian (Britain), Birkenfels (Germany), Sant' Anna (France) and Lazio (Italy).
A day late owing to waiting for cargo at Liverpool and bad weather en route, Winifredian (from Liverpool on 19 November 1910) docked at Boston on the 30th along with Allan Line's Pretorian. The Leyland liners landed 20 passengers and, for the first time, they were all in "Second Class." Her cargo of 3,000 tons was said to be "one of the most valuable to come from Liverpool for some time," (Boston Evening Transcript). Sailing for home on 7 December for the last time that year, Winifredian had 13 passengers and a fair cargo plus 15 trotting horses which would be entered in races in England that season.
There seemed no end to bad weather and belated Leyland liners that winter. Thirty-six hours tardy, Devonian, from Liverpool 10 December 1910, docked at Pier 45 Hoosac Docks, Charlestown, on the 21st. She landed 30 passengers and 13 returning cattlemen and an epic cargo of 4,500 tons valued at $1.25 mn. which was a varied ever carried by the liners: 668 barrels of Irish mackerel, 150 bales of wool, 1,500 bags of figs, 905 bags of beans, 367 cases of onions, 900 cases of currants, bottled beer, brandy, French wine, seed, earthenware, carpeting, walnut and oak logs, four cases of dead game, a case of plum puddings and three dogs, toy terriers.
Devonian's outbound cargo was bigger still, so large as to delay her sailing from Boston from 28 December 1910 to the following day to load it all aboard. Totalling 8,000 tons deadweight, it included 90,000 bushels of corn, 6,000 bales of cotton, 5,000 barrels of apples, 700 tons of provisions and a touring automobile for opera star Mme. Melba in London. A final delay was waiting for the arrival of 700 head of cattle. She also had a good list, for the year, of 33 passengers.
In 1910
Winifredian completed
- 1 round voyage Liverpool-New York cargo only.
- 2 round voyages Liverpool-Boston cargo only.
- 5 round voyages Liverpool-Boston carrying 270 westbound passengers and 162 eastbound passengers for a total of 432 passengers.
Devonian completed
- 3½ round voyages Liverpool-Boston cargo only.
- 6 round voyages Liverpool-Boston carrying 293 passengers westbound and 342 passengers eastbound for a total of 635 passengers.
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| Franconia (left) at Pier 3 and Winifredian or Devonian at Pier 4 of the new Boston & Albany facility in East Boston in 1911. Credit: Historic New England. |
1911
Indicative of a more stable business and trade environment, 1911 would see an end to the necessity of operating Winifredian and Devonian seasonally as cargo only or periodic deployment on the New York route. They resume their intended role as Boston's own as the Port achieved its own heyday with the advent of Cunard's magnificent Franconia and Laconia as the Apogee of Ocean Travel was truly in the offing.
Making the first Leyland Line arrival of 1911, Winifredian came in on 4 January. Actually she had come into the Bay the previous afternoon, heavy fog precluding her from coming into port until the following morning, docking at Pier 44 Hoosac, Charlestown. She landed 10 passengers, a party of returning cattlemen and a very heavy inbound cargo totalling 4,260 tons including 2,000 bales of Egyptian cotton. It was said to be one of the largest and most valuable cargo from England in some time.
The new year saw a major revival in Boston's grain export trade with some 500,000 bushels booked for dispatch the first week of 1911. So when Winifredian sailed for Liverpool on 11 January, she was well down to her marks with 16,000 measurement tons of cargo including 126,514 bushels of corn, 700 tons of flour, 4,000 bales of cotton, 5,000 barrels of apples, etc., 700 head of cattle and 24 passengers.
As a consequence of their accommodation be redesignated as Second Class, both sisters began to carry an occasional handful of immigrants westbound. When Devonian made her first Boston arrival of the year, on 25 January 1911, three of her 13 passengers were inspected by immigration inspectors and one, "a Russian Jewess," was found to have trachoma and would be deported. Her outbound trip, beginning on 1 February, took out another capacity cargo of 9,000 tons deadweight including 85,000 bushels of corn, 40,000 bushels of wheat, 1,500 bales of cotton, 5,000 barrels of apples, etc. and 600 head of cattle. Her passenger list had 32 names and in every respect, the re-rating of the accommodation as Second Class at a very competitive rate was showing immediate results in healthier passenger bookings.
Both late owing to bad weather, Winifredian and Warren Line's Sagamore came into Boston on 8 February 1911. The Leyland liner, with 27 passengers aboard, was a full 36 hours off her schedule and Capt. Shepherd reported that moderate conditions early in the voyage gave way to gales, head seas and a full blizzard on the 7th that forced the ship to hove-to for a time. It was another fulsome cargo to land, too, some 4,100 deadweight tons of cotton, wool, steel, Irish mackerel, "Parisian novelties," wine, etc. There was one additional passenger, as reported by the Boston Globe: "Belgian Coeur de Lion stood the stormy passage on the Winifredian. He is the smallest of his race ever landing on these shores, being a french bulldog tagged for the kennels of Mrs. Arnold Lawson at Winchester." For Liverpool, Winifredian had 105,374 bushels of corn and 64,146 bushels of wheat and a dozen passengers when she sailed on the 15th.
"Thirty six hours late" seemed the theme of that winter and Devonian was just that when she finally docked at Boston on 2 March 1911, worse, she actually arrived off quarantine the previous evening after 7:00 p.m., too late for the port physician to give her clearance and her already inconvenienced 30 passengers had to endure another night on shipboard. Two of them-- Judge Wauhope Lynn of the New York Circuit Court and his son, Norman-- were old salts by then, having made the roundtrip just as a rest from his duties.
Devonian brought in a 3,000-ton cargo and "an educated chimpanzee, which eats at table, uses a knife and fork and occupied a stateroom all by himself," (Boston Globe), brought over by Col John T. Benson, who purchased the two-year-old animal in Hamburg which "understands German perfectly" and was accompanied by a German attendant on the voyage and whose diet aboard consisted of a bottle of port wine, stewed pigeon, honey, raisins and condensed milk. Sadly, like many of the passengers, the chimp suffered from seasickness during the rough passage and "much disturbed by the pitching and rolling of the liner." Prior to sailing, a dinner was given in honour of the chimp at the Hotel Adelphi in Liverpool, attended by Mayor Hutchinson who christened him John Willey. A party of nine returning cattlemen completed her compliment. Devonian's outward cargo included a record shipment of corn from Boston, totalling 182,000 bushels, as well as 500 head of cattle, 800 sheep and a dozen passengers. She sailed for Liverpool at 4:00 pm. on 8 March 1911, arriving on the 18th.
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| Credit: The Boston Globe, 11 April 1911. |
When Devonian arrived at Boston on 10 April 1911, after making "her best passage of the season from Liverpool this season," and landing 54 passengers, the big news was the sighting of a huge iceberg en route as reported by the Boston Globe (11 April 1911):
Passengers on the Leyland liner Devonian, which made port at dusk last evening from Liverpool, got a splendid view of an enormous iceberg last Thursday afternoon, just off the Grand banks. The weather had been exceptionally clear and a sudden drop in the temperature indicated that ice was close at hand. About 3 pm the berg was sighted.
The liner passed within its shadow and everyone gather on deck to view the magnificent spectacle. The sun was shining brightly and the lofty peaks scintillated like precious gems. The berg was full 200 feet in height and more than 2,000 feet long. There was some drift ice nearby but no other bergs.
Also disembarking were 10 returning cattlemen. Devonian's cargo included Egyptian cotton, wine, whisky, onions and skins. Casting off for Liverpool at 2:00 p.m. on 19 April 1911, and "cheered by a great crowd on the pier," Devonian had a fair cargo, 906 head of cattle and good list of 46 passengers including well-known novelist Mrs. Anna Warner French and artist Aubrey Hunt who was moving to London suburbs, "driven to England by the high costs of living in this country." Devonian arrived at Liverpool on the 29th.
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| Credit: The Boston Globe, 26 April 1911. |
Winifredian and her 56 passengers had quite a time of it from Liverpool and "all of them declared they were thankful the passage was over," the Boston Globe reported upon her arrival on 26 April 1911. "Northwesterly gales and high, dangerous seats pounded the steamer most of the 2,900 miles from Liverpool. It was a week ago that the aerial to the wireless was torn away by the win, and it was two days before the damage was repaired. In the meantime messages from other other liners could not be received." The ordeal of her 11 returning cattlemen, however, was not over and taken off the ship at Quarantine "on suspicion of being afflicted with a contagious disease," and taken to Gallops Island for observation. With a good list of 65 passengers and what was described as "an enormous general cargo," Winifredian sailed for Liverpool on 3 May.
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| Credit: The Boston Globe, 15 May 1911. |
Among the 51 passengers disembarking at Boston from Devonian on 15 May 1911 were two Burmese boys, one aged 12 and the other 11, who left home on 1 April on a long voyage, via England, to Boston where they were enrolled at the Hebron Academy to study medicine for a period of four years and then go to university in England. Others aboard included several missionaries returning also from Burma. She also had aboard 10 returning cattlemen. As for the voyage, it was enjoyed, finally, in fine weather all the way across and Devonian put in the fastest passage so far that year. With the summer season just in the offing, Canopic, from Charlestown, and Devonian, from East Boston, cleared Boston Harbor at 3:00 p.m. on the 20th, the White Star liner Canopic with 237 saloon and 400 steerage, off to the Med, and the Leyland liner Devonian with 75 saloon for Liverpool, including a honeymoon couple. On the 30th, Canopic reached Gibraltar and Devonian, Liverpool where she arrived in company with Mauretania.
The tourist rush began in earnest in June and Winifredian was fully booked with 115 passengers when she sailed from Boston on 3 June 1911. Her holds, too, were well-filled with 40,000 bushels of wheat, 42,000 bushels of corn, 600 tons of provisions and three automobiles and her pens had 1,000 head of cattle, the largest shipment in one steamer in many months.
From Liverpool on 3 June 1911, with 51 passengers, Devonian was supposed to dock at East Boston the morning of the 12th, but dense fog in the Bay, forced her to anchor until it cleared and she came alongside in the afternoon to end "an enjoyable trip" that included passing a large iceberg on the 10th. She had aboard 30 valuable Dexter cattle and four Jerseys imported for breeding.
With only 19 men among her 109 passengers, mostly school teachers, Devonian's homeward crossing departing on 17 June 1911 was the classic Boston end of term sailing, including college boys from Brown and the University of Chicago among the 40 cattlemen, to look after the 797 cattle. "Apparently they expected to have a jolly time on the way over, for they carried banjoes and mandolins with them." Two carloads of cattle did not arrive until right before sailing. "There was a handsome display of flowers on board the steamer. The library, lounge and cabins were filled with blooms, and nearly every woman carried a bouquet of carnations or roses," (Boston Globe, 18 June 1911).
A seamen's strike in Britain that summer upset sailing schedules, but when only four of crew failed to sign on, Winifredian sailed from Liverpool on schedule on 17 June 1911 and arrived at Boston on the 27th, landing 69 passengers, after a voyage that delayed, three full days, not by strikes but dense fog and strong westerly winds. She brought in a 2,500-ton cargo.
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| Credit: The Boston Globe, 1 July 1911. |
Homewards, it was a Leyland liner and Canopic (again) sailing together on 1 July 1911 within 30 minutes of one another. So many people wanted to sail in Winifredian that a few officers, including the Chief Engineer, gave up their cabins to accommodate them. She went out with 149 passengers, the largest yet carried by either sister. There were distinguished professors, lawyers, teachers, headmasters aplenty and Max Hess of the Boston Symphony Orchestra aboard. "Great throngs of people witnessed the sailings and the officers had difficulty in clearing the ship of visitors so that they could leave on time." Winifredian had a big outward cargo, too, including 32,000 bushels of wheat, 42,000 bushels of corn, 300 tons of flour, 700 tons of provisions, 150 tons of lumber as well as 700 cattle with 40 cattlemen to look after them, at least half were college students from local schools, including Harvard men.
Being a college "cattleman" was a great summer tradition especially in Boston and many a lad worked his passage over for that first visit to the Old Country. For a wonderful account of the experience, Robert A. Morton, Class of '11, contributed his experiences aboard Devonian so employed and those of other college men, in The Harvard Illustrated Magazine, May 1909:
https://books.google.com/books?id=AH8fAAAAYAAJ&newbks=1&newbks_redir=0&dq=Leyland%20steamship%20Devonian&pg=PA210#v=onepage&q=Leyland%20steamship%20Devonian&f=false
Some of the photos that accompanied the article are reproduced below, taken aboard the author's voyage in Devonian:
Leyland's passenger trade enjoyed a welcome increase in both directions in 1911 compared to recent years and on 24 July, Winifredian landed 94 passengers at Boston. But it was one of her crew, a stoker, who caused Dr. Gay, the Port physician, concern upon the ship's arrival off Quarantine the previous evening, and the man was removed for further examination. There was an almost "full house" of 114 for her return crossing, beginning on the 29th. Contributing to the balance sheet, too, was a fulsome cargo including 150,000 bushels of wheat, 500 tons of provisions, 400 tons of hay as well as 700 head of cattle.
Figuring among the 96 passengers disembarking from Devonian at East Boston on 15 August 1911 "after an uneventful passage," were nine American college athletes from Harvard and Yale who were returned, defeated, in competition with their British counterparts, although one of the Oxford team was actually an American Rhodes scholar. There was also the smattering of Ivy League university professors that always made Leyland Line's passenger list one of the most educated and erudite on the high seas. Homewards on the 19th, Devonian had 42 passengers but only a moderate cargo owing to a longshoremen's strike in Liverpool and shippers not wanting their goods held up there. She did take out 164,293 bushels of wheat, however.
Although Winifredian had a good list of 51 on her departure for Liverpool on 26 August 1911, it was her cargo, specifically 291,000 tons of tobacco, "enough tobacco to keep a crew of old sea dogs in smokes and chews for a century," that attracted the interest of the Boston Globe's shipping reporter. It was said to be largest consignment from Boston "for months," and went out with 800 tons of provisions, 500 tons of flour, 650 tons of hay 1,000 barrels of apples and 700 head of cattle.
What had been a busy season, was just get starting as all those travellers who sailed out in Winifredian and Devonian earlier in the summer, now came rushing back to work and school. When Devonian cleared the Mersey on 5 September 1911, she had 134 passengers… the most she yet carried. Enjoying "fairly good weather" across, they landed at Boston the afternoon of the 14th after a smart nine-day run. Among those aboard were a score of teachers, who rather sounding like their tardy pupils, claimed they would have returned earlier on other boats had it not been for the strikes in Britain. They all missed opening day in any event and the British dockers had apparently not issued excuse slips for any of them. Also aboard were eight Welsh ponies and two colts.
Busy passenger traffic westbound and a revived grain trade eastbound had Devonian take on 125,000 bushels of wheat and 43,000 bushels of corn on 19 September 1911. On her departure on the 23rd, Winifredian had 104,000 bushels of wheat and 77,000 bushels of corn. In all, some 600,000 bushels of grain left Boston in one week.
Devonian had 35 passengers aboard for her 19 September 1911 sailing for Liverpool and in addition to her copious grain and general cargo (which totalled 10,000 tons), had 600 head of cattle. Longshoremen worked all night to complete her loading by 6:00 a.m., just an hour before her sailing time. Her passengers embarked the previous evening owing to her early start.
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| Credit: Boston Evening Transcript, 19 September 1911. |
The same morning, Winifredian, came in from Liverpool (having sailed on 9 September 1911) with 138 passengers, forty-two of whom were either professors or students whilst of the 19 returning cattlemen, 11 were undergraduates from Harvard, University of Chicago, University of Illinois, Cornell, Brown, Colgate, Clark and the Springfield Training School. One of the passengers, Prof. Lionel Marks of Harvard, was returning from a six-week cruise in the Norwegian fjords. They all had a not terribly nice passage with but one clear day, unseasonably cold weather and heavy seas all the way across. The Boston Globe reported: "The liner encountered some bad weather during the passage, and slight derangement to the steering gear necessitated stopping on two occasions. From the Grand banks the weather was particularly boisterous."
Winifredian's return to Liverpool was all about bushels. Four days after Devonian left with an enormous grain cargo, her sister bested her and all others with the largest dispatch of grain from Boston in five years. When she cleared Pier 4, B&A Docks (as the rebuilt Grand Junction wharfs were now called), East Boston, at 10:30 a.m. on 23 September 1911, Winifredian had 140,000 bushels of corn an 64,000 of wheat which, as the Boston Globe pointed out, would have been enough to fill an ordinary tramp steamer yet formed but one part of an immense freight that included 400 tons of provisions, 200 tons of flour, 500 tons of hay, 2,200 bales of cotton, 2,500 barrels of applies, etc. as well as 600 head of cattle. Weighing 9,500 tons with a measurement tonnage in excess of 15,000, it was enough to have her well down to her summer load line and she was drawing 26 ft. 6 ins. on departure. She found room, too, for 35 passengers, among them Rear Admiral Joseph Forster, USN (Ret), Lt. Scudder Klyce, USN, and Capt. C.R. Glenn, of United Fruit Co., en route to Workman & Clark, Belfast, to take command of a new fruit boat under construction there. Here was the real potential of Harland & Wolff's "Big Ship" design fulfilled and on such trips, there can have been few more profitable voyages or ships undertaking them.
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Credit: The Boston Globe, 17 October 1911. |
Good passenger figures and bad weather was the theme for the autumn. Bringing in her 128 passengers to Boston a day late on 17 October 1911, Winifredian had breasted "terrific northwesterly gales and head seas" west of the Grand Banks. In addition to 13 returning cattlemen, she landed a 1,400-ton cargo including valuable consignments of French wine, liquors, lace and silks as well as 267 barrels of Irish salted mackerel, steel and hides. Homewards on the 21st, it was a record 18,553 barrels of apples and 16 passengers.
Devonian, however, caught a break for a change and except for fog the final 50 miles, enjoyed fine weather on her next crossing to Boston where she docked on 23 October 1911 with 118 passengers and 12 returning cattlemen. One passengers, Master Bertram Saxton, aged 12, fell out his bunk the day before arrival and broke his arm. Devonian had 2,500 tons of cargo in her holds. When she left for Liverpool on the 28th, "completely filled with merchandise," as well as 17,804 barrels of apples, she had 28 passengers, including seven missionaries.
Poor Winifredian again got the worst of it weatherwise and almost as soon as she cleared the Mersey on 9 November 1911 with 42 passengers (and four returning cattlemen), she bucked gales and head seas and, on the last three days, hurricane force winds. Not surprisingly, she was late… a full 36 hours… reaching Boston on the 20th. Typical for the time of year, her 1,500-ton cargo included holiday favourites like grapes (9,849 barrels) and currants (345 cases) as well as 498 bales of wool and 271 of Egyptian cotton. During the unloading, a hatch gave way, causing two longshoremen to fall some 20 ft. into a hold, injuring both. Sailing on the 25th, Winifredian was so heavily laden (including 21,630 barrels and 640 boxes of apples and a huge amount of grain) she was drawing 30 ft. aft. There were 25 names on her passenger list.
There was no avoiding the westerly gales of the season for Devonian and it made her late; expected on the 25th, she did not dock at Boston until 27 November 1911. Among her 30 passengers was Bhagot Singh, "a prominent resident of Punjab, India," coming over for a three-year course in electrical engineering at MIT. She landed seven cattlemen and her 2,000 tons of cargo featured 10,274 barrels of Malaga grapes and 107 barrels of Irish salted mackerel. With her 20 passengers boarding the previous evening, Devonian made a dawn departure on 2 December, her holds packed with 160,000 bushels of grain, 8,000 barrels of apples, 4,500 bales of cotton and her pens housed 500 cattle and 972 sheep.
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| Credit: The Boston Globe, 26 December 1911. |
Hopeful reports received on 23 December 1911 indicated that Winifredian's 49 passengers might be in Boston in time for Christmas and she was 910 miles east of Boston Light at noon the previous day. Her list was swelled by many booked in Saxonia from Liverpool to Boston on the 12th but after Mauretania dropped a screw, she was detailed to take her sailing to New York instead. Alas, the weather worsened past the Grand Banks and she had already faced gales and head seas every day but one. On Christmas Eve, Winifredian was making but 4 knots an hour. So it was not until Boxing Day that "the Winifredian pushed her nose up the harbor through the haze this morning and went to a berth at the Boston & Albany Docks, East Boston… Capt. Shepherd foresaw the possibility of the steamer being delayed and he provided a sumptuous feast of turkey, goose and all the trimmings. The dinner was followed by a concert, at which Miss Greta Chellen, a young operatic singer of New York, contributed several selections." (Boston Globe, 26 December 1911). She brought in a big cargo, totalling 3,300 tons, and 45 English hounds.
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| Credit: The Boston Globe, 29 December 1911. |
Ending a busy year for the sisters, Winifredian broke all records for a grain shipment from Boston when she sailed on 30 December 1911 with 220,000 bushels (111,000 of corn and 109,000 of wheat) or 5,000 tons worth. That did not even half-fill the big ship and she had plenty of room for 900 tons of provisions, 100 tons of flour, 3,000 bales of cotton, 5,500 barrels of apples, 300 tons of hay as well 500 head of cattle and 1,000 sheep. She left drawing an epic 30 ft. and also had 13 passengers.
In 1911
Winifredian completed
- 12 round voyages Liverpool-Boston carrying 862 passengers westbound and 639 passengers eastbound for a total of 1,507 passengers.
Devonian completed
- 10 round voyages Liverpool-Boston carrying 677 passengers westbound and 504 passengers eastbound for a total of 1,181 passengers.
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| Devonian, outbound from Boston, 17 June 1911. Credit: William B. Taylor photograph, Mariners' Museum. |
1912
For Winifredian, coming off a successful year on the Boston passenger run, the first half of 1912 resulted, for unknown and indeed unannounced reasons, her being demoted to White Star Line's Liverpool-New York cargo run. Arriving on the Mersey from Boston on 12 January 1912, she was advertised at the time for a westbound sailing, with passengers, on the 18th. Whatever decision was made for her deployment was made in haste. Cestrian arrived at Liverpool from New Orleans (her regular route) on the 9th, and by the 15th, she was advertised to be taking Winifredian's place, but departing on the 17th, a day earlier owing to her lesser speed. She duly arrived at Boston on the 31st with 20 passengers and effectively replaced Winifredian that whole winter and spring.
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| Leyland's Cestrian (1896/8,823 grt), built for Boston run, but for many years on that to New Orleans, was transferred back to the route for four round voyages to replace Winifredian in January-June 1912. Credit: Mariners' Museum, William B. Taylor collection. |
Making her first voyage to New York, Winifredian departed Liverpool on 24 January 1912 with 27,974 bags of Irish potatoes among her cargo and arrived on 5 February. Homewards, starting on the 11th, she cargo included 300 carcasses of pork and 2,645 boxes of meat, but she did not carry livestock on this route, a trade White Star had given up the previous year. Winifredian arrived at Liverpool on the 23rd.
Even more curious, this proved to be her one and only voyage on the White Star cargo berth and her subsequent deployment was even more puzzling for on 1 March 1912 Winifredian left the Mersey… for the Thames where she arrived at London the following day and loaded a cargo for New York. As White Star did not operate on the route, it can only be surmised that she did so subchartered to another IMM line, Atlantic Transport Line, which was well established on the route. Winifredian sailed on 8 March and although the date of her arrival is elusive, she left there on the 27th, returning to London on 9 April.
Another voyage ensued from London to New York, 16-29 April 1912, which concluded her deployment on that route. On 8 May, she sailed from New York with a huge 8,000-ton cargo, bound for Boston where she arrived on the 10th to load another 4,000 tons. Back on the Leyland Line berth, Winifredian left Boston on 12 May for Liverpool where she docked on the 25th.
Devonian begun the New Year by arriving at Boston on the first day of 1912 when she should have docked on the last day of 1911. It was usual story of bad weather en route and in her case, exceptionally bad on the 29th and 30th, the later recorded only 182 nautical miles and on Christmas Day, only 232 and the rough seas spoilt the elaborate special dinner that had been prepared. It was a relieved group of 21 passengers who went down the gangway at Pier 44, Hoosac Tunnel Docks, Charlestown.
The big news that winter was a prolonged longshoremen's strike in Boston which in early January 1912 and 2,500 men walked out. It was the first such strike since 1882. Getting Devonian fully loaded with very heavy booked cargo was challenging. On 5 January 1912 when the strike began, there were still 25 carloads left toload, but being a liner and with 25 passengers booked, she would have to just have to sail without it. This she did the following day, still going out with 90,000 bushels of corn, 30,000 bushels of wheat, 600 tons of provisions, 5,000 barrels of apples, 2,500 bales of cotton, etc plus 600 cattle. Devonian still left 2,000 tons on the dock although her own crew loaded as much as they could, delaying her departure from 11:00 am. to 12:20 p.m.
When Devonian sailed from Liverpool on 26 January 1912, she took out the single largest cargo yet dispatched from the port to Boston. The 7,100-ton load, valued at $1.5 mn. including 2,500 tons of Irish potatoes and 4,600 of general merchandise. The potatoes were much needed amid a shortage occasioned by the failure of the Southern U.S. crop the previous season owing to draught. Devonian's 33,000 bags was believed the biggest to ever come to Boston. When she docked just after dark on 6 February, some of her 35 passengers told reporters that the ship had very narrowly avoid a collision on the morning of the 4th off Sable Island with an east-bound liner, believed bound to England from New York. As recounted by the Boston Globe:
A marine tragedy was prevented only by the prompt action of second office Knight, who jammed the helm hard to port, swinging the bow to starboard just in time for the stranger to sweep past, with only a few inches to space. It was 5:30 Sunday morning, when the Devonian was about 650 miles east of Boston, that a steamer with two masts and two funnel, having the characteristics of the Anchor Line, was sighted about three miles off the starboard quarters.
The rules of the road gave the Devonian the right of way, as the oncoming vessel was on the starboard side and apparently heading across the Devonian's bow. The Devonian held her position until it was seen that the other vessel would not give way. Then captain seized the bridge telegraph and signalled for full speed astern, while second offer slammed over the wheel.
In the gray dawn the identity of the other liner could not be determined, but the officers who saw her, including Capt. Trant, were of the opinion that she was one of the big passenger steamers of the Anchor Line that run between New York and Glasgow.
There was some excitement among the few passengers who knew of the near-collision, but many of those on board were asleep in their bunks, and were apprised of the occurence until long after it was over. The officers admitted it was one of the closest shaves in their experience.
It was potatoes in and wheat and corn out for Devonian which sailed for Liverpool on 20 February 1912 with 90,000 bushels of corn and 40,000 of wheat. During her loading, longshoremen again went on strike on the 14th and gangs working on the Leyland Line's Cambrian, Canadian and her, went off the job only to return after the matter was referred for future settlement. The next day violence brought out on Pier 3 at the East Boston wharves where Devonian was docked when union longshoremen drove off ununionized clerks. When Devonian finally sailed at 11:30 p.m., she was three days off her schedule and went out with the White Star liner Megantic. The Leyland boat took out 11 passengers. In addition to her grain, she had 400 tons of flour, 4,000 bales of cotton, 400 tons of hay and 4,000 barrels of apples. She reached Liverpool on 1 March.
The late winter of 1912 was mild in temperature but stormy at sea. Leyland Line's Lancastrian finally made Boston on 19 March after "the stormiest passage she has encountered for years," and there was increasing worry about the whereabouts of Ninian which had sailed from London three days before her fleetmate and still not been heard from. On the 20th, Devonian and the Red Star liner Marquette (from Antwerp) both arrived at Boston, about two days late. Later the same day, Ninian, too, finally made port, no fewer than eight days late. Capt. Trant had 41 passengers aboard Devonian to land and reported "continuous westerly gale and heavy head seas" for most of the passage.
A week late owing to more labour troubles, Mersey-bound on 2 April 1912, Devonian had 21 passengers and the largest cargo she had yet carried. Totalling an impressive 17,500 measurement tons and 9,800 deadweight, this immense payload had her stern draught at almost 31 ft. on departure. The bill of lading included 126,703 bushels of Manitoba wheat, 13,000 bags of San Domingo sugar, 3,500 bales of cotton, 600 tons of flour, 300 tons of provisions, 500 tons of hay, 200 tons of lumber and 2,500 barrels of apples. The Boston Globe estimated that it would take 30 miles of American-sized freight cars to convey the total load and said "a search of the records of outgoing liners failed to show a heavier cargo than was taken by the Devonian…" One of the passengers had five blooded horses he was taking over to exhibit in England. Devonian docked at Liverpool on the 12th.
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| Credit: The Boston Globe, 7 May 1912. |
With a good list of 64 passengers but an even more impressive cargo, Devonian left Liverpool on 27 April 1912. She had in her holds, 3,250 tons of general merchandise, 11,745 bags of Egyptian onions and 850 tons of Irish potatoes. Following the Titanic disaster, trans-Atlantic liners took the extremely southerly course well into the late spring and early summer season, adding 150-200 nautical miles to the run and causing delays to most westbound liners. Devonian, due at Boston on 7 May, wired that on the 6th that she was still 500 miles east of Boston Light. Then, heavy fog for the final 24 hours of the passage further retarded her progress so that it was not until 11:30 a.m. on the 8th that Capt. Trant had her alongside her East Boston slip, having spent an entire day on the bridge. He told reporters taking the southerly track had added 180 miles to the crossing.
Wheat and women figured prominently on Devonian's Boston to Liverpool crossing beginning on 18 May 1912 with 160,000 bushels of the former and of her 48 passengers, 30 were women. The U.S. battle fleet visiting Boston and both she and Cretic (the former Leyland liner Hanoverian) threaded their way through the impressive array of warships with the dipping of ensigns.
Finally restored to the Leyland Line passenger service, Winifredian (Capt. F. Shepherd) sailed from Liverpool on 6 June 1912 with 45 passengers and a cargo which included three valuable horses and 600 bales of Egyptian cotton. Bad weather and having to take the southerly track made her a full two days late reaching Boston on the 17th. Aboard were two stowaways who being English, would be deported on the return crossing.
Having Winifredian back on the passenger run was for good reason and on her first sailing from Boston on 22 June 1912, she was so fully booked that some of the officers had to vacate their cabins to accommodate the 149 sailing that day. As typical for the Boston run at that time of year, almost all were professors, teachers and students, including a group of 55 off to spend the entire summer in Europe.
Even in late June, the weather across was "boisterous" enough during the initial four days to have Devonian a day late reaching Boston on 24 June 1912, with 51 passengers and 2,000 tons of general cargo, including 515 bales of wool. "During most of the voyage those on board found it necessary to wear heavy clothing," noted the Boston Evening Transcript. Homebound on the 29th, it was another capacity list of 138 passengers of whom 109 were women and again with teachers (90 per cent of the list!) and students predominating. Also aboard were 26 of the Appalachian Mountain Club on the first European excursion of the club since 1872 and off to North Wales, Switzerland, the Australian Tyrol, etc., and returning in Winifredian on 15 August. Four her cattlemen were Harvard graduates, class of '12, who would undertake a cycling tour through Europe upon arrival.
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| Credit: The Boston Globe, 28 July 1912. |
Making the only voyage in July of the two sisters, Devonian (Capt. Trant) cleared the Mersey on the 18th, with 98 passengers, the best westbound list far in 1912, four returning cattlemen and a 1,600-ton cargo. She made good time across and docked at Pier 4, Boston & Albany Docks, several hours earlier than expected, at 4:00 p.m. on the 27th. Taking the northerly route saved her time and took her right over the reported site of the Titanic sinking and owing to thick fog in the area, she stopped for a time.
It was not too late for a final eastbound rush to Europe and there were 105 passengers for Devonian's departure on 3 August 1912. She also had 88,000 bushels of wheat, 700 tons of provisions, 380 head of cattle and a 16 horses, a mule and a pony, accompanying a passenger, Harry W. Smith, master of the Grafton Hunt, bound for a season of hunting in Ireland. The grooms and jockeys who accompanied the horses objected to their quarters which were those normally used for cattlemen. "After considerable wrangling the men were conciliated and agreed to make the trip, but they wanted it distinctly understood they would not return that way." (Boston Globe, 4 August 1912). Devonian arrived at Liverpool on the 22nd.
Named after her birthplace, one-week-old Winifred Christina Moore was an mid Atlantic addition to the already full list of 154 passengers aboard Winifredian which arrived at Boston on 25 August 1912. Delivered to Dr. & Mrs. James of Albany, the child and family were presented by a loving cup by their fellow passengers, all of whom enjoyed a fine, smooth passage over.
Winifredian sailed for Liverpool at noon on 31 August 1912 with no wireless operator when the Marconi employee failed to show and this was his second "missed boat," having supposed to have shipped out in Arabic earlier in the week. Among Winifredian's 28 passengers was Miss Mary V. Trant, 14-year-old daughter of Capt. Trant of Devonian which was inbound to Boston at the same time with the hopes they could "meet" in mid ocean. The big ship took out a good 7,000-ton cargo that included 136,000 bushels of grain, 600 bales of cotton, 200 tons of flour as well as 150 cattle.
Another well-patronised end of summer westbound crossing was concluded by Devonian at Boston on 1 September 1912 which landed 162 which, to date, was the most carried from Liverpool by the vessel. Homeward on the 7th, the record was set for the largest cargo of oats, 125,000 bushels, dispatched from the port in five years. She still left several hundred tons of freight on behind when "a derangement to the drawbridge between Chelsea and East Boston held up five cars of grain and three of provisions." (Boston Globe). She had only 17 passengers for the trip.
Adding to the good passenger figures that season were the 126 landed at Boston by Winifredian on 29 September 1912 after a 10-day passage and "having had pleasant weather all the way," (Boston Globe), plus four returning cattlemen. But eastbound in October? Well that attracted a scant eight fares. The live cattle trade was already in decline, but Leyland continued to carry livestock (White Star gave up the New York trade back in 1908 and that from Boston in 1911) and when Winifredian left Boston on 5 October she had 200 cattle from Canada and 500 sheep aboard.
All loaded and ready to go on 12 October 1912, Devonian and her 35 passengers were left cooling their heels when dense fog so reduced visibility in Boston Harbor that Capt. Trant and her pilot decided it was too hazardous to proceed until it eased. She had aboard the largest consignment of apples-- 15,000 barrels-- dispatched from the port that season as well as 174,907 bushels of wheat. The passengers entertained themselves with an impromptu concert in the saloon that evening and it was not 10:00 a.m. the following day that they sailed. They were joined aboard by 200 Canadian cattle and 500 sheep but as the Boston Globe reported, the prices on the London and Liverpool markets "continue below the level at which cattle from the United States can profitably be shipped," and this cruel trade was fast disappearing. Devonian made good time and arrived at Liverpool on the 23rd.
When Winifredian was ready to sail from East Boston on 9 November 1912 for Liverpool, one of her passengers-- Mr. Samuel J. Truesdale of New York-- was unique, being the only male among the dozen passengers aboard. Well, until 15 minutes before she sailed when Mr. & Mrs. L. Barrett of Chicago hurried up the gangway, having just missed their booked departure in the Cunarder Saxonia, arriving on the pier as the liner backed into stream and obviously surprised and delighted to find alternate transport at the adjoining slip departing in quarter of hour. Cargo was king on this crossing, Winifredian taking out 16,000 measured tons of freight including 160,000 bushels of wheat, 600 tons of flour, 3,000 bales of cotton etc.
Arriving at Boston from Liverpool on 10 November 1912, Devonian, with 27 passengers and sailing six days later with 21, no one much noticed the passenger trade on these ships late in the season which, happily for Leyland's accountants, was also the peak time for the apple trade. When Devonian eased off her East Boston berth at 3:00 p.m. on the 16th, she had no fewer than 35,000 barrels of the fruit (2,500 tons worth), the biggest single shipment from the port in six years, and not far behind the alltime record of 39,611 barrels. The Boston Evening Transcript, citing the carriage per barrel at 70 cents, calculated Leyland collected $24,000 ($783,500 in today's value) on this load alone. To this was added 91,000 bushels of wheat, 4,500 bales of cotton and 400 tons of flour, etc. In all, she took out 17,000 measurement tons and 10,000 tons deadweight. Big ship, big cargo and big profit maker, Devonian reached Liverpool on the 26th.
If trouble comes in threes, a trio of tardy liners arriving at Boston on 9 December 1912 proved the adage as well as the rigours of early winter North Atlantic weather. Saxonia, an astonishing four days late from Liverpool and Queenstown (she left Liverpool on 26 November!), Canopic, a day late from Naples and the Azores, and Winifredian, also a day late from Liverpool. Winifredian was 50 miles astern of the Cunarder on the 8th, but caught up with her, making knots and came in a good two hours ahead. The Leyland liner, on her final arrival for the year, landed 20 passengers, and had two stowaways whose situation was reflective of the changing times. They had been regular cattlemen but with the decline of that trade, signed on as firemen on Winifredian outbound steamer and wishing to return, had to stow away and picked the place they knew best, the stokehold, to conceal themselves. As Americans, they were permitted to land. One of the passengers arrived with 44 dogs, including Scotch terriers, Airedale terriers, West of Ireland terrier, bulldogs and Pomeranian puppies. All three liners came into port with the fore decks covered with ice from the frozen spray of true Winter North Atlantic weather.
Rather exordinarily (although the second such case), Capt. Frederick Shephard was arrested on arrival by the U.S. Customs Dept. for "not having a perfect wireless outfit aboard," contravening a law passed by the U.S. Congress following the Titanic disaster and coming into effect on 1 November. He was arraigned with consul at the Federal Building in Boston and released on his personal sureties to attend a hearing on the ship's next call at the post.
Capt. Shepherd's more immediate concern, upon taking Winifredian out of Boston on 14 December 1912, was to get her 34 passengers to England by Christmas Day, "her officers feel confident that she will reach her destination by Christmas morning at the very latest." (The Boston Globe). Putting on all steam, Winifredian was reported at noon on the 23rd to be 100 miles west of the Fastnet and expected to reach Liverpool by Christmas Eve.
Ending her year on a tempestuous and tardy note, Devonian which had been expected to arrive at Boston early on 16 December 1912, was still 570 miles east of Boston light at 10:00 p.m. the previous night, reporting to have "been running through furious gales" but now making up time in fair weather. Then, heavy fog greeted her in the Bay and she had to anchor for the night of the 17th so that Devonian did not finally dock at East Boston, the following morning… three days late. One day of the crossing, she managed only four knots an hour. "Thirty-five cabin passengers which the liner brought found it convenient to remain indoors most of the time and many of them were so seasick that they cared little where they were." (Boston Evening Transcript, 18 December 1912). One passenger were presumably not effected by the weather: Capt. William Japha, a former commander with Dominion Line. Longshoremen had to work night and day to unload her large 3,500-ton inbound freight and load an even larger outbound cargo of 10,000 tons.
The Carpathia and Devonian took their departure yesterday morning or Liverpool, taking away over 20,000 tons of merchandise and several passengers. Both liners moved down the harbor a few hundred feet apart and They went out by Boston Light with very little clear water between them. It looked as though a race between the pair had been arranged, and it is possible they may indulge, in a little test of speed on the trip across the ocean.
Boston Globe, 22 December 1912.
Devonian, as per her original schedule, departed Boston on 21 December 1912, together with the Cunarder Carpathia (Capt. Rostron), both sailing from their adjacent East Boston berths with in minutes of one another, Carpathia leading the Leyland out of the harbor by a few lengths. Their passengers (only seven aboard Devonian) would have Christmas Day at sea. The Boston Globe reported that "the cabin of both liners were decorated with holly and preparations have been made to celebrate Christmas on the ocean. The crew of the steamers will not be forgotten, for packages of Christmas presents were sent on board the liners for the men and will be distributed Christmas morning." Together, their holds held a combined 400,000 bushels of grain. Devonian accounted for 230,000 bushels, the largest single shipment from Boston in years, and she also had 3,000 bales of cotton, 1,000 barrels of apples, etc.
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| Boat drill aboard Devonian, 15 December 1912. Credit: Ellen F. O'Connor photograph, Boston Public Library Arts Department Collection. |
In 1912
Winifredian completed
- 1 round voyage cargo only Liverpool-New York
- 1 round voyage cargo only London-New York
- ½ round voyage cargo only London-New York
- ½ round voyage cargo only New York-Boston-Liverpool
- 5 round voyages Liverpool-Boston carrying 442 passengers westbound and 234 passengers eastbound for a total of 676 passengers.
Devonian completed
- 10 round voyages Liverpool-Boston carrying 662 passengers westbound and 485 passengers eastbound for a total of 1,147 passengers.
1913
The New year began with the announcement on 11 January 1913 by U.S. Commissioner Hayes that the case against Capt. Frederick Shepherd of Winifredian in connection with wireless equipment had been withdrawn and that the U.S. Government had suspended all such prosecutions against captains.
Meanwhile, Capt. Shepherd and Winifredian were fighting winter North Atlantic weather on their first crossing of the year. Leaving Liverpool on 2 January 1913 and due at Boston on the 13th, a wireless from the ship received at 8:00 a.m. on the 15th, advised she was still 500 miles east of Boston Light and would not arrived before the 17th. Ivernia, too, was delayed. With 21 passengers, Winifredian finally docked the morning o the 17th, an extraordinary four days late. She landed 21 passengers. Her first sailing from Boston, on the 22nd, had six passengers.
Tossed and buffeted by heavy seas, one of her lifeboats smashed, ventilators bent, and part of her rail carried away, the steamship Devonian of the Leyland line, Captain A.W.V. Trant, from Liverpool, three days overdue, was warped into her berth at East Boston, this morning.
Boston Evening Telegraph, 12 January 1913.
Devonian, from Liverpool on 9 January 1913 fared worse and on 20 January 1913, when due at Boston, she reported delayed by "terrific weather" and would not reach port until the 22nd. Even on the morning of the 21st, she was still 510 miles east of Boston Light. When she finally docked at East Boston on the 23rd, four days late, The Boston Globe reported on her stormy, and for many of her 28 passengers, frightening crossing:
After a grueling battle with terrific storms, the Leyland liner Devonian reached port this morning, four days late, from Liverpool. Many of the 28 passengers on board declared they would never make another winter crossing.
Dr. James P. Farley of Boston, who returned on the steamer from a six weeks' trip to London and Paris, said that he did not think the vessel would like through the cyclonic storm encountered on Jan 15 and 16. 'I have crossed the Atlantic 23 times and never before experiences anything like the weather we encountered. It was awful,' said Dr. Farley.
From other passengers it was learned that one woman became hysterical through fear while the liner was in the grasp of a hurricane.
J.R. Bryson, who with his wife is returning to their home in Chicago, after a general tour, was thrown against a table in the smoking room and slightly injured, and Fred St, Onge, the well-known vaudeville performer, was injured in the side by being thrown against the side of his cabin.
Mr. St. Onge said the weather was frightful. During the hurricane Jan 16, after the seas had damaged the rails directly in front of the staterooms occupied by St. Onge and his wife, Capt Trant advised a temporary change in their apartment as it was feared the steel walls of their cabin might be crushed in.
The Devonian left Liverpool Jan. 9, and was due here last Sunday. She struck bad weather just as she poke her nose out of the Irish Channel, and it continued practically all the way across, although the last two days it was more moderate. On Wednesday, the 15th, the gale, which was blowing continuously, gradually increased in fury until it developed into a full-fledged hurricane. Mountainous seas began to break over the bow and the deck spaces were filled with water. That night was one of terror for the passengers. Smashing combers beat against the decks and broke over the superstructure. One giant sea, a veritable wall of water, rolled over the bow, buried the decks and, rushing aft, carried away the heavy teak rail on the starboard end of the forward promenade deck, 50 feet above the sea level, smashing in one of the doors and damaging one of the lifeboats.
When the wave shot on board, the big steamer shook from stem to stern under the great weight of water, and for a few moments she appeared to be stopped. On the 15th, the Devonian logged only 45 miles, and during the 24 hours ending at noon the 16th she made only 43 miles, a total of 88 miles in 48 hours.
After the storms abated somewhat the passengers gathered in the saloon and drew up resolutions, which were signed by all, commending Capt Trant and his officers for their splendid work in bringing the vessel through the tempests.
Boston Globe, 23 January 1913
Starting in 1913, passengers were no longer accommodated on Victorian and Cestrian but both remained on the Boston run, carrying cargo only with Bohemian and Canadian joining Winifredian and Devonian on the passenger trade. Unusually, both Devonian and Victorian were despatched together from Boston on 28 January 1913, Devonian from B&A Docks, East Boston, and Victorian from Hoosac docks, Charlestown, and between them, took out some 18,000 tons (deadweight) in cargo. Devonian, alone, had 158,000 bushels of wheat, 42,000 of corn and 24,900 of flaxseed as well as 200 tons of flour, 500 tons of provisions, 400 tons of hay, 200 tons of lumber and 2,000 barrels of apples. She also had 17 passengers.
It proved an eventful passage as well. On 30 January 1913 Devonian came to assistance of the Cie. Gle. Transatlantique liner Mexico (1905/5,152 grt) bound from New York to Dunkirk, which broke her shaft and lost her propeller, 100 miles east of Sable Island, in heavy seas and blizzard, on the 30th. Wireless calls for assistance (not an S.O.S.) were received by Transat's Floride and Caroline but they were too far distant. Intercepting the messages, Devonian, two days out of Boston and 200 miles away, under Capt. Trant's initiative proceeded to her and on the scene by 11:00 p.m. the 30th. The following morning, Capt. Trant and his crew managed to get two steel hawsers on the ship within two hours and proceeded to tow her to the nearest port, Halifax, 400 miles distant. Weather conditions and the tow made good progress at 7 knots with 180 knots recorded the first day. Then a fierce southeaster came up and the tow made only 10 miles, being 200 miles away from Halifax on 2 February. Much of the time, Mexico disappeared from view. The weather abated by the following day. Halifax was reached on late afternoon on the 4th.
With both captains utterly exhausted from a week of continuous watching on the bridge, the Leyland liner Devonian, towing the disabled French steamer Mexico, dropt anchor in Halifax harbor late yesterday afternoon, ending a hazardous five days' journey of 390 miles thru terrific hurricanes that threatened to swallow up both ships; and incidentally, earning a salvage award of $50,000 to be divided among Commander Trant and his crew. Passing through a blinding blizzard salvor and rescued made port at a five-knot-an-hour pace, the lame Mexico having a decided list to starboard, but clinching stoutly to a massive steel hawser lasht to the after bits of the big Devonian. Hurled violently about for two and a half days in the grasp of a wild sea the Mexico with her tail-shaft fractured and the propulsion thus shut off, would, the officers state, have most certainly foundered had not come and to the Leyland boat went the honors of the rescue and salvage.
The Evening Mail, 5 February 1913.
With her cargo estimated to be worth more than $1mn, the salvage of Mexico was estimated to bring $50,000 salvage money to Devonian's master and crew, and another $50,000 to Leyland Line. After coaling, Devonian left Halifax on the morning of 5 February 1913 and arrived at Liverpool on the 15th.
It was a long and hard winter. Devonian, again besting head winds and seas most of the way across, was two days coming into Boston on 5 March 1913, still flush from her Mexico towing episode the previous month. She landed 32 passengers and a good 4,000-ton cargo including 4,500 bales of valuable Egyptian cotton. Outbound on the 9th, there were but 10 passengers but another massive grain shipment, totalling 214,286 bushels of corn and 23,939 of corn.
When Winifredian arrived at Boston on 5 May 1913, half of her 113 passengers had originally been booked on Bohemian's 17 April sailing from Liverpool was cancelled owing to damage to her rudder. She landed 37 prize Ayrshire cattle. Bound for Liverpool on the 10th, Winifredian had 65 passengers and a cargo including 220,000 bushels of wheat.
After passing through a severe electrical storm at sea on 7 June 1913, Winifredian docked at Boston on the following day, landing 63 passengers. "The liner struck the storm just as evening was coming on, and while several of the passengers said that the electrical display was very beautiful, they acknowledged that they didn't enjoy the experience much," the Boston Globe reported. Destined for an early departure for the Mersey on the 14th, the ship's full list of 132 passengers embarked the previous evening. As it was, she was delayed half an hour waiting for the last of her 300 Canadian cattle to arrive. This was the first mention of a cattle shipment for sometime as the export cattle trade had staged an unexpected revival that summer. She also took out 201,605 bushels of wheat and oats, 400 tons of provisions, 100 tons of lumber, etc.
Devonian's arrival at Boston on 15 June 1913 with 83 passengers, a consignment of "prize cows and prize hens," occasioned little remark, but four days later the Boston Globe reported "Lifeboat drill was indulged in yesterday by the crew of the Leyland liner Devonian. Three of the boats were lowered away and rowed about the harbor, manned by sailors and stewards. The men displayed considerable skill in handling the boats." Such exercises were common and oft reported in the wake of the Titanic disaster.
Devonian's sailing for Liverpool on 21 June 1913 was notable in that she had a remarkable 152 passengers, indicating that every single settee berth and some officer cabins were occupied. It was the most number of passengers she had yet carried. This was the classic Leyland Boston summer eastbound crossings with six local college boys among the cattlemen. Eleven had signed on for the trip but five were left behind as they were not needed when of the 350 head of cattle booked, only 200 had arrived in time for sailing. Stanley F. Withe and Walter M. McKim, of Harvard, took their motorcycles with them on which they would tour the Alps upon arrival. Of the saloon passengers, the majority were women and many teachers and students. Devonian had a fair sized cargo, too, including 107,000 bushels of wheat, 300 tons of provisions, 100 tons of lumber, 200 bales of cotton, etc.
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| Credit: Boston Evening Transcript, 12 July 1913. |
Having departed Liverpool on the afternoon of 3 July 1913, Winifredian, aided by good weather all the way across except for 12 hours of fog in the ice track, arrived at Boston at noon the 12th, clocking the fastest passage of any Leyland liner that seas. Reporting the ship was "fully a day ahead of time," the Boston Evening Transcript said "delightful weather, with the seas as smooth as glass, enabled the liner too make the voyage in unusually fast time, the trip requiring slightly less than nine days." She landed 71 passengers including war correspondent Bernard Novambere, who been in the Balkans since May. Sadly unloading her cargo occasioned a tragedy on the 14th when a longshoreman, 22-year-old Bernard Kerrigan, was knocked overboard by a bundle of sheet iron being hoisted out of a hold and plunged into the water between the steamer and the pier, drowning before anyone could rescue him. The 200 men working with him quit for the day out of respect for their lost colleague.
Even late in the summer season, there were more than 1,000 passengers sailing for Europe from Boston on 19 July 1913 in Canopic, to the Mediterranean, and Winifredian, with 122 aboard, for Liverpool, including delegates to the 17th International Congress of Medicine in London. With all of her cabins booked, one late arrival bound for London for important business, happily accept the quarters of the boss cattleman. In her holds were 139,568 bushels of wheat, 400 tons of provisions, 100 tons of lumber, etc. plus 100 head of Canadian cattle in her pens.
With Capt. Trant enjoying some well-earned leave, Capt. Parry commanded Devonian on her July voyage which ended at Boston on the 21st, bringing in 75 passengers. It was another remarkably heavy eastbound list so late in the summer and Devonian sailed on the 26th with 62 aboard and a heavy freight including 204,016 bushels of wheat and 200 cattle.
With 151 passengers and hours earlier than expected, Winifredian docked at East Boston at 1:00 p.m. on 20 September 1913 after another smart passage. On the 18th the liner steamed through a school of 15 whales who raced the liner for miles. Another quick run was made by Devonian which reached Boston the morning of the 27th, 24 hours early and nine days out of Liverpool, and 143 passengers and 1,000 tons of cargo to land. Hers was reckoned by the Boston Globe to be the fast crossing by a Leyland liner that year. Before her arrival, Winifredian sailed early that morning with 15 passengers.
It was a record end of summer homeward season for Leyland's passenger service as shown by the arrivals at Boston in mid August through the end of September:
- Bohemian 10 August 123 passengers
- Winifredian 17 August 144 passengers
- Devonian 23 August 158 passengers
- Canadian 7 September 103 passengers
- Bohemian 14 September 114 passengers
- Winifredian 20 September 151 passengers
- Devonian 27 September 143 passengers
Or a total of 936 passengers landed at Boston from 10 August-27 September 1913.
After a turnaround at Boston that was marred when John J. Barnwell, Devonian's carpenter, was killed on 30 September 1913 when he fell from a ladder 40 feet into a hold, the liner sailed on 4 October for Liverpool with 33 passengers including Rear Admiral Joseph Foster, USN, Ret'd, and his English wife. Devonian took out another capacity cargo including 200,000 bushels of wheat, 4,453 barrels of apples and 150 head of cattle, the first consignment of livestock from Boston in some weeks.
What would have been an otherwise routine crossing, would prove anything but and give Devonian, no stranger to rescue and salvage at sea, another chapter to write in the stirring annals of the British Merchant Navy.
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| Uranium Line's Volturno (1906/3,586 grt) formed, with Titanic (1912) and Empress of Ireland (1914) a trilogy of ocean liner tragedies within a three-year span. Credit: Wikipedia. |
Steaming in the opposite direction, bound from Rotterdam to New York, was the Canadian Northern Steamship Co.'s Volturno (1906/3,583 grt) running on the emigrant service of the Uranium Steamship Co., and the little steamer packed with 561 passengers (mostly Russian, Serbian and Polish) and 96 officers and crew under Capt. Francis J.D. Inch. She also carried one of those astonishingly mixed and highly inflammable cargoes of the era and it would proved her undoing when fire broke out in her forward hold before dawn on 9 October 1913 leading to an explosion and the fire quickly blazing out of control.
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| Volturno ablaze as first seen by Carmania, six hours after the fire broke out. Note the boat deck amidships davits are empty and all three of these boats were lost, with all their occupants, upon or shortly after launching. Credit: royalmarineshistory.com |
An SOS was sent out within two hours and first received and responded by Carmania (Capt. Barr), only 78 miles distant, which was on the scene by noon. It was blowing a full gale at the time and initially it was too rough to launch any boats, indeed three of Volturno's boats, loaded with women and children, had either been smashed against the ship's side or capsized after launching, drowning their occupants. Meanwhile a remarkable armada of liners and merchantmen gradually arrived on the scene by evening: Seydlitz, Grosser Kurfurst, Czar, Minneapolis, Kroonland, La Touraine, Narragansett and... Devonian.
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| Norman Wilkinson's superb illustration of the Volturno rescue with Devonian (left) and Narragansett (centre) as seen from Carmania. Credit: Illustrated London News, 18 October 1913. |
Capt. Trant prepared a "log" of Devonian's role in the rescue:
Capt. Trant provided, immediately on arrival at Liverpool on 14 October 1913, an account of his ship and crew's participation in the rescue:
On October 9, at 12.45 p.m.. a message was received from the Carmania that she was standing by the steamship Volturno, which was on fire, whilst two boats with passengers were adrift. The Devonian's course was altered towards the position given, about 130 miles away, and orders were sent to the chief engineer to make all speed possible. The weather was strong, with a west wind and a high sea, which caused the ship to roll very heavily. At 5.15 p.m. the Carmania, in answer to an inquiry sent a reply stating that she had not seen the missing boats, and was prepared to take the people off the burning vessel. The message added that two German steamers—the Seydlitz and the Grosser Kurfurst—were also standing by. At 9.15 p.m., proceeded Captain Trent, the wind was blowing north-west and there was a heavy sea. The burning vessel was righted right ahead, and five steamers were standing by—the Czar and Kroonland, in addition to the three previously mentioned. The Minneapolis arrived a little later, and the Devonian and La Touraine a short time afterwards.
At 10.10 p.m. the Devonian drew alongside the Volturno and found her blazing fiercely from forward to about the bridge. Pitiful cries for help came from those on board. At 10.25 p.m. the Devonian lowered and sent away No. 3 starboard lifeboat in charge of the chief mate (Thomas, Steele) and the following members of the crew --T. Bailey, boatswain's mate; J. Rositer and W. Fletcher, quartermasters; and W. Potter, Arthur Hazelwood. E. Cunningham and W. Browne, A.B.'s. Meanwhile the steamer rounded to the windward of the Volturno to a position to take up the boat.
The Devonian's lifeboat returned having been unable to approach the Volturno on account of the heavy seas. She had, however, picked up one man, a passenger who had jumped overheard. He was in an exhausted state, but after receiving attention recovered.
Two a.m.: On attempting to hoist No. 3 boat, in order to steam round to leeward to launch her again, she was stove in on the ship's side. and broke adrift. Got crew on board safely: weather now fresh, breeze heavy, sea still running.
Three a.m.: Steamed round, and lay under under the Volturno's stern to be at hand in case of her foundering, and to be handy to get a boat away at dawn or as soon as the sea moderated. Again heard pitiful cries and shrieks from the burning vessel. The fire seemed to be creeping aft; forward end completely gutted.
Six a.m.: Wind and sea moderating.
6.5 a.m.: Lowered No. 6 lifeboat, and sent her away in charge of Second-mate W. H. Baker and crew—F. Bailey, boatswain's mate; W. Fletcher and L. O'Niel, quartermasters; and W. Potter, W. Reid, E. Cunningham, W. Browne, and Arthur Hazelwood, A.B.'s. She managed to get right alongside of the burning vessel, the first boat of any ship to do so, and received some damage, two planks stove in, but she kept dry, and commenced taking in women and children. I instructed the officer to see they came off first. He reported later on that the captain and officers did good work in controlling such passengers who wished to mob the boat.
6.30 a.m.: Boat returned with women and children. Got them on board by means of coal baskets without mishap.
6.40 a.m.: Boat left again for Volturno and took in more women and children. Steamed round to pick up the boat and noticed other ship's boats were getting away with people from the ship.
7.24 a.m.: Picked up the boat again and took from her more women and children. The baskets worked very well.
7.40 a.m.: Boat again left the burning vessel. By this time all the women had been taken off. She returned later with male passengers, the remaining survivors luring been taken off by the other assisting steamers.
8.45 a.m.: The Devonian proceeded on her voyage. When passing the Volturno the fire appeared to be getting more aft, smoke was issuing from the hold amidships, house and boat deck, and flames were issuing on the main deck well aft through the seams.
Every care and attention, was given to the people taken on board by the stewards' department.The surgeon also examined everybody, and treated them if necessary. They were given comfortable quarters, food, and blankets, and many of the Devonian's passengers and crew also gave them clothes. I am glad to report on the steady behaviour on the part of the whole crew during this experience, and more especially is praise due to the officers and men who volunteered to undertake work in the boats.
Western Mail, 15 October 1913
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| Credit: The New York Times, 12 October 1913. |
The traditional modest qualities of a true seaman and the staccato quality of a "log" do not do justice to the heroic and selfless acts of Devonian's officers and crew that night and day, all the more remarkable as they were duplicated by those of boat crews of the other rescue vessels. Seldom if ever had so many liners come on the scene of a disaster and that they represented four great nations-- Great Britain Germany, France and Russia-- united in the bond of seamen rescuing others from the perils of the sea is all the more poignant given that in nine short months they would be instead engaged in the mindless slaughter of the Great War.
Of Devonian's officers and crew, foremost was Second Officer W.H. Baker who commanded lifeboat No. 6 and was the first of all the boats from the rescue ships to manage to get alongside Volturno and actually take on survivors, in the most dangerous of sea conditions, and the constant risk of the boat being smashed against the hull by the ceaseless waves. Capt. Trant skillfully got Devonian to within 110 feet of Volturno's stern quarter and no. 6 boat with Baker and an eight-man crew set out. Here, one of the most important of the rescue vessels was not a liner but the tanker Narranganset which was carrying oil and dumped much of her cargo to smooth the seas between the rescue ships and the burning liner.
Upon approaching the burning ship, Baker shouted to some of Volturno's officers and men on deck to keep back the men from charging the boat and four officers literally had to beat back some of the men with their fists until some semblance of order was restored and woman and children rescued first. Almost all had to make a terrifying jump into the sea, some 20-30 ft. below and picked up by boat as it pitched heavily in the oily swell. No. 3 boat made two trips in all, rescuing 41 women and children as well as the father of five of the children.
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| Seaman Arthur Haywood with the four-year-old girl he saved from drowning when her mother threw her over the side and she fell between a lifeboat and Volturno's hull. Credit: Weekly Telegraph, 25 October 1913. |
Of special mention among no. 6's boat crew was able seaman Arthur Hazelwood, aged 23, of Liverpool, who when the boat was alongside Volturno, saved the life of a three-year old girl, thrown over the side by her frenzied month when the boat pulled in close. The child plunged into the sea between the boat and hull and, without hesitation, Hazelwood lept in and risking great risk of being crushed between them, grabbed the child just before it disappeared and with considerable difficulty, the two were hoisted back onto the boat.
The work was carried on with the most considerable danger. Sparks were flying, the heat of the sides of the vessel was intense, and the smoke was blinding. From time to time some relic of the fire, such as a disjointed derrick or a piece of the funnel would tumble into the water, and might has easily have injured rescuers and rescued alike. Some of the children actually did slight on their heads, and one little one, whose legs struck the bulwarks, was saved by the gallantry of one of the sailors.
Liverpool Weekly Mercury, 18 October 1913
During the night the scene was horrible. Shrieking was continuous, and several of the women held up their babies and outlined them in the blaze, and begged of us to come and rescue them.
Second Officer W.H. Baker, Liverpool Weekly Mercury, 18 October 1913
Dr. White, medical officer of the Devonian, stated that he heard the cries of the people on board the burning ship. He would never forget the experience as long as he lived. They cried and roared for help and mercy for hours. It was agonising. All were well treated on board the Devonian, and there was no disease amongst those rescued. Some of the rescued were in a weak, terrified, and exhausted state, but they were gradually brought round. They continued, however, to be very excited, and required continual care.
One of the officers of the Devonian who was the first to reach the burning vessel, and was so near at one time that the rescue boat actually touched the Volturno. There was great danger of catching fire.
Herman Ernest, a Russian Jew, was the first man to be saved. He jumped overboard, and went down four time, being afterwards picked up.
Other passengers said they they determined to stick on board and be burned to death rather than jump into the sea. If the ship went down they would go down with it.
It appeared from a statement made by one of the officers that had all the people remained on board they would have been saved.
Quartermaster Fletcher and an A.B. named Price behaved with great bravery, the latter going into the raging sea and holding on to a passenger.
Liverpool Daily Post, 15 October 1913
Devonian rescued 18 men, 20 women and 21 children. In the end, 521 passengers and, including the captain, were saved by the rescue ships:
- Grosser Kurfurst 105
- Czar 102
- Kroonland 90
- Devonian 59
- Seyditz 46
- La Touraine 40
- Minneapolis 30
- Narragansett 29
- Rappanhannock 19
- Carmania 1
Of the 135 who perished, almost all were the women and children who were put into the three lifeboats initially launched from Volturno.
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| A screen cap from a newsreel showing Devonian arriving at Liverpool with Volturno survivors. Credit: Pathé |
Devonian arrived at Liverpool just before 1:00 p.m 14 October 1913 with 59 survivors.
When the Leyland liner Devonian arrived it the Liverpool Landing Stage shortly before one o'clock yesterday afternoon the 59 survivors' of the Volturno whom she carried were conspicuous on the saloon deck. It hardly needed a glance to show by their dress and general appearance that they were mainly Russians and Russo-Germans of the Baltic provinces. They were all third-class passengers, and none of them could speak English. In the confusion and terror wives had been separated from husbands and children from parents.
The worst case on board was that of a family of five children, the eldest a girl ol nine carrying a baby of a few months. There was some hope that the mother had been carried to Baltimore by another rescuing vessel. An aged couple had lost their only, son and daughter, seeing them drown before thoir eyes. Out of a family of five two had been saved. A woman of seventy had lost her only near relative a daughter of forty, and nothing seemed to console her.
Two young wives buoyed themselves up with the hope that their husbands had been taken off by other ships, and stoutly declared they would not leave Liverpool until they heard some definite news. A mother had lost a child of four and a baby boy.
The Guardian, 15 October 1913
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| Press photo of some of the rescued Volturno children aboard Devonian on arrival at Liverpool. Credit: eBay auction photo. |
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| Some of the children aboard Volturno who were rescued by Devonian's Second Officer and the crew of no. 6 boat. Credit: Daily Mirror, 15 October 1913. |
On board the Devonian were many remnants of families, crazed with grief and terror at the great tragedy through which they had passed. Ernst Herrmann, a passenger, asserts that he was the first to notice the fire in the hold of the Volturno, and that the flames even then had made such progress that it was impossible to subdue them. Among the rescued was a baby, which the hysterical mother had flung into the sea. Arthur Hazelwood, a seaman of the Devonian, sprang overboard and rescued the mite.
Another pathetic figure was that of a tiny girl of 4 years, whose Nationality, even is as yet unknown. She stood among her fellow-sufferers, bewildered, unrecognized and unclaimed.
The Boston Globe, 14 October 1913
There were awards and recognitions aplenty, both corporate and community, for the officers and crew of Devonian for their part in the Volturno rescue. In November, following the ship's return from Boston, a presentation was made in the boardroom of the Leyland Line headquarters, Liverpool. Capt. Trant receiving a solid silver centre piece; Chief Officer Thomas Steele, First Officer T.B. Knight and Second Officer W.H. Baker, solid silver tea services; and Fifth Engineer T. Souter, a gold Hunter watch and Mr. F.C. Danson of the Liverpool Shipwreck and Humane Society presented the three officers with a silver mounted barometer. This was followed on the 29th by presentations at the Liverpool Town Hall by the Lord Mayor and the Liverpool Shipwreck Humane Society with Capt. Trant receiving a gold medal and illuminated certificate; officers Steele, Knight and Baker, silver medals and certificates; Boatswain Navarro and A.B. Hazelwood, silver medals and certificates; and Souter, Bailey, Walsh, Fletcher, Rossiter, Brown, Oniel, Cunningham, Potter, Reed, Wood and Price, bronze medals and certificates.
Readers who wish more information and a treasure trove of photographs on the Volturno disaster and rescue, are well-recommended to:
http://www.searlecanada.org/volturno/volturno01.html
For Winifredian, it was the humdrum of normal trading far from the headlines garnered by her sister. To beat new higher tariffs imposed by the Wilson Government, trans-Atlantic steamers in autumn 1913, a traditionally quiet time for the cargo trade, were packed with goods. When Winifredian cleared Liverpool on 16 October, her holds were filled with more than 3,000 tons of valuable goods for Boston importers. "After a fairly rough and foggy trip," (Boston Globe), the liner made Boston the morning of the 26th and landed her 94 passengers. For Liverpool on 1 November, Winifredian had 43 passengers and a big cargo including 211,913 bushels of wheat, 15,698 barrels of apples (a record for the year), 200 tons of flour, 400 tons of provisions, 4,100 bales of cotton, etc.
With a very good list for the time of year, Devonian docked at East Boston on 2 November 1913. One of the 81 aboard was Capt. James Hawley, one of Inman Line's great commanders and was completing his 273rd voyage across the Atlantic. With another of big cargoes the Leyland liners had become known for (200,000 bushels of wheat, 400 bales of cotton, 13,000 barrels of apples, etc.) and 25 passengers, Devonian sailed from Boston on the 8th.
Thirty hours late after severe weather the first four days of the crossing she could never make up, Winifredian docked at Boston on 1 December 1913 with 17 passengers. Her return crossing, beginning on the 6th was advertised as a "Christmas Sailing" and attracted 26 passengers, but again it was her cargo that most impressed, including 223,806 bushels of wheat, 700 tons of provisions, 300 tons of flour, 5,500 barrels of apples etc.
In 1913
Winifredian completed
- 10 round voyages Liverpool-Boston carrying 748 westbound passengers and 523 eastbound passengers for total of 1,271 passengers.
Devonian completed
- 10 round voyages Liverpool-Boston carrying 730 westbound passengers and 369 eastbound passengers for a total of 1,099 passengers.
1914
With little notice, Winifredian made the first arrival at Boston for 1914, berthing at East Boston at 11:00 a.m. 5 January with eight passengers. When she sailed for Liverpool the morning of the 10th, one of her 16 passengers reached the pier just before the gangway was raised. She took out another big cargo including 216,000 bushels, 900 tons of provisions, 2,000 barrels of apples, etc.
Devonian sailed from Liverpool the evening of 22 January 1914 and got no further than Holyhead after 14 firemen and five trimmers muntinied when some replacement, crew, were signed on prior to sailing and claimed by the mutineers to be non union. Capt. Trant decided to put into Holyhead and Devonian came in with mutiny flag signals when the men refused to answer lawful commanded and a detachment of local police came aboard and arrested 19 of the men. When it transpired that the replacement men in question were, like all Leyland crew, indeed union members, the mutineers returned to the ship and the complaint against them withdrawn. By the time Devonian reached Boston on 2 February, the incident was dismissed as a "tempest in a teapot," and her six patient passengers disembarked. There were 17 aboard when the ship cleared her East Boston slip first thing on the 7th, having embarked the previous evening. Her cargo including 160,000 bushels and 3,000 barrels of apples. Devonian "felt her way cautiously out of port," (Boston Globe) in heavy fog.
Having been spared the worst in winter Atlantic weather so far, Winifredian's luck ran out on her next voyage, commencing from Liverpool on 12 February 1914 with 28 passengers. When she finally reached Boston on the 25th in company with the White Star liner Arabic, the Boston Globe reported: "Battered by huge seas, retarded storms, two overdue trans-Atlantic liners from British ports arrived in port this morning, landing their passengers, who had experienced rough, cold trips across the ocean… Winifredian, Capt. Shepherd, from Liverpool direst, was three days late and somewhat damaged… Last Thursday [19th] the Leyland Liner ran into a fierce gale which dashed huge waves high over decks. A lifeboat was battered to pieces by the water. Last Saturday [21st], again, she met with another terrific storm, and this time it was her wooden bulwarks on the boat deck which bore the brunt of the sea's assault, the bulwarks being stove in and the rest of the boat deck more or less damaged."
Arriving the same day was the Norwegian steamer Dagland, up from Macoris, Santo Domingo, with 10,850 bags of sugar to be transhipped to Winifredian on her returning sailing to Liverpool. Scheduled to depart on 28 February 1914, Winifredian owing to her late arrival and time to unload her cargo and her outbound consignment, did not get away until the following morning at 10:00 a.m. More than a few passengers who had not been advised of the changed, duly arrived at the pier per the original schedule but were permitted to board. In all, she went out with 22 aboard.
Devonian's weather fortunes held out and she when came into Boston the morning of 9 March 1914, on time and in good order, she was "the first trans-Atlantic liner to arrive here in weeks that had been held back by storms and heavy seas." (Boston Globe). "Those on board said that they did find overcoats necessary until approaching port Sunday," added the Boston Evening Transcript. She landed 17 passengers, including the wife of Winifredian's Chief Engineer, M. Sherwin, who was coming over to visit relatives in Dorchester.
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| Credit: The Boston Globe, 1 April 1914. |
Finally heard from via wireless on 28 March 1914, Winifredian which had left Liverpool on the 19th was still 450 southeast of Cape Race. Due at Boston on the 29th, she would be days late and when she finally docked at East Boston on the 31st, her 45 passengers and some officers had some stories to tell the Boston Globe of a wild winter voyage:
There were some exciting moments during the passage of the Leyland liner Winifredian, in yesterday from Liverpool, that the 45 passengers will never forget. Last Thursday the liner was chased by a huge waterspout, and later the same day a lightning bolt shattered the foretopmast, driving the women in a panic from the decks to the cabins. The weathers which was. severe from the time she left the River Mersey, moderated Thursday, and the passengers were promenading the decks. At 9:30 a m the waterspout was sighted, headed for the liner, but its zigzag course carried the huge spiral astern.
The waterspout appeared to be as large as a hogshead at the base, and it seemed to extend into the clouds. The whirling mass of water was swept with great rapidity in a southerly direction and was soon lost to view. Two hours later the sky became suddenly overcast and with a blinding flash a bolt of lightning shot out of the sky, struck the foretruck and split the topmast several feet. It was followed by a tremendous clap of thunder which sounded like heavy cannonading. The women fled in panic and the officers had all they could do to calm their fears.
It became as dark as night and for two hours the electric lights were turned on. The Winifredian left Liverpool March 19 and was due here Sunday,, but was delayed by almost continuous adverse weather.
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| Credit: The Boston Globe, 10 April 1914. |
Devonian's favour with the weather gods ran out on her voyage from Liverpool to Boston beginning 2 April 1914. She finally arrived on the 14th, two days late and after going through a "furious storm" that hit the ship on the 10th as described on arrival by the Boston Globe:
L. M. Sandstein, a New Zealand mining engineer. who arrived here today on the Leyland Line steamship Devonian, had a narrow escape from being swept overboard last Friday while the big vessel was in the grasp of a furious storm.
Sandstein, Stewart Spence, the Marconi operator, and Harry Usher, the third engineer were conversing on the after deck when a mountainous wave shot over the stern and engulfed the entire after section of the vessel. The three men were caught by the solid mass of water and were swept from their feet. Sandstein was swimming for a few seconds and was then hurled against the starboard rail. He managed to grasp the top rail just as his body was being carried overboard. While reluctant about discussing the matter, Sandstein admitted that it was a close call. Usher and Spence were thrown against the rail and clung there until the wave receded.
The heavy cargoes of the previous winter gave way to a serious depression in ocean freights to Britain and especially in the grain trade. So that when Capt. Trant took Devonian out from Boston on 18 April 1914, her water ballast tanks were filled to bring her down to her marks due to the paucity of her freight and no grain. She had 36 passengers.
Although passenger traffic across the North Atlantic in summer 1914 did not match that of 1913, it marked a unmatched heyday for Boston as a trans-Atlantic port with the lines and ships so engaged at their peak. Cunard's weekly service would be maintained by Carmania, Caronia, Laconia and Franconia, HAPAG's by Cleveland, Cincinnati and Amerika, White Star's to Liverpool by Arabic and Cymric and to the Mediterranean by Cretic and Canopic, Allan Line's to Glasgow by Numidian and Pretorian and Leyland's by Winifredian, Devonian, Bohemian and Canadian.
Upon bringing Winifredian into Boston on 5 May 1914, Capt. Shepherd reported sighting numerous icebergs and field ice on the 2nd, a dozen or more scattered in the steamship lane. She had 51 passengers and a consignment of 18 Shetland ponies brought over for breeding purposes, two foals were born in mid Atlantic three days before arrival and were landed in good condition. Such was the state of the cargo business that when she sailed for Liverpool on the 17th, with 40 passengers, her 40,000 bushels of wheat, 750 bales of cotton, 100 tons of provisions, 100 tons of flour and 100 tons of lumber was considered "a larger cargo than steamers recently sailing for the same port."
Heralding the beginning of the summer exodus to Europe, even one more constrained than the previous year, Winifredian departed Boston first thing I the morning on 20 June 1914 with 125 passengers, the best list to date that year. But she went out only half-filled with cargo including 78,486 bushels of wheat and 700 bales of cotton.
Arriving at Boston on 22 June 1914 "after a cold, disagreeable passage from Liverpool," Devonian landed 44 passengers. But homewards on the 27th, she had 159 aboard, her best ever list. It was the classic late June passenger profile too, being mainly women (115 vs. 44 men) and many school teachers and college students. White Star's Cretic, the former Hanoverian, sailed for the Mediterranean within an hour of Devonian.
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| Credit: The Boston Globe, 21 July 1914. |
The export cattle trade had died out by then, but the Leyland Line still carried livestock, although mostly westbound and valuable breeding stock. There were 314 blooded sheep and 23 head of prize Guernsey cattle including a award winning bull (and 70 passengers) landed by Winifredian at Boston on 20 July 1914. Sadly, four of the sheep died on the passage. Arriving a bit earlier than expected, Winfredian "enjoyed an average passage with but little fog and some rough weather." For Liverpool on the 25th, she had 76 passengers and finally a good cargo including 160,633 bushels of wheat.
Devonian, from Liverpool and Allan Line's Pretorian from Glasgow, arrived together at Boston on 27 July 1914. The Leyland liner, under Capt. Trant, had a large list for the time of year, 90 in all, including a large number of Salvation Army members returning from their convention in London.
By the time Devonian was ready to sail for Liverpool, Britain and Europe were on the brink of war and as the Boston Globe reported on 31 July 1914: "The Leyland Line officer has been besieged with inquiries today regarding the war situation by passengers booked to sail tomorrow afternoon on the company's steamship Devonian, for Liverpool. One man declared his wife was very nervous and he wanted to know if it would be safe to make the trip. Up to noon four of the 80 passengers booked for the steamer had cancelled their reservations, and it was expected that others might do the same before sailing time." Devonian sailed on 1 August with 66 passengers and by the time she reached Liverpool on he 9th, The British Empire was at war with Germain and Austro-Hungary.
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| Credit: The Boston Globe, 7 August 1914. |
Winifredian arrived at Liverpool from Boston on 3 August 1914, the day before Britain declared war. On the 5th, almost all sailings from Boston in British liners were cancelled, including Winifredian's from the port to Liverpool on the 29th. Two days later it was reported that 11 Leyland Line ships, including Winifredian, had been requisitioned by the British Government. Her next scheduled sailing on the 14th, was cancelled and she and Devonian were both berthed at Branch no. 1 Huskisson Docks, Liverpool with Campania and Carmania.
Leyland Line resumed sailings with the departure of Devonian (Capt. Trant) from Liverpool on 21 August 1914. She was well booked with 132 passengers, almost all tourists eager to flee the war. Devonian arrived at Boston on 1 September, "a day late, owing to having convoyed the liner Canadian about back 200 miles back towards the Irish coast after the latter had been damaged in a collision with another vessel." This was with the AMC Aquitania on the 23rd. She landed 149, mostly school teachers, after an otherwise uneventual passage despite head gales the first few days. "Contract to the precautions exercised by most transatlantic liners these days, she made the trip without blanketing her lights and without disguishing her funnel." (Boston Evening Transcript, 1 September 1914). Unlike Franconia which reached Boston two days before so packed with returning Americans that her lounge and gymnasium were used as sleeping quarters, Devonian "had cabins to spare. Her officers explains this by saying that many people had bought and paid for accommodations, and then were unable, for one reason or another, to get to the ship. Expecting them up to the very moment the lines were cast off, the steamship people could not resell their accommodations." (Boston Globe, 1 September 1914).
There were predictably few takers for Devonian's 12 September 1914 sailing for Liverpool and she left at 4:00 p.m. with nine passengers and a small cargo, including 40,000 bushels of wheat, 400 tons of provisions and 300 tons of flour.
Reprising her Boer War duties, Winifredian was almost immediately used as a troop transport, taking the initial units of the BEF to the Continent, on 14 August 1914. She left Southampton on 5 October with the Bedfordshires (attached to the 21st Brigade of the 7th Division) and landed them at Zeebruge on the 7th.
Devonian, holding down the Boston run now with Bohemian, left Liverpool on 1 October 1914. On the 3rd, the Boston Globe reported that upon arrival, the shio would be "fitted with stalls for about 1,000 horses, which she will carry from Halifax to England for the British Government. Steamship Bohemian, which leaves here next Wednesday, will call at Halifax, where she will load 800 mounts for the British cavalry. She will take general cargo from here." Henceforth, with one exception, the two would carry passengers and general cargo from Liverpool to Boston and return, via Halifax, with horses and cargo only as well as occasional military personnel.
When Devonian arrived at East Boston the afternoon of 10 October 1914, with 132 passengers, it was reported by the Boston Globe that Mrs. Anne Robinson, aged 44, had committed suicide the previous evening by "jumping overboard while the liner was groping through a dense fog. Mrs. Robinson was a survivor of the Titanic disaster and the fog so wrought her nerves that she left the cabin and jumped over the rail. She was last seen at 10:30 last night by the other passengers and it was supposed she had gone to her stateroom." It was added by the Boston Evening Transcript that Mrs. Robinson had been a stewardess on Titanic. The Boston Globe remarked that "Many of the 132 passengers on board the Devonian wore the colors of France, England and Belgium blended together in a neat knot, which was pinned to the breast of their coats. Not a German sympathizer was found on board." One, had other priorities, a Mrs. C.C. Ely who, immediately upon greeting her daughters, said, "Don't ask me about the way, but tell me did the Braves win the first game of the series," the then Boston Braves (National Leagues) playing the Philadelphia Athletics (American League). Boston won all four games. Devonian had a fine passage, indeed made the trip in less than 10 days, one of her fastest that year.
The day after her arrival, carpenters set to work converting her cattle stalls to carry 1,000 horses she would transport from Halifax to England for the British calvalry. Stalls were erected on the main, tween and bridge decks. On 27 October 1914, Devonian sailed for Halifax, heavily laden with 24,000 bushels of wheat, 15,000 bushels of barley, 17,000 bushels of rye, 200 tons of provisions, 3,000 bales of cotton, 5,000 barrels of apples and 200 hogsheads of tobacco. She also carried a large consignment of rubber boots for the British Army. With her, went 111 horse tenders, who with two carpenters, had been signed on by the British Consulate in Boston, many having experience in the State militia and working their passage caring for the animals and intending to enlist in the British forces on arrival. Devonian safely arrived at Liverpool on 9 November.
Departing Liverpool on 12 November 1914 with 36 passengers, Devonian encountered heavy weather across and was more than a day late arriving at Boston on the 24th. Among her passengers was F.C. Golden, who, as reported by the Boston Globe, "was in charge of the shipment of 1,143 horses carried by the Devonian from Halifax to Liverpool, and he will also superintend the transportation of another big cargo of mounts which the Devonian will take from Halifax on her return from this port. Mr. Golden said that because of the condition of the horses when they put on board, six died of pneumonia and several others were threatened with the disease, but were saved by Mr. Golden and his assistants. Twenty-eight hostlers, who went over in charge of the horses, returned on the steamship. Twenty-five others, who crossed as horsemen, joined the British Army upon arrival in England."
Devonian sailed from Boston on 28 November 1914 for Halifax to embark 1,050 horses for England. She had 113 horsemen aboard, a fair number of American students who were going over to enlist in the British forces. seven commercial passengers and holds filled with 63,711 bushels of wheat, 100 tons of flour, 16,701 barrels of apples and 1,053 barrels of pears. Devonian reached Liverpool on 10 December.
The thirty passengers who embarked in Devonian at Liverpool on 17 December 1914 had quite a ride across the North Atlantic. Due at Boston on the 27th, the Boston Globe reported on the 29th, "No tidings were received from the Leyland liner Devonian, Capt. Trant, which was due last Sunday from Liverpool. She has 30 passengers on board, and the relatives of some of them have been anxiously inquiring the cause of the delay." It was perhaps reassuring that she was but one of 13 overdue steamers expected at Boston and was the first of the tardy group to finally arrive, coming in on the 30th… three days late. It was old story of continuous westerly gales all the way across. In addition to her passengers, she had 54 returning horsemen. She brought in a large (the biggest from Liverpool in months) and valuable cargo that included 6,113 bales of Egyptian cotton.
In 1914
Winifredian completed
- 6 round voyages Liverpool-Boston carrying 239 westbound passengers and 306 eastbound passengers for a total of 545 passengers.
- 2 voyages as a transport Southampton-Zeebruge carrying troops and horses.
Devonian completed
- 9½ round voyages Liverpool-Boston carrying 609 passengers westbound and 374 passengers eastbound for a total of 983 passengers.
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| Devonian at her East Boston pier, 14 October 1914. Credit: William B. Taylor photograph, Mariners' Museum. |
1915
Early in the war, once the BEF had been transported to the Continent, there was not a great deal of transport activity and Winifredian like her fellow Leyland liners was put to use in a role for which they were far more suited and familiar with: the transportation of thousands of horses and mules from North America to Britain and eventually the Western Front. Armies then relied on the horse and mule no less than in the 18th century. By 1917, over a million were employed by British forces alone and 484,000 perished, one for every two men. It was a horrible trade, and no less "one way" than the old cattle trade was.
The transport of horses was contracted to Leyland Line and began on 7 October 1914 with Bohemian and continued by with Devonian, Cambrian, Canadian, Etonian, Iberian and Ninian. Leyland ships were at least designed for the trade and the crews experienced in the handling of livestock but the "wastage" en route, from seasickness and disease (especially pneumonia) resulted in 50 or more animals of the 1,000 or more transported at a time, not surviving the journey. The evolving threat of submarine warfare and surface raider brought new horrors and whilst most of the crew escaped such attacks, the animals all went down with the ship, an unspeakable horror that was repeated more than a few times.
Much of the mule trade was centered on American's tidewater Virginia region, around the port of Newport News and Norfolk and this would become the main American destination for Winifredian during her wartime livestock voyages. Negroes were usually employed as "muleteers" and sailed out with the animals to care and feed them and then "deadhead" back. Some 45-50 were usually signed on for each trip and many were regularly engaged in the trade.
Winifredian began 1915 on her first mule carrying voyage although the date of her initial outbound voyage is unknown. On 14 December 1914, Winifredian was in Huskisson Dock, Liverpool but on 28 January 1915, she had arrived from Newport News and seems to have settled down on this route for much of the winter and spring.
Her steering gear reported "smashed" in a "terrific gale," Winifredian, bound from Liverpool to Newport News, had to put into Queenstown on 5 February 1915 for repairs where, entering the harbour, she grounded on Camden Bank, but successfully pulled off by a tug.
For 1915, however, Devonian carried on with her combination of westbound voyages from Liverpool to Boston with commercial passengers and cargo and eastbound, routed via Halifax, with horses and cargoes from both ports. Canada supplied the majority of horses for Britain on the Western Front and this remained her principal homeward cargo.
Having arrived at Boston on 30 December 1914, Devonian was to have departed on 2 January 1915 but this was delayed until the 3rd. She embarked 100 horsemen, again many intending to join the British forces on arrival, and with another 1,100 horses to look after upon departure from Halifax as well as a full cargo. She arrived at Liverpool on the 14th.
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| Credit: The Boston Globe, 3 February 1915. |
That winter, Bohemian and Canadian joined Devonian on the Boston run so that through February it was quite frequent. Devonian sailed again from Liverpool on 22 January 1915. Due to arrive on 1 February, she was reported as overdue on the 2nd. Devonian, a day late owing to storms en route, duly arrived late on the end. Of her 28 passengers, and 32 returning horsemen, were three Belgian refugees, a grandmother and her two grandchildren, Jeane, age 10, and Henri, aged 9, who according to the Boston Globe, "were the pets of the ship. They were very bright, and during their four months' attendance at school in England learned to speak English so that they can be understood. The grandmother, however, cannot speak a word of English."
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| Credit: The Boston Globe, 10 February 1915. |
On the return, Devonian embarked her 1,100 horses at Boston, not Halifax, and they arrived from the West by train on 9 February 1915 and soon as they were settled on board, she was off at 3:00 p.m.. Her cargo included 59,579 bushels of wheat and 25,504 bushels of corn, 1,000 tons of provisions, 600 tons of flour and 7,000 barrels of apples. She had 115 horsemen on board. Devonian was one of four liners sailing that day, the others being Leyland's Ninian, Anglian of Wilson & Furness-Leyland and Allan's Carthaginian. Germany had declared a start of its first submarine offensive directed against British merchantmen bringing food and supplies from North America to commence on the 18th, but the Boston Globe reported: "Capt Trant smiled when asked if he feared an attack and apparently regarded the matter as a joke." Devonian reached Liverpool safely on the 19th.
War or no war, labour issues among dock workers on the Mersey held up the departure of Devonian from Liverpool and after several days, she was finally on way to Boston on 3 March 1915 with 18 passengers. Storms en route retarded her progress and, a day late, she finally docked at East Boston on the 15th. In addition to her cabin passengers, she landed 60 horsemen. On the return, it the same routine: 1,000 horses (for the British artillery), 100 horsemen and a big cargo of 23,825 bushels of wheat, 1,700 tons of provisions, 1,500 bales of cotton, 7,000 barrels of apples, etc. One of her horsemen was the British artist Alfred Addy (1866-1930) who unable to secure passage as a passenger, signed as a hostler for the trip. The horses arrived on the 20th and gotten aboard that morning allowing Devonian to sail in the afternoon for Halifax where she would embark another 80 mounts before continuing to Liverpool.
Winifredian continued on the "Mule Run," without much notice. She is recorded to have left Newport News on 8 April 1915 for Liverpool and on the return, called at Cardiff on the 20th where she was drydocked. Another departure for Liverpool was recorded on 12 May and she maintained a monthly pattern of sailings.
Devonian cleared the Mersey at 10:00 p.m. on 10 April 1915 for Boston. She looked slightly more warlike with her name and registry painted out in black. Aboard were 17 passengers, 39 returning horsemen and one stowaway. Found asleep in the ship's music room several hours after the ship had sailed, Isaac Halford, aged 70, showed a horseman's return ticket which had actually been issued to someone else who had come out in Canadian. He rated as the oldest stowaway yet carried by Leyland. More excitement ensured when one of the ship's quartermasters, John Feas, went into fit of insanity, threatening the lives of Capt. Trant, Dr. White, the ship's surgeon and the Chief Officer before he could be subdued and locked in a room for the balance of the passage. According to the Boston Globe:
Feas began to act queerly soon after leaving Liverpool. He was apparently afflicted with homicidal mania. He was taken in charge by Dr John Daly of Lowell, who was returning from a trip to England. Yesterday morning Feas was locked in a stateroom. When Dr Daly returned to the stateroom Feas had two blankets tied together and hung out of the porthole.
He evidently intended to attempt to squeeze through the opening and drop into the water. It is said Feas has been trying to invent an auto war car, equipped with many knives, that could be sent through the enemys ranks and mow down the soldiers like a reaping machine. The man will probably be taken to some asylum to be held until the steamer is ready to leave on her return trip.
When Devonian came alongside her East Boston wharf on 20 April 1915, she sported her name and registry in white letters on black-painted canvas dodgers on her fore and stern railings so she could be identified in port.
A floating pack mule if there ever was one, Devonian left Boston on 24 April 1915 with one of the biggest and most diverse cargoes she ever lifted from the port. She had 1,002 horses (which arrived the morning of sailing from Montreal), 350 big liferafts stacked on her decks, said to be intended for British warships and in her holds, 39,944 bushels of wheat, 18,513 bushels of barley, a large consignment of motor trucks, 1,000 tons of cheese, 3,000 bales of cotton, 3,000 barrels of apples and 200 tons of lumber. It all totalled 9,000 deadweight tons or 15,000 measured tons. She sailed out in company with Leyland cargo ship Memphian, bound for Manchester, with a full cargo as well. With Devonian's compliment, it was estimated that 14,000 horses had been embarked at Boston for England since January. Devonian reached Liverpool safely on 5 May.
Devonian, which sailed from Liverpool on 15 May 1915 with 30 passengers and 55 returning horsemen, arrived at Boston on the 26th, a day late owing to fog and rough weather. She brought one of the biggest cargoes from England to arrive in the port for months: 3,100 tons including wool, cotton, hides, machinery and liquors. Capt. Trant reported passing "within the shadow of a monster iceberg on May 22," right in the westbound steamship track.
With 1,131 "fine cavalry horses," Devonian left Boston on 30 May 1915, departing in company with the Leyland cargo boat Anglian (for London) and Allan's Pomeranian (for Glasgow).
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| Credit: The Boston Globe, 8 June 1915. |
In June 1915 there was increasing controversy that underage Boston boys were signing aboard Leyland boats as horsemen in order to enlist in the British forces. It was revealed that some 1,500 Americans had been so employed and a large proportion were under 21. The U.S. State Department demanded that 15 lads who had signed aboard Devonian on her last Boston sailing were repatriated on her return. One boy who had made the voyage told a Boston Globe (8 June 1915) reporter that when the ship was about two days from Liverpool, one of the stewards would "get the horsemen together and preach enlistment. When they go ashore they are given board at the Cunard Hotel by the company, free until their return ship sails, and are given £1 in English money. The first men the horse-tenders meet, when they leave the docks, are soldiers and recruiting sergeants. The hotel proprietors and visiting English officers preach enlisting, in the hotel, and right next door to it, with the dining-rooms parellel, soldiers are billeted." Leyland Line's Boston crew agents, Atlantic Shipping Co., asserted they maintained a 21-year-old minimum age limit but raised it to 22 or 23. It was estimated that some 4,000 men had been signed as horse tenders since October 1914 and that of these, more than 80 per cent were British subjects.
Winifredian sailed from Newport News on 12 June 1915 for Liverpool and called en route at Cardiff on the 27th. It proved fortuitous for the following day, Armenian, en route from Newport News (on the 17th) to Liverpool, was intercepted by U-24 (Kapt. Rudolf Schneider) off Trevose Head, Cornwall, and after the crew was permitted to evacuate the vessel, two torpedoes were put into her. Twenty-nine of her crew, including 11 Americans, perished, along with the 1,400 poor mules she was carrying. Armenian was the first Leyland ship to be sunk in the war. Fifty-six survivors were rescued and taken to Cardiff. The Americans, all muleteers, were embarked on Winifredian on 2 July and repatriated to Newport News where they were landed on the 14th. She sailed for Avonmouth on the 18th.
Devonian left Liverpool on 23 June 1915 for Boston with 17 passengers and experiencing good weather all the way over, put in a capital passage and came into port on 2 July, a full day earlier than expected, but it was nerve-wracking crosisng for many:
The 15 [sic] cabin passengers on the Leyland Liner Devonian which arrived here yesterday from Liverpool, sat up all night while the submarine was passing through the submarine zone.
They had life preservers handy for instant use, for some of them expected the steamer would be torpedoed any minute. Lifeboats were swung out and provisioned and were ready for launching.
Miss Gertrude Collins, a pretty Welsh girl, declared the women were badly frightened. She said none of them dared to go to bed the night after the steamer left Liverpool and kept life preservers handy.
Those on board the Devonian received word of the torpedoing of the Armenian by wireless from the Cape Code station early yesterday and it caused considerable excitement on board. The Armenian was also a Leyland Liner.
Boston Globe, 3 July 1915
While passing a fishing schooner, about 1,000 miles from Boston, Capt. Trant sighted a distress signal from the boat and took aboard a fisherman aboard who had cut his hand about three weeks ago and it had become infected.
Devonian's departure from Liverpool, scheduled for 8 July 1915, was delayed owing to the late arrival from the West of her consignment of 1,100 horses. Devonian came into the Mersey without incident on the 19th but was chased by three different submarines en route and escaped all of them.
Now a year old, the Great War, even in stalemate on the Western Front, spread ever wider at sea and the Royal Navy had no effective defense of the Western Approaches against the submarine. The Fastnet become the great killing ground. The second Leyland liner, Iberian (1900/5,223grt) was torpedoed and sunk in those waters on 30 July 1915, en route from Manchester to Boston, and when Devonian (from Liverpool 26 July) arrived at Boston on 5 August, she had with her 15 returning horsemen who had taken her outbound. She also landed 57 of her own horsemen and 31 cabin passengers, of whom only three were American. She also brought in six stowaways, all Americans, who had come over as horsemen, enlisted in the British Army and tiring of camp life, deserted. They managed to get off the ship without being detected. One passenger brought with him some of the finest English cattle for breeding, including 39 Herefords, one a national champion winner valued at $4,000 and a prize bull, valued at $3,000. Another passenger brought over a collection of prize dogs.
When Devonian sailed from Boston on 13 August 1915, she had a full cargo but no horses. The booked consignment of 1,100 was cancelled the previous day by order of the British Government as was a shipment in Cambrian and it was reported by the Boston Globe that no more horses would be shipped via Boston and that grain shipments, too, would be cancelled. IMM's Boston manager disavowed any knowledge of any formal cancellation of either horse or grain shipments going forward. Devonian's holds were crammed with 150,000 bushels of grain, 5,400 steel billets, 3,824 quarters of fresh beef, 100 cased motorcycles, 1,200 cases of eggs, 1,200 cases of shoes and 1,300 reels of barbed wire. She arrived at Liverpool on the 26th and reported to have been carrying "a big cargo of horses," so given the duration of the crossing, she most likely called en route at Halifax to load these.
After Devonian arrived at Boston on 12 September 1915 with 19 passengers, she was made more warlike, "being barricaded with sandbags, hundreds of which will be piled up so as to protect the navigating officers, the steering gear and the wheelhouse. A gang of men are engaged in piling bags on the bridge deck, while abaft the beam and at the end of the wheelhouse aft bulkheads are being constructed which will be backed by sand. So much sand was piled on the upper decks that the liner listed sharply to starboard today [15th], and arrangement were made to run the grain into the lower holds, to bring her to an even keel, and today the work of loading her outwards shipments have begun." (Boston Globe, 16 September 1915).
It was back to horse and grain shipments, and Devonian's scheduled sailing for Liverpool of 18 September 1915 was delayed awaiting arrival of her consignment of 1,100 horses from the West. Devonian eventually left on the 21st with 1,200, the largest consignment to date from Boston, and with 100 horsemen. She had 144,000 bushels of grain and a full general cargo. Passing through the submarine one at night, Devonian safely reached Liverpool on 1 October.
Clearing Liverpool on 9 October 1915 with 20 passengers and 37 horsemen, Devonian took a new course around the north of Ireland to avoid the submarine peril off the Fastnet. This much longer route, head winds and fog on arrival in Massachusetts Bay, had her two days late arriving at Boston on the 20th. Her 2,700-ton cargo was one of the most valuable landed from England in a long time, including 4,700 bales of wool valued at $500,000 as well as ten prize winning horses, recently exhibited at the Olympia show in London and brought over for the New York horse show. Homewards on the 24th, she had 1,160 horses for the British Army and reached the Mersey on 5 November.
The evolving Gallipoli Campaign resulted in an immediate need for troop and cargo transports. Forsaking her "mule run," as a consequence, Winifredian arrived at Avonmouth from Newport 14 September 1915 with mules and then outfitted for the carriage of troops, sailed from Southampton on 10 November for Salonica where she arrived on 5 December. Among the troops she carried was the South Notts. Hussars Yeomanry, the same regiment she transported in the Boer War and several officers still serving with the unit were back aboard for a second voyage and a second war.
With 13 passengers and 65 returning horsemen, Devonian left Liverpool on 13 November 1915 for Boston on her final voyage of the year. It was a stormy one and expected to dock on the 22nd, it was not until the 24th that Capt. Trant had her alongside. She landed another good and valuable card including 4,000 bales of wool. Even with hundreds of longshoremen working night and day to discharge her and load for England, her sailing had to be postponed to the 29th. Her 1,150 horses only arrives from Canada at 1:00 pm. That day, but she was off before 6:00 p.m. and well laden with a cargo including 102,000 bushels of wheat. Devonian docked at Liverpool on 10 December.
In 1915
Winifredian completed
- 7½ (estimated) round voyages U.K. ports (Liverpool or Avonmouth) to Newport News.
- 1 one-way voyage as transport Southampton to Salonika.
Devonian completed
- 9 round voyages Liverpool-Boston (some returns via Halifax) carrying 142 passengers westbound and none eastbound.
1916
Winifredian spent the first few months of 1916 shuttling between Alexandria and Salonika, 27 January-1 February, and another voyage departing the 3rd.
The strength of Imperial trade, in spite of war, was shown when Devonian made her first arrival at Boston for the New Year on 3 January 1916. In her holds was one of the largest freights from England and the Empire in two years. Totalling 4,100 tons and valued at $1.5 mn., much of it was transhipped from ships from the East and included 7,000 bales of Egyptian cotton, 1,200 bales of wool, 1,900 bags of wax, 4,000 bundles of steel, 500 bales of skins, 400 ingots of tin, 700 boxes of cutch, 400 cases of walnuts, 1,200 of African hemp, 300 barrels of pickled mackerel, palm oil, etc.. She also brought in five prize dogs and 47 returning horsemen. But… no passengers. "For the duration," Leyland Line suspended carriage of passengers except for repatriating horsemen. Etonian (1898/6,438grt) had come in with another cargo, so much so that Devonian had to be berthed at the Clyde St. pier.
When she sailed for England on 11 January 1916, Devonian was loaded to the marks with 1,100 horses and 100 tenders to look after them (one-third Americans and the remainder, Canadian), 135,894 bushels of wheat, 5,100 barrels of apples, 1,500 tons of provisions, 250 tons of steel billets, 825 bales of cotton, etc. It proved a very stormy and tragic crossing as recounted by the Boston Globe (18 February 1916) upon the ship's return:
From those on board the Devonian it was learned that the steamer bad a thrilling experience on her last passage from Boston to Liverpool. The liner lett here Jan 11. and when in mid-Atlantic she encountered a cyclonic storm during which the seas broke on board, carrying away horse stalls on the after deck and sweeping 18 horses overboard with the wreckage. About 150 horses were drowned or smothered in the Nos. 3 or 4 holds when the water which rolled through the hatches nearly filled tose compartments. The hatch covers had been kept off to ventilate the quarters where the remounts were confined. The horsemen who were on board at the time and returned today claimed they were obliged to bail out the water, and they expect to receive extra pay for this work. It was also reported that during that storm one of the firemen was killed in the fireroom and that the steering gear was disabled. The bridge ladders were carried away and considerable damage sustained to the deck fittings.
Devonian eventually arrived at Liverpool on the 24th.
It was another tempestuous trip for Devonian which cleared the Mersey on 3 February 1916 and had a succession of winter gales to contend with. Due to dock at Boston on the 13th, she was still a full 1,200 miles east of Boston Light that day and breasting a furious northwesterly gale. It was not until the afternoon of the 18th when the ship, noticeably listing to port, came alongside her East Boston wharf, almost five days late! She landed returning horsemen included one survivor from Armenian who had been hospital in England and two returning Americans who had fought with the British Army. Another fulsome cargo was brought in, over 4,300 tons worth including one of the biggest and most valuable consignment of Egyptian cotton (7,900 bales) yet brought into the port. When sailed for Liverpool on the 24th, Devonian had 1,100 Canadian horses and a full general cargo. Devonian had another rough trip and did not reach Liverpool until 7 March, two days late.
Winifredian arrived back in England on 28 February 1916 and released from her transport duties. In March 1916 her enormous cargo capacity and steaming range was put to good use when Winifredian was assigned to the grain trade between Karachi and Hull. At the time, wheat from India was the third most imported to Britain, behind North America and Argentina. Sailing from Liverpool on 18 March, Winifredian headed out East via Suez.
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| Credit: The Boston Globe, 23 March 1916. |
On 23 March 1916 it was reported that Leyland Line had received orders from the British Government not to dispatch any more horses from Boston to England after the last shipment booked for Devonian on the 31st. It was stated that Leyland Line had shipped more than 50,000 horses to date. According to the Boston Globe, "No reason is officially given for the stop order, but the impression prevails that peace rumors may be responsible."
Meanwhile, on 4 April 1916 it was reported that Devonian which had actually sailed from Liverpool 23 March had been, on government orders, anchored in the Mersey for four days and did not proceed until the 27th. It was surmised that the presence of German submarines the area, and her scheduled departure from Boston on 8 April would have to be postponed. The Dominion liner Englishman had been torpedoed and sink 30 miles northeast of Malin Head on the 24th and that probably occasioned the decision to hold Devonian in the Mersey for a few days.
Devonian finally arrived at Boston on 7 April 1916 with no fewer than 118 returning horsemen and two stowaways, who were Americans and permitted to land. They had come over in the ship as horse tenders but for some reason disposed of their return certificates and had no other means of coming home. It was not until the 14th that Devonian left Boston for Liverpool, carrying 1,150 remounts for the British Army, the last consignment dispatched by Leyland Line, and a heavy cargo including 85,000 bushels of grain. She and Warren Line's Sachem, also from Boston, arrived at Liverpool on the 27th.
It was not North Atlantic weather but rather a strong easterly gale coming up the New England coast that delayed the arrival of Devonian which arrived in Massachusetts Bay on 17 May 1916. Such were the conditions that Capt. Trant took her back eastwards to avoid the worst of it and then anchored off Boston light until noon and finally came alongside at 1:00 p.m. She landed 116 returning horsemen. Devonian departed for Liverpool on the 25th, her cargo including 219,000 bushels of wheat.
Doing the passage in 10 days, Devonian, which left Liverpool 21 June 1916, came into Boston on the 30th with five returning horsemen and a 2,000-ton cargo. On Independence Day, Kronprinzessin Cecile, Amerika, Cincinnati, Koln, Willehad, Witteking (all German liners interned in the harbor), and Cambrian, Novian, Prince George and Devonian were all dressed overall as were all the naval vessels in Charlestown Navy Yard. Delays loading her cargo postponed Devonian's departure for Liverpool until 11 July and scheduled be cast off at 5:00 a.m., another five-hour delay was occasioned when several of her firemen deserted, and replacements had to scrounged and signed on. Her holds were well-filled with 120,000 bushels of wheat, 155,000 bushels of oats, 7,993 bushels of corn, etc.
Steaming from the Mersey on 4 August 1916, Devonian, along with Canadian and Etonian, were reported on the 9th to have again been requisitioned by the British for carriage of horses from Boston. Devonian arrived on the 13th with a few returning horsemen. When she left for Liverpool on the 23rd, she had 704 horses and a cargo that included 128,000 bushels of corn and 40,000 bushels of wheat as well as empty shell casings and provisions.
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| One of the underage American boys who went to England as horsemen in Devonian (sailing from Boston on 28 October 1915), William P. Nearen, of Charlestown, Boston (above) and enlisted in the British Army. As a private in the 1st Bat., 8th Irish Regiment, he was killed in action on 12 August 1916 in France. He was 18 years old. Credit: Boston Globe, 12 September 1916. |
During her Boston turnaround, Devonian unveiled a four-inch naval gun on a specially constructed platform erected on her stern. She would be the first liner to leave the port armed since the beginning of the war. The Boston Globe reported that the gun was "screened from view by canvas. No one has been permitted on board except on business. Looking from the dock it was impossible to see the gun." It was added that the gun "will be worked by two expert gunners who were on the British battleship Queen Elizabeth at the Dardenelles." With 1,000 horses for the British Army and a cargo that included another large consignment of empty shell casings, 116,323 bushels of wheat and 42,857 bushels of corn, lumber and rubber boots, Devonian left Boston on 30 September 1916 and reached Liverpool on 11 October.
On 28 September 1916 it was reported that Winifredian had been chartered to carry coal from Virginia to Bahia Blanca, Brazil. It was a lucrative contract for Leyland with the carriage rate at $10 a ton, Winifredian's 9,000-ton load would bring $80,000. Arriving at Norfolk from Karachi, via Hull, on the 28th, she sailed for Brazil on 3 October. On her return, she arrived at New York on 18 November.
Devonian departed Liverpool on 21 October 1916 and again arrived to heavy fog off New England on the 31st. She had to anchor off Thieves Ledge, outside Boston Harbor, from 8:00 a.m. to 2:00 p.m. before she could come in safely and disembark 51 returning horsemen and one stowaway.
Tragedy occurred on the morning of 2 November 1916 aboard Devonian as she lay at Pier 4, B&A Docks, East Boston when, after her empty holds had been sealed and fumigated with a powerful insecticide to exterminate vermin, men entered her no. 4 hold too soon after the treatment and with deadly result. Three, William E. Sterling, age 32; his father William L. Sterling, aged 53, and Daniel E. Dempsey, aged 57, all of East Boston, felt the effects almost immediately but went about their work expecting the fumes would dissipate. Then one and then the others just collapsed. Chief Officer John Selby heard the cries and he and Charles Coleman and Edward Hughes, both longshoremen from Boston, descended into the hold and attempted to carry a man each up the vertical ladder,a task difficult enough and then, they, too, were overcome with the fumes. All three were taken to hospital in grave condition but recovered. Capt. Trent was called from his quarters and asked for volunteers to get the men out of the hold and men with belts and lifelines descended into the hold and succeeded in getting them out. The younger Sterling and Dempsey were pronounced dead on the scene, Sterling Sr. died in the hospital later.
There was an immediate demand from Representative Thomas J. Giblin of East Boston to U.S. District Attorney George W. Anderson for an investigation into the accident, the Boston Post reporting that "Mr. Giblin says he has reason to believe that poisonous gases, intended for use by the allied in the trenches of Europe, may been responsible for the accident." John H. Thomas, New England manager of IMM, deemed the charges "absurd" and pointed out the hold in question was completely empty at the time of any cargo and was used for grain carriage and nothing else. Indeed, the dead men were all carpenters who were erecting shifting platforms in the hold to prevent the grain from settling from one side to another at sea. Oddly, the hold had been fumigated on the 1st and the crew told the holds were be safe to enter 11 hours after treatment. The fumigation began at 9:00 a.m. when all hands were ordered ashore and at 1:00 p.m. some men allowed aboard to open the hatch covers to clear the fumes and the rest of the crew allowed to reboard by 4:30 p.m.
On 4 November 1916 Chief Officer Selby had improved sufficiently to leave the East Boston Relief Station and return to his ship. The inquest provided no real determination as to the cause of the accident. Devonian sailed for Liverpool the evening of the 7th with 750 horses and a full cargo described as consisting of "grain, flour, provisions, munitions, etc."
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| Credit: The Boston Globe, 22 January 1917. |
For his trying to save the men who been overcome by fumes aboard Devonian at Boston the previous October, on 7 December 1916 at the annual meeting of the Liverpool Shipwreck and Humane Society Chief Officer John J. Selby was awarded the silver medal for gallantry in saving life at sea, by H.M. King George VI, upon the recommendation of the president of the British Board of Trade, as reported on 22 January 1917. Carpenter's Mate R. Wood and Lamptrimmer G. Cain were also award silver medals. Leyland Line had also presented Selby with a silver service.
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| Credit: The Boston Globe, 17 December 1916. |
With a nary a press mention, Devonian crept un-noticed and unremarked into Boston on 9 December 1916. She landed 65 horsemen. Outbound, on the 16th, it was a different matter and, the Boston Globe reported: "Carrying an enormous cargo, the Leyland Liner Devonian pulled out from East Boston at 6 last evening on her way to Liverpool, with 119,753 bushels of wheat, 80,000 bushels of oats, 4,679 barrels of apples and a lot of shells, steel, provisions and supplies for the British Government, including 800 Army horses, for which the care of which 50 American hostlers were signed just before the liner sailed. The Devonian is armed with a four-inch gun, prepared to fight if attacked by the U boats."
In 1916
Winifredian's exact voyages not known.
Devonian completed
- 8 round voyages Liverpool-Boston carrying cargo and horses (eastbound) only.
1917
Her first arrival at Boston for 1917, on 21 January, saw Devonian coming in "heavily encased in ice when she poked into the harbor, and those aboard her that since a week ago yesterday she had had the worst kind of weather." She landed no fewer than 148 returning horsemen, including one who was a survivor of the torpedoed White Star cargoship Russian, the former Leyland Boston liner Victorian which been sunk off Malta on 14 December 1916 after delivering 1,850 mules from Newport News to Saloniki. Twenty-eight horsemen, 17 of whom were Americans, died in the attack.
Devonian's scheduled departure from East Boston for 27 January 1917 was delayed owing her consignment of 1,000 Army horses not arriving from Canada. She was finally off on the morning of the 29th, her holds filled with 108,521 bushels of wheat, 41,616 bushels of corn, 20,000 of oats as well as lumber, rubber boots, provisions, clothing and a big consignment of empty shell casings.
On 31 January 1917 Germany announced the resumption of unrestricted submarine warfare against any and all vessels, of any nation, within the prescribed war zone. On 7 February Devonian entered the war zone and the following day, the Boston Globe reported "There was a rumor current late yesterday afternoon that the Leyland Line steamship Devonian, bound from this port to Liverpool, with supplies and horses for the British Government and carrying about 80 hostlers, most of them American men and boys, had been torpedoed and sunk by a German submarine. The report could not be confirmed. " The following day. John H. Thomas, Boston manager for IMM, said he believed Devonian was safe and due to reach her destination that day. With great relief it was reported on the 10th that Devonian had safely reached "her destination" (ever increasing wartime censorship now being in force) the previous day.
Devonian's next arrival at Boston on 10 March 1917 landed 207 American horsemen and muleteers who had gone out with horse and mule shipments as well as a huge 5,200-ton cargo that including $2 mn. in Egyptian cotton (totalling 10,000 bales) alone in addition to machinery, steel, hides, glue, palm oil and "fancy goods." She had lain at anchor in the Mersey for five days following loading awaiting orders to proceed after news of German U-Boats in the Channel were received. In bad weather, the crossing occupied 13 days.
With increasing censorship of ship movements even in advance of the declaration of war by the United States against Germany on 4 April 1917, the date of Devonian's return sailing is not known nor her subsequent voyages, although she continued on the Boston run with voyages logged for 11 April-14 May and 24 May-24 June. After war was declared all ship movements were blacked out in the American press and had been by the British since 1916. When Devonian arrived at Boston (on 5 June 1917) it was reported that she was commanded by Capt. Harrocks, relieving Capt. Trant for one month. Harrocks had formerly commanded Indian on the West Indies trade.
Nowadays when one reads of The Battle of the Atlantic, it invariably refers to the U-Boat campaign of the Second World War. Yet that waged in the First World War, albeit in a much smaller range of operations, made it no less a killing ground for Allied shipping. Even Admiral Beatty lamented the complete inability of the Royal Navy to defend the approaches into and out of the Irish Sea against the U-boat and no other area sustained more concentration of shipping losses. In proportion to fleet size, the First World War was far more devastating to so many British liner companies, not the least of which were Anchor, Atlantic Transport, Cunard and Leyland Line. For Leyland, 1917 was truly an annus horribilis with ten ships lost to submarine attack and a further four wrecked.
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| Belfast-Built Tough... Winifredian comes into Invergordon, well down at the head but still afloat and under her own steam, after hitting a U-boat laid mine. Credit: canmore.org. |
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| In dry dock at Invergordon Royal Naval Dockyard showing the extent of the damage on Winifredian's portside bows. Credit: canmore.org |
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| Looking outside from within the forward hold while in dry dock. Credit: canmore.org |
The Boston Globe of 12 April 1917 reported that Winifredian and Caledonian "have returned to the trans-Atlantic trade and will shortly be seen at this port." On her first voyage on her old route since the beginning of the war, Winifredian, bound from Hull to Boston, in ballast, hit a mine on the 17th laid by UC-76 (Wilhlem Barten) 7 miles north by east of Noss Head, off the northwest coast of Scotland, which blew an enormous hole in the port bow at nos 1 and 2 holds. Lesser ships might have succumbed but Winifredian reached port safely and repaired at the Royal Navy Dockyard, Invergordon.
On 19 August 1917, Winifredian, inbound from Boston, was attacked by a single torpedo near Tory Island off the north coast of Ireland, but it just missed her stern by 12 ft. and she proceeded unarmed without further attack. News of this occasioned the setting up of a convoy for the next batch of outbound merchantmen, one of which was Devonian. She had last departed Boston on 28 July, "carrying a cargo of enormous value, consisting principally of war munitions," (Boston Globe), and with 65 horsemen so carrying horses and reached the Mersey safely on 8 August.
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| Credit: The Boston Globe, 24 August 1917. |
Devonian, which left Liverpool on 18 August 1917 with 203 offciers, crew and returning horsemen was torpodoed and sunk on 21 August 1917, by U-53 (Kapitänleutnant Hans Rose), 20 miles northeast of Tory Island, off the north of Ireland, remarkably at almost the same location where Winifredian had been attacked two days previously. Devonian, as commodore ship, was part of a convoy of 19 ships escorted by two cruisers (including the AMC HMS Virginian M.72) and six destroyers that had been assemblying off Lough Swilly. Kapt. Rose and U-53 had recently (27 June 1917) sunk the Cunard Ultonia and from 11 June 1916-6 July 1918 had sunk a total of 82 ships totalling 221,942 tons and damaged nine others, totalling 45,606 tons.
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| Kapitänleutnant Hans Rose, commander of U-53. Credit: https://www.uboat.net |
U-53 attacked and fired three torpedoes. Hit by a single torpedo portside aft at no. 6 hold at 11:52 a.m., Devonian sank, stern first, at 12.45 p.m. Roscommon of Union SS Co., (1902/8,238grt), second ship in the column to the port of Devonian, was sunk by the third torpedo fired by U-53. The second torpedo just missed the Lamport & Holt Vasari just astern of Devonian. A second submarine, U-103, fired a single torpedo at HMS Virginian at 1.12 p.m. which hit her aft on the starboardside which flooded her after magazine and part of no. 5 hold but she made Lough Swilly.
Early on the morning of the 21st nineteen vessels left Lough Swilly in single file, and proceeded to form into convoy formation of six columns. They were escorted by two cruisers and six destroyers. The Devonian (10,435 tons) was the commodore vessel, and from her the others took their stations. By 11.30 the formation was complete, the Devonian being at the head of the third column, with the Vasari immediately behind her, and the Roscommon (3,238 tons) occupying the second place in the column on her port side. No submarine had been sighted, but a few minutes before noon the Devonian was torpedoed. A second torpedo just missed the Vasari, and a third struck the Roscommon. By this time the periscope of the submarine was sighted, but she dived quickly, and had disappeared before one of the destroyers reached the spot. She had taken a great risk, and had succeeded in sinking the two largest ships in the convoy, and causing the remainder to turn back into Lough Swilly.
The master of the Devonian (Mr. A. W. V. Trant) made strong representations about the convoy arrangements, especially as to the unwisdom of assembling the convoy in such an unprotected area. The string of vessels extended for twelve miles, and the manoeuvring necessary to bring them into the required formation occupied from six to seven hours, during which time a hostile submarine could watch the whole proceeding. Captain Trant was afterwards appointed to the convoy section at the Admiralty, and remained there till the end of the war.
The Merchant Navy, Vol. 3, Spring 1917-November 1918, Sir Archibald Hurd
Devonian's surgeon, Dr. Patrick S. Burns (from Providence, Rhode Island), arrived "at an Atlantic port" on 20 September, 1917, and provided an account of the sinking. It was Dr. Burn's third sinking, having been aboard Iberian when she torpedoed and sunk on 31 July 1915 and Canadian, sunk off the Fastnet on 5 April 1917.
The Devonian sailed from Liverpool on Saturday, August 18, for Boston, in command of Captain Trant. In addition to the officers and crew, there were as passengers fifty American horsemen from the steamer Parisian, fifteen American horsemen from the steamer Meltonian, and fifty-eight more Americans off the Devonian, who had served as horse tenders on the eastward run.
The second day out we received a wireless warning of submarines from a ship that had been fired upon on the way from Boston to Liverpool. The Devonian was then four miles west of Mallin Head, on the north coast of Ireland.
We soon discovered twenty or more vessels ahead of us. The Devonian, as commodore's flagship of the flotilla, led in formation were eight destroyers, four cruisers, fifteen heavily-armed large fast trawlers and twenty-four other large vessels a magnificent sight.
The flagship signalled to form four divisions, which was executed in real naval fashion. We held to a straight course at eight knots, the speed of our slowest ship, to keep all on an equal sailing basis.
Thus we passed Tory island, on the north coast of Ireland, with the Devonian in the centre signalling, and with cruisers and destroyers circling around us. The ships were 300 yards apart in each division.
At 11 o'clock In the morning, without warning, the Devonian was struck by a torpedo from a German submarine on the port side. The torpedo struck aft, tearing a large hole in the side and demolishing a lifeboat, hanging fifty feet above the water. The torpedo passed through No. 8 hatch, on which the ship's carpenter and his assistant were standing. Both men were blown to atoms.
I was standing on the deck above. The explosion hurled me against the rail. Before I recovered a second torpedo was fired which shook the Devonian, but, to my surprise, this shaking was only the concussion from the torpedoing of another ship in the second division, 300 yards from us. The other ship lay helpless after being hit.
"Three more reports sounded almost simultaneously. These came from U-boats torpedoing more of our convoy which, for obvious reasons, I do not name. All ships not helpless made way at full speed toward the nearest harbor. The destroyers put on full speed and ran up and down the divisions to ram the enemy if possible while the cruisers were escorting the remainder of the ships. "The Devonian began to settle by the stern almost Immediately.
From the bridge Capt. Trant signalled to the engine room to stop the engines and ordered all hands to the boats. There was no room for the captain and several others. Coolly the skipper turned to those with him and said: 'Boys, we're left; we must swim for it.' But a patrol boat came alongside and took them off just as the Devonian was going down .
The Province, 20 September 1917
"The Devonian settled gradually and remained afloat about 40 minutes. This gave nearly every one on board a chance." (The Boston Globe, 13 September 1917. All of her officers and crew, save three (initiaal sources indicated just two who were killed in the initial torpedo explosion) were rescued.
s.s. Devonian
21 August 1917
Roll of Honour
George Cain, Carpenter's Mate, Liverpool age 35
Frederick Daniel Egan, Carpenter, Liverpool age 31
John Meaney, RNR, Able Bodied Seaman, Limerick
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| Credit: The Boston Globe, 18 September 1917. |
Carpenter's Mate Cain, killed instantly while he and Egan was spreading a tapauline over no. 6 hatch when the torpedo hit, was one of those who had helped rescue men during the fumigation incident in Boston the previous November and received a silver medal from the Massachusetts Humane Society for conspicuous gallantry. Residing in Liverpool, he left a wife and five small children.
All that remained were the heartfelt tributes especially in New England newspapers for a ship that had become a old friend over a commercial career of some 15 years. It was stated that Devonian had transported some 500,000 tons of cargo to England since the beginning of the war, but most of the memories were occasioned by her peaceful and popular days on the Boston run.
For years before the beginning of the war and for a year afterward the Devonian carried passengers having superior accommodations for about 150, and her loss will cause great regret to hundreds of Bostonian and others throughout New England who have pleasant memories of voyages to and from Europe in her cabins. She was a marvel for steadiness even in a rough sea, and for this reason she was preferred by many old travelers to faster and perhaps more luxurious ocean fliers. Steward McMinn, who is thought to have been on board is as well remembered by these seagoers as is Capt. Trent himself.
Transcript-Telegram, 24 August 1917.
The Devonian was known to both the Germans and allies as the most successful blockade runner in the Atlantic, and the Teuton submarine commanders had been waiting for months for a chance to torpedo her.
Rutland News, 25 August 1917.
Devonian's Capt. Alfred William Trant (1867-1934) was appointed in November 1917 as Marine Superintendent of the Merchant Marine Division of the Admiralty, materially contributing to more effective organisation of convoys and awarded the OBE in 1919.
Now a solitary sister, Winifredian carried on, albeit in the obscurity of wartime secrecy and scant mention in newspapers or indeed dispatches. On 4 November 1917 she was listed as arriving "at Atlantic and Gulf Ports." The Boston Globe of the 8th reported "at high water this morning the Leyland Line steamship Winifredian will be floated into the Navy Yard drydock to repair a leak caused by some of the rivets in her bottom plates becoming loose during heavy weather on her passage across the Atlantic. Some months ago the Winifredian was badly damaged by striking a mine." On the 20th she was reported to have arrived "at Atlantic and Gulf Ports," and again on 27 December.
In 1917
Devonian completed
- 4½ round voyages Liverpool-Boston carrying cargo and horse (eastbound) only.
Winifredian complete voyage information not available
1918
Winifredian continued on the Boston run into the New Year, but the British terminus was changed to Bristol (Avonmouth) with her first arrival there on 2 February 1918, at least with passengers.
On 20 May 1918 Winifredian sailed from Boston with 2,223 men, part of 30th Div. for England and again on 16 July with 2,732 troops, including 1,121 officers and men of the 76th division and 1,386 officers and men of the Aero Squadons 211, 219, 256, 261, 262, 267, 268, 350 and 361. Of the July voyage, the Boston Globe of 11 December reported on the experiences of an American airman aboard Winifredian:
First Sergt Earle E. Menges of Providence, R I, a member of 211th Aero Squadron, said he sailed on the Winifredian from Boston July 16 last and the transport became one of a convoy of 22 ships. While the convoy was in St George's Channel the presence of enemy submarines was announced, and the two American destroyers which were cooperating with the British forces immediately became intensely active. 'Suddenly.' Sergt Menges said, 'one of the subs came up in the midst of the convoy and not a hundred yards from us. Our destroyers began to circle about in a great hurry and dropped 30 or 40 depth charges.
Every ship in the convoy felt the effects of the explosives. The English warships did a lot of shooting, too, but because of the close proximity of the submarine to the Winifredian, a bomb could not be dropped just then. We afterward learned that two Hun undersea boats had been sunk.'
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| Credit: The Boston Globe, 26 August 1918. |
On 26 August 1918, the Boston Globe reported that Winifredian "is stranded on the coast of an island off this continent and it is feared will be a total loss… the Winifredian ran on the shore last night while on her from England to a Canadian port. Holds no. 1 and 2 immediately filled with water and no 4. hold and engine room are leaking."Only the marine insurance market notes in British papers revealed the location: off St. Mary's, Newfoundland. On the 4th, the reports cited "with favourable reports regarding the Winifredian, the rate is 10 gs. Easier at 20 grs. On the 7th, the Boston Globe reported: "The Leyland Line steamship Winifredian, which stuck on the North Atlantic Coast recenty, may be saved. A wrecking expedition is now working to save her. Unless a severe storm arises it is believed she can be refloated. But by the 19th, the insurance rates on her had risen to 40 gs. The Toronto Star reported on the 25 that "the large liner Winifredian, stranded on the St. Mary Island, will be refloated. She is reported badly damaged." Winifredian was refloated on the 26th, "but much damageed."
It was learned yesterday that the steamship Winifredian of the Leyland line, which went ashore on the rocks off the North Atlantic coast several weeks ago, is now being repaired. She was floated shortly after a wrecking party with apparatus reached the scene. It is said that the Winifredian’s bottom plates up forward were pierced. Her bolds also were full of water.
Boston Post, 4 October 1918.
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| Credit: The Boston Globe, 6 November 1918. |
On 6 November 1918, the Boston Globe reported that Winifredian "is now at an Atlantic port, where permanent repairs are being made. It was feared that if the repairs were effected at the Canadian port the vessel would have been frozen in and would have been available for service until Spring. The work necessary to restore the vessel will require some time."
With the Armistice on 11 November 1918, some details could finally be published in The Brooklyn Eagle of the14th indicating just how seriously Winifredian had been damaged. "The ship was first taken to Montreal, after being pulled from the rocks, and temporary repairs made, including concreting the smashed bow and the construction of a false bow, so that she could be brought to Brooklyn to be permanently repaired." This was effected at Robins Shipbuilding Co., the contract being worth over $600,000.
On 24 November 1918 Bohemian, which with Winifredian, was the last survivor of the pre-war Boston fleet, arrived at the port on the first commercial sailing on the route since the Armistice. She brought in a small cargo but no passengers. Outbound, however, on the 4 December she numbered 32 YMCA passengers in her list and 12,000 barrels of apples, the first such export in two years. Leyland Line, such as it was, was "back."
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| Bohemian at East Boston, 3 June 1919. She re-inaugurated Leyland Line's passenger service in November 1918. Credit: William B. Taylor photograph, Mariners' Museum. |
1919
The New Year and with it, the return of Winifredian, began with the arrival of Bohemian at Boston on 11 January 1919. Aboard were Capt. William Brown, Dr. Burns and 60 engineers, firemen and seamen who entrained for New York to crew Winifredian which had finally been fully repaired and "practically a new bottom was put on." After taking Winifredian back to Liverpool, Capt. Brown would hand her over to Capt. A.V.W. Trant, Commodore (as of January 1918) of Leyland Line.
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| Credit: Liverpool Journal of Commerce, 31 January 1919. |
With the mails, Winifredian left New York on 20 January 1919 for Liverpool where she arrived on 2 February, docking at the North Side, No. 1 Branch, Huskisson Dock and later shifting to the South Side of No. 2 Branch to load cargo for Boston.
Under Capt. Trant, Winifredian, fresh from her rebuilding and restored inside and out and in full Leyland colours, departed Liverpool on 19 February 1919. She had a good list of 109 passengers, but a rough passage. Expected at Boston on 1 March, Winifredian did not come in until the 3rd. Her passengers included several U.S. naval aviators and officers, including Ensign G.T. Roe, USN, of Boston, who was returning after being a POW of the Germans after his "big British bombing plane" had to put down in the North Sea on a raid from Great Yarmouth on 30 May. There was also a Canadian flyer, Capt. J.C.F. Owens, captured on the Macedonian front on 8 February 1917, ad two officers of the Imperial Japanese Navy. The youngest passengers, three-year-old Andrew Findley, was the ship's "mascot" during her first post-war westbound voyage.
The steamer Winifredian of the Leyland Line, has sailed from Boston to Liverpool, her departure marking the resumption of the line's regular passenger service which had been interrupted by the war. With the Winifredian on the route will be the Bohemian.
Shipping: A Weekly Journal of Marine Trades, 22 March 1919.
Before Winifredian sailed from Boston for Liverpool on 7 March 1919, officials of the Leyland Line and Capt. Trant hosted a luncheon aboard for Boston shipping agents, officials and the press. She left well laded with a cargo of some 16,000 measurement tons including 15,000 barrels of apples,40,000 bushels of wheat, 1,000 tons of provisions and 2,000 of cotton and 13 passengers. The departure was marred when a seaman, William Monigan, fell 30 ft. the from rigging, as Winifredian was steaming through Broad Sound. Capt. Trant immediately, put about and return to Quarantine and the gravely injured man was transferred to the police boat Guardian and taken to hospital. Winifredian resumed her passage at 5:00 p.m. and arrived at Liverpool on the 21st.
At Quarantine she was met by a fleet of home-welcoming tugs and boats, filled to overflowing with relatives and friends of the Yanks. By this time the weather cleared and the Winifredian came up her dock amid a din of whistles and salvo of cheers that pleased the returning troops, who sang, at the top of their voices 'Home, Sweet Home.'
Boston Globe, 18 April 1919
It was a return to transport duties when the U.S. War Dept. chartered Winifredian for a voyage from Brest, France, to Boston. She departed on 6 April 1919 with 120 officers, 2,207 men and 17 civilians. The soldiers belonged to the 26th "Yankee" Division, others having sailed to Boston in USAT Agamemnon and USAT Mongolia. Winifredian's troops had a long voyage home-- expected on the 16th, it was announced on the 17th, she would arrive the following day at dawn. Instead the fog and bad weather that dogged her across followed her into the Bay and it was 8:00 a.m. before she came off Boston Light and dropped anchor at Quarantine 45 minutes later, flying the "Y-D" (Yankee Division) flag from her mast as she came in. There was a crowd of 10,000 to greet the men as Winifredian came into Commonwealth Pier at 10:45 a.m.
Capt. Trant of the Winifredian is a son of an old-time British sea captain who plied between this port and Liverpool a generation ago. 'These Yankee boys are a great crowd of youngsters,' said Capt. Trant. 'I never sailed with such a lot of comedians in my life. They say the funny side of everything on the way over, and made light of any trouble they may have had, ' said Capt. Trant.
Boston Globe, 18 April 1919
Some of the returning soldiers complained they were treated like steerage passengers on the Winifredian, in not being allowed on the promenade deck, contrary to the practice on other transports. The explanation by a ship's officer was that 'it was according to British custom.' Soldiers complained also of want of space for their hammocks and of poor food on the ship.
Boston Globe, 19 April 1919
Winifredian landed 93 officers and 2,294 men, almost all from the Yankee Division, commanded by Col. Warren E. Sweeter, and including the Brest Casual Company, 338th Field Hospital, 101st Train Headquarters, 101st Ammunition Train, 101st Sanitary Train, 101st Supply Train and among the civilians, nine from the YMCA, and included several women. Two adopted war orphans and five dog mascots also made the voyage.
Winifredian cleared Boston on 26 April 1919 for Liverpool a very well-loaded vessel, having 135 passengers (and left many unable to secure berths) and a huge cargo including 100,000 bushels of grains, 1,000 hogsheads of tobacco, 3,000 tons of provisions, 300 tons of lumber, etc, of which 30 per cent was on commercial account and remaining 70 per cent for the British Government. At the time it was reported she would return to Boston with the 3rd Pioneer Regiment, made up largely of Massachusetts boys. Winifredian arrived at Liverpool on 9 May.
Again carrying returning American troops, Winifredian left Liverpool on 27 May 1919 for Brest and Boston with 1st, 3rd and 4th Battalions, 23d Engineers; Co. C, 520th Engineers; one casual company and 56 casual officers. She arrived off Quarantine, Boston, on 8 June in the afternoon and docked at the new Army Supply Base pier the following morning.
The big transports Winifredian and President Grant, bearing more than 11,000 American troops, including the 21st Regiment of Engineers, the last of the famous American railway regiments to return home, came up from quarantine in the haze and fog that en- veloped the harbor early this morning and docked at the new army base.
The Winifredian, the first to swing out of the stream and head into the gigantic dock, was made fast at 8 1 o'clock, and an hour later, after she had discharged the 170 officers and 2183 men of the 23rd Engineers, two casual; companies and 41 casual officers from Brest and Liverpool, and one company of the 520th Engineers, the President Grant poked her nose landward and began debarking her troops.
The two ships which arrived below last night, brought hundreds of Boston and New England boys back home, although all of the units aboard both-vessels represented practically every State of the Union and Alaska.
The Boston Globe, 9 June 1919
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| Credit: The Boston Globe, 9 June 1919. |
Winifredian sailed from Boston on 19 June 1919 with 147 passengers and a 10,000-ton cargo. It was one of her biggest passenger lists ever, so big that some officers had to vacate their own cabins and every berth was taken a week or more before sailing, several having waited months for a sailing and a score of intending passengers turned away. Her cargo included 6,275 boxes of meat.
On her next voyage from Liverpool on 18 July 1919, getting away just before a dock workers strike, Winifredian had 1,000 tons of cargo for Boston but her first destination was Halifax to land her 110 cabin passengers (commissioned officers), 75 second cabin (NCO's) and 1,815 other ranks. Winifredian came alongside Pier 2, at Halifax, on 12:15 p.m. on the 28th after a good run with "very favorable weather save the last day when fog was encountered off the Nova Scotia coast delaying the steamer's arrival." With an efficient and expeditious disembarkation, Winifredian was off again at noon for Boston where she arrived the morning of the 30th.
Homewards on 6 August 1919, Winifredian's accommodation proved once again insufficient and to make room for a record 176 passengers, many of her officers had to give up their cabins. She was sold out two weeks before sailing and, as before, some had made their bookings two months in advance. With the settlement of the Liverpool dockers strike, the backlog of cargo in Boston could be cleared out and Winifredian did her fair share, and when she eased off her East Boston wharf at 3:00 p.m., she was well down to her summer loadlines with 190,000 bushels of oats, 800 tons of flour, 1,000 tons of provisions and 800 hogsheads of tobacco.
Variety was the spice of Winifredian's westbound passenger lists that year and in addition to 101 civilians embarked at Liverpool on 8 September 1919, she took on 15 Canadian officers and 2,037 Chinese coolies at Le Havre on the 10th. They had been employed during the war as dock labourers at different French ports and were now starting on the long trip home, via the All Red Route, first to Halifax, thence trans-Continental railway to Vancouver and the CPR to Shanghai. This would be but the first group of a total of 80,000 to be repatriated and American Line's Haverford arrived with Winifredian at Halifax on the 21st with Caronia following the following day. Winifredian also had 1,020 tons of cargo for Boston where docked on the 23rd, landing her remaining 87 passengers, mainly the wives and children of Britons employed in American shipyards. Winifredian left Boston on 2 October for Liverpool with 152 passengers.
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| Credit: The Boston Globe, 2 November 1919. |
It was back to business in Boston insofar as incoming passenger traffic was concerned. In October 1918, 38 passengers arrived via trans-Atlantic liner, 87 returning horsemen, three from Canada and three from the West Indies for a total of… 131. In October 1919, 1,341 arrived by trans-Atlantic liner, 3,421 from Canada, 58 from the West Indies and… four stowaways for a total of 4,824.
It was cabin passengers (113 in all), Canadian officers (27) coolies (2,114) and cargo (a record since the war of 3,150 tons) for Winifredian sailing from Liverpool 25 October 1919. Embarking her Canadian officers and coolies at Le Havre on the 27th, she headed first to Halifax. Nova Scotia greeted her with a terrific storm off the coast and she was a day late in arriving, coming in on 7 November. With 109 passengers, Winifredian docked at East Boston on the 9th.
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| Credit: The Boston Globe, 19 November 1919. |
The steamship Winifredian of the Leyland Line, Capt. Alfred W.V. Trant, pulled out of her berth at East Boston shortly after 5 p.m. yesterday and started for Liverpool. On board were the 142 cabin passengers, the largest number to embark here for England since before the war.
Boston Globe, 19 November 1919.
It was indeed like a return to pre-war days and in addition to her record number of eastbound passengers, Winifredian took out on 18 November 1919 a heavy cargo, big enough to delay her departure by two hours getting it all loaded. She had 10,000 barrels of New England apples, 120,000 bushels of wheat, 1,500 tons of provisions and a big quantity of merchandise. She docked at Liverpool on the 30th.
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| Winifredian arrives Boston from France with 2,783 Troops 17 April 1919. Credit: shipsnostalgia.com threebs. |
In 1919
Winifredian completed
- 6½ round voyages Liverpool-Boston carrying 319 westbound passengers, 6,740 military personnel and 4,171 Chinese coolies (Halifax) and 765 eastbound passengers for a total of 1,084 passengers.
1920
Two weeks delayed owing to undergoing repairs and loading an epic cargo, when Winifredian sailed Liverpool on 29 December 1919, she had 50 passengers and 4,200 tons of cargo for Boston, the largest shipment for many years, but again her main duty would begin at Le Havre where she embarked 23 Canadian Army officers and 2,705 Chinese coolies for Halifax on New Years Day. Calling at the Nova Scotian port on 12 January 1920, Winifredian proceeded to Boston where arrived on the morning of the 14th, but high winds and tidal conditions prevented her from coming alongside Pier 2, B&A Docks, until 1:00 p.m.. Among her passengers were three war brides from England. Part of her cargo including 8,000 bales of Egyptian cotton valued at more than $3 mn.
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| Credit: The Boston Globe, 24 January 1920. |
Getting back to her forte as a revenue earner, Winifredian left East Boston on 24 January 1920, and as reported by the Boston Globe, the previous day: "Every inch of space in the hold will be filled. The cargo will include 96,000 bushels of wheat, 3,000 tons of provisions, 200 tons of leather, 200 tons of smoked fish, 150 tons of frozen pigs, 100 tons of frozen poultry, 200 tons of hay, 6,000 barrels of apples, 500 barrels and 4,000 boxes of pears, 200 tons of lumber, and a large amount of sundries. A portion of this cargo is for the British Government." She also had 46 passengers.
It seems almost inconceivable that having lost no fewer than 14 ships in the war, that Leyland Line should suffer yet another disaster, one that would claim the last but one of the pre-war Boston fleet. Unable to obtain sufficient coal in Boston owing to the horrible winter weather blocking railroad traffic, Bohemian (Capt. Ernest Hiscoe) which left the port for Liverpool on 28 February 1920 with 63 passengers, had to call at Halifax to take on bunkers. In a blinding snowstorm, she went ashore on The Blind Sisters Rocks, off Sambro, Nova Scotia at 3:00 a.m. on 1 March. Her passengers were safely put off in lifeboats, an SOS sent and after three hours being tossed in the snowy swell, were rescued by the tug Roebling from Halifax. Listing slightly to port, and with her three forward holds flooded, there were initial hopes Bohemian could be salved. But barely 24 hours after she went aground, the favourable weather gave way to heavy seas and wind and the ship broke in two. She still had 111 crew and 20 wrecking crew aboard and when the unmistakeable sounds of the hull beginning to break up were heard and she was evacuated by ship's boats or by lifelines onto Roebling. Seven men, however, fell into the sea between the tug and the hull of the wreck and were drowned.
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| The calm before the storm, Bohemian aground off the fishing village of Sambro, Nova Scotia. Less than 12 hours later, a storm rose up and she broke in half and sank, with a loss of seven men. Credit: The Evening Mail, 2 March 1920. |
The inquiry suspended Capt. Hiscoe's certificate for three months for failing to take adequate soundings and distance estimated off Sambro Light while approaching the harbour, bringing Bohemian far too close to shore. The passengers and most of the crew left Halifax in the Dominion liner Canada on the 3rd for Liverpool whilst those who stayed for the inquiry left Halifax on 11 March in Royal George for England. Bohemian's cargo was a $2 mn. insurance claim.
Winifredian was now pretty much alone to carry on the Leyland Line Boston passenger service and there can have been few routes that had been so divested of tonnage in barely three years. Nor fewer ships whose fortunes against the fates were now more important than ever.
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| Credit: The Boston Globe, 3 March 1920 |
"With the largest and most valuable cargo ever brought to Boston from Great Britain, " (Boston Globe), Winifredian docked at the port on 3 March 1920 with 115 passengers. Her 6,700 tons of freight included 15,130 bales of Egyptian cotton, 3,350 bales of wool, 1,200 bales of cotton waste and general merchandise and valued at $11 mn. Delayed an extraordinary two weeks owing to unloading this big cargo and even bigger outbound one (totalling 11,000 tons), Winifredian did not sail until the 27th. She had 80 passengers and laded with 1,000 tons of provisions, 1,000 bales of Egyptian cotton (yes, returning some of what she had doubtless landed when prices for it in England were now greater than in the U.S.), 500 bales of American cotton, 150 tons of acid, 200 tons of lumber, 400 tons of matchwood, 500 tons of tobacco, 8,000 barrels of apples, 40,000 bushels of wheat, 100 tons of machinery, etc.
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| Credit: The Boston Globe, 2 May 1920. |
With a fine list of 153 passengers (the largest number to embark at Liverpool direct to Boston since the war), Winifredian cleared the Mersey on the afternoon of 21 April 1920, many of those aboard returning home after their first visit to relatives in England since the beginning of the war. She was bringing over a 1,900-ton cargo. Right on schedule, Winifredian arrived in Boston on 2 May. Nothing like being the one ship left in the fleet to fill berths and when Winifredian cleared East Boston on the 11th, her captain, doctor, purser and chief steward all had to find bunks elsewhere aboard to make to make for no fewer than 175 passengers, including Miss Emily Sargent, sister of the famous artist.
Another capacity list featured on Winifredian's next arrival at Boston when she landed 155 at the B&A docks the morning of 15 June 1920, including one poor English girl who had come over to marry her fiance whom she discovered had passed away in an East Boston hospital whilst she was en route. She decided to return to her home in Stockport on the return crossing. Business was booming and with Leyland bereft of ships to cater to it, others took advantage. For the first time in many years, two liners cleared Boston Harbor, Mersey-bound, when on the 23rd, Fort Victoria of Furness Line, made their first sailing on a new service from the port to Liverpool and had 322 passengers; and Winifredian with 175, and a classic predominance of teachers and students that Leyland boats always attracted eastbound in June. Among those aboard was Mrs. Howard Clay, wife of the Lord Mayor of Halifax.
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| Credit: The Boston Globe, 8 August 1920. |
Delayed en route by a heavy gale, Capt. Trant had wirelessed Winifredian would not reach Boston until 27 July 1920, but when the conditions moderated, he had her at Quarantine the previous day at sunset and alongside that evening, landing 140 passengers (of whom just 22 were Americans) but a light cargo of just 740 tons. Not all the pierside welcomes were reciprocated as the Boston Globe reported: "Alice G. Chase, Liverpool girl, who came over on liner Winifredian to wed Anthony Trifiro, Boston, he paying her passage, jilts him on arrival." She was deported and went back on the return crossing. Where she was berthed was uncertain for there were 183 passengers for the 7 August sailing which was the largest number she had ever carried. There were 35 children aboard and once again, officers had to give up their cabins to make room. Winifredian's cargo, too, was one of the biggest to leave Boston in months.
The enormous post-war inflation in the price of materials and labour was especially felt in shipping and shipbuilding and whilst most dramatic in the costs of newbuildings, was reflected in basic overhauls. When reporting on the anticipated arrival from Liverpool of Winifredian, the Boston Globe of 20 September 1920 remarked: "Arrangement had been made to have some important repairs made to the steamer upon her last arrival at Liverpool, but it appears as if nothing was done, for the reason that the work could not be let out by contract and the workmen demanded such exorbitant rates that the company decided to defer the repairs until later."
When Winifredian arrived at Boston (anchoring off Boston Light at midnight and berthing at East Boston the morning of 22 September 1920), she brought in another over capacity list, her best westbound to date, of 179, again necessitating officers, including Capt. Trant and the ship's surgeon, to give up their cabins, to accommodate everyone. Almost all were returning tourists and there were 75 Americans and two British brides-to-be. She also landed a 1,100-ton cargo. With a very large list (126) for the time of year, Winifredian left Boston on 2 October and had another enormous cargo that included 184,000 bushels of wheat, 500 tons of hams and bacon, 300 tons of provisions and 10,000 barrels of apples. She reached the Mersey on the 14th.
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| Credit: Boston Post, 8 November 1920. |
The immediate post-war era brought not only inflation but labour unrest, especially in England and a coal strike there delayed Winifredian's sailing for Boston from 23 October 1920 to the 26th. There was not a berth to spare yet again with 168 aboard and 1,200 tons of cargo. Among those disembarking at Pier 2, East Boston, on 7 November were two former British nurses who had been decorated for their long service during the war and British aviator captain, Thomas McGaw, who had won four decorations (including the Croix de Guerre and the Military Cross) for valour and a lady passengers who had a minor part in a movie filmed in England, playing a maid and whose "ambition is to enter an American studio and study the profession." Heavy head winds across for several days slowed Winifredian's progress and she was 12 days in passage.
There was a season holiday theme to Winifredian's return crossing to Liverpool, beginning the afternoon of 16 November 1920. "The Winifredian carried 125 cabin passengers, one of the largest list ever taken from Boston at this season of the year. Many of those sailing are returning to their old home homes for Christmas… Arrangements were made, before sailing, for a Thanksgiving celebration on board the liner, and a special menu will be arranged for that day which will include Vermont turkey, a number which were taken aboard with the ship's stores, and all the fixings that go to make a regular New England Thanksgiving feast. An entertainment will be given in the evening, and many of the passengers will take part." (Boston Globe, 16 November 1920). Her cargo, too, reflected the approaching holiday season and included 20,000 barrels of New England and Canadian apples, 2,000 barrels of pears,, provisions, hams and bacon, "enough to feed thousands of the inhabitants of England." She also took out the first consignment of Christmas from Boston to England. Among the passengers, George Causton, set what was said to be record trans-Continental journey from Los Angeles to Boston, departing there on the 10th and arriving on the 15th in time to catch the boat. E. Ambrose Webster, the Provincetown artist, and Mrs. Ambrose; and Albert Welsh, "who claims to be the first man from Greater Boston to volunteer for service in the World War." It all enough to have Winifredian two hours late getting away, when a final consignment of apples and pears arrived. She was off on her way at 4:00 p.m. and "after a fairly good passage," arrived at Liverpool on the 27th.
On the last crossing of a very busy year, Winifredian left Liverpool on 10 December 1920 with 33 passengers and a 850-ton cargo. It proved to be of the most eventful voyages in the ship's career. In mid Atlantic in very heavy weather, a wireless call for assistance was picked up from the Royal Belge steamer Menapier,100 miles distant, bound from New Orleans to Antwerp, which had been badly damaged in a hurricane which had swept several of her crew overboard and injured others, including officers, with broken arms and legs and internal injuries. Medical and surgical aid was requested and Capt. Trant immediately altered course and made for Menapier.
The men in the stoke hold, when they learned of the plight of the Belgian steamer and her crew, jumped to their stations. Firemen and coal passers who were off duty, some of them in their bunks, responded to the call, and stripped to the waist, they worked feeding the fires to increase the steamer's speed through the heavy seas in order to reach the Belgian vessel as quickly as possible. Meantime preparations were being made to launch the lifeboat while the hurricane was still raging.
As the Boston-bound liner neared the distressed vessel the sea was running in mountains and it would have been suicidal to attempt to go on board. Nevertheless, Dr Burns volunteered to undertake the trip and a dozen stalwart sailors jumped to the front and pleaded to be allowed to go. Capt Trant refused to permit the men to risk their lives, believing that help could be given in another way.
Then another message was received from the captain of the Menapier, asking for surgical and medical instructions for the injured and saying it would not be necessary for the Winifredian to at tempt to launch a boat, as he realized that loss of life would probably result.
Dr Burns then sent instructions how to set the limbs of the officers and men, minutely describing just how the splints should be put on and making his messages so clear that the Belgian captain could understand. He also instructed those on the Menapier as to the manner in which to treat those suffering from internal injuries, and kept in constant wireless communication for three days, taking the temperature of the patients and advising how to handle the most serious of the cases. During all that time the doctor was constantly on duty. Finally a report was received from the captain of the Menapier that the instructions had been faithfully carried out, that the men were recovering and resting comfortably and were out of danger.
It was one of the most remarkable cases ever recorded in the annals of maritime history.
The Boston Globe, 22 December 1920.
Winifredian's surgeon, Dr. Patrick S. Burns, from Providence, Rhode Island, was one of truly great ship's doctor and a true seaman and… survivor. Torpodoed no less than four times in the war, he was taken prisoner by the U-58 after it had sunk Iberian in 1915, was aboard Canadian when she was sunk in 1916 and Devonian, too, when she was torpedoed, and decorated by the British, French, Belgian and Italian Governments for his war exploits.
When Winifredian docked at Boston on 21 December 1920, her small list of 33 was explained: "It was expected the Winfredian would go out of commission at Liverpool for extensive overhauling, and on that account there were not more passenger booking. The steamer brought less than 1,000 tons of cargo." (Boston Globe).
No sailor wants to be away from home at Christmas but Winifredian's crew and those of other Boston boats, some 150 in all, enjoyed the holiday at the St. Mary's House for Sailors, East Boston, with the Winifredian's black gang providing the entertainment, as described by the Boston Globe, 31 December 1920: "A novelty was introduced bv the firemen and trimmers from steamship Winifredian. moored at the Central Docks. These styled themselves the Foo Foo Band, and provided music that certainly was In a class by Itself. The bass drum was made of a sugar barrel, with a piece of wet canvas drawn tight over the head. A couple of discarded tin cans, tin whistles, mouth organs and accordeons, 12 in all, went to make up this musical group. The celebration was one of the biggest and best In the 30 year's history of the house."
In 1920,
Winifredian completed
- 8½ round voyages Liverpool-Boston carrying 991 passengers and 2,705 Chinese coolies (Halifax) westbound and 913 passengers eastbound for a total of 1,904 passengers.
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| In 1921, Leyland Line adopted a new houseflag which added a green cross with a white circle centre to the familiar red. Credit: angloboerwar.com |
1921
Winifredian sailed from Boston on 5 January 1921 for Liverpool with 120,000 bushels of wheat, 2,000 tons of provisions, 300 tons of frozen goods, 10 carloads of matchwood, 3,000 barrels of apples and 200 tons of cotton waste, etc. and 52 passengers. She arrived at Liverpool on the 16th.
After one more roundtrip, from Liverpool on 27 January 1921, Winifredian would finally be taken off the run for an extensive overhaul.
With 54 passengers and 1,300 tons of cargo, Winifredian sailed from Liverpool on 27 January 1921 for Boston and was due to arrive on 8 February. Instead, she came alongside Pier 4, East Boston, until the 11th, three days after sailing through the worst winter hurricane in memory.
The Boston Globe carried the following detailed accounting of the storm upon Winifredian's arrival, further proving that she was the toughest liner in the world and that it had the best shipping column of any newspaper:
Passengers and crew were still suffering from injuries received when the big vessel was in the grasp of the worst hurricane that the oldest Atlantic travelers among them ever experienced.
Chief Officer William Selby had a broken arm, his eyes were blackened and he was suffering from contusions when he was tossed about the deck while in performance of his duties.
William Woodman, able seaman, who was assisting the chief officer, is nursing a wrenched back received when a lurch of the vessel threw him to the deck.
Among the passengers injured were Mrs Hilda B. Senior, who is going to visit her daughter in Lawrence, sprained her left arm; Miss Elizabeth Sullivan, a relative of Mayor Sullivan of Worcester, sprained right arm and contusions; Walter Waring, sprained right foot and contusions of the right arm; Mrs Mary Alford, injuries to her right arm and back.
Several other passengers received slight injuries, and a number of the firemen were severely burned by being thrown against the furances during the tempest.
Traces of the storm's fury were apparent about the decks. Life boats had been wrenched from the davits, fittings smashed and swept into the sea. The cargo shifted and was more or less damaged, and the crew worked for hours to restow the bales and packages to bring the liner on an even keel after she was listed sharply to port. Dr Patrick S. Burns of Providence proved himself the hero of the occasion.
With the ship pitching and rolling in the trough of the seas he rushed from one part of the vessel to the other attending the injured. In rushing to care for the chief officer Dr Burns was thrown to the deck and partially stunned by striking his head. He quickly recovered and with the greatest difficulty he set the broken arm of the chief officer. While performing the operation Capt Trant held the doctor and another officer held the captain to steady them. The splints were placed in position and the patient is now in good condition, although it will be some time before he fully recovers.
During all the time there was no panic on board, although many women were among the 54 passengers. They all displayed unusual courage, and while more or less alarmed, their fears were allayed by the officers, who went among them assuring them that there was absolutely no danger. At meal time those able to leave their staterooms had to crawl to the dining room on their hands and knees. It was impossible to stand erect. The waiters had to relay the food from one to another while they remained on their hands and knees.
Passengers, in telling the story of the thrilling passage, said the worst time of all was on last Monday. It was on that day, while the big vessel was facing a 100-mile-an-hour hurricane, that most of the damage was sustained.
At times the Winifredian was entirely unmanageable, and fell off in the trough of the sea. while she was beaten bv the seas, which made a complete breach over the high decks. She was completely enveloped in a cloud of spindrift as the wind picked the tops from the waves and drove them over the storm-beaten craft. Through all this trying time Capt Trant was either on the bridge or seeking to comfort the injured. So impressed were the.passengers by his bravery and coolness that they prepared a testimonial expressing their heartfelt thanks for bringing them safely through the ordeal.
The Winifredian left Liverpool Jan 27 with 54 cabin passengers and 1350 tons of general cargo. The weather was bad from the outset, but the gales seemed to increase in intensity as the steamer proceeded to the westward.
On last Monday morning, between the latitude of Cape Race and Sable Island, a howling nor'wester was encountered. At 5 this morning it was blowing a whole gale, and three hours later it had increased to the force of a full-fledged hurricane. Efforts to heave the vessel to were only partially successful, for she fell off repeatedly in the trough of the sea am' would not answer her helm. In the rolling and Pitching the passengers were tossed from on side of their cabins to the other. Those in the main saloon were thrown on the floor and at one time several passengers and a little dog were sliding from one side at the apartment to the other with every roll.
At 8 that night above the screech of the tempest there came the noise of terrific pounding on the boat deck. Some Of the passengers underneath this deck thought the side of the vessel would oe crushed in.
Chief officer Selby, who holds the Seamen's Distinguished Medal for gallantry performed in rescuing a number of carpenters from the hold of the steamship Devonian at East Boston several years after they were overcome by noxious gasses, rushed to the deck.
He found one of the starboard lifeboats had been wrenched from the lashings. One end had dropped from the davits and it was swinging around like a huge pendulum.
Assisted by seaman Woodman the chief officer attempted to secure the boat. Before this could be accomplished the steamer fell off in the trough of the sea and the two men were thrown against the engine room skylight and then swept back to the rail. They clung to a stanchion. and while in this position wreckage from the deck fittings piled on top of them.
They shook themselves free and the chief officer, with his right arm hanging, broken and limp, staggered to his room, where he received medical attention soon as the ship's doctor could reach him.
The No. 7 lifeboat was wrenched from the davits and hurled into the sea, and another of the starboard lifeboats was smashed to pieces. The lashing spars of the lifeboat were also loosen and slatted about, adding to the din.
Deck fittings were smashed and the wreckage swept overboard, while below, in the ship's holds, the galley and the refrigerating room havoc was wrought.
Dishes and utensils were smashed, beef and provisions were tossed on the floor and much of it was ruined and had to be thrown overboard.
The entire steamer seemed to have strained. In the cargo spaces packages of freight were broken open and serious damage to the shipments is said to have resulted.
Toward midnight Monday the fury of the storm abated so that it was possible to put the liner on her course for Boston again.
The Boston Globe, 11 February 1921.
It was announced on 17 February 1921 that the scheduled departure of the vessel for the following day would be postponed to 10:00 a.m. the 20th "in order to embark the members of the Maid of the Mountain company which terminates an engagement at the Boston Opera House on Saturday night." It was also reminded that Winifredian would be withdrawn from service upon arrival at Liverpool "to undergo extensive repairs. It was intended to have the work done several months ago but, owing to labor difficulties, it was decided to defer laying the vessel up. She will be make her next sailing from here on May 6." (Boston Globe, 17 February 1921). The opera company comprised 17 members. Instead, Winifredian was marooned in port when an intense blizzard effectively closed Boston Harbor to shipping with zero visibility owing not only to a constant blanket of snow but vapor rising off the water. Capt. Trant would have none of it and prudently decided not to even attempt to take her out. Finally, Winifredian was able to sail on the 21st with her 70 passengers, 1,600 tons of provisions, 7,000 barrels of apples, several thousand feet of lumber and reefers filled with meat and fruit. Winifredian arrived at Liverpool on 4 March.
Deadlines and British shipyards were strangers to one another in the early 'twenties and it was not surprising when The Boston Post reported on 27 April 1921 that "owing to the continued labor troubles at British shipyards, the Leyland line steamer Winifredian, withdrawn from the Liverpool-Boston route several weeks ago for a much-needed overhauling, will not be able to resume her place on the route April 30." The delay was due to a strike of joiners.
The S. S. Winifredian is again on her regular runs between Liverpool and Boston. She recently arrived in Boston after being laid up in Liverpool several weeks, while undergoing quite extensive repairs, part of which were caused by the severe gales she encountered on her trip coming across in February. New steel plates, bolts, pipes, bands, and boats, and various parts of machinery had to be replaced.
My Neighbour, June 1921
Finally, three weeks late, Winifredian (Capt. A.W.V. Trant) sailed from Liverpool for Boston on 6 May 1921, with 145 passengers and a 1,100-ton cargo. Even then, it had been feared a coal handler's strike would prevent her departure but she got away. Her now legendary ship's surgeon, Dr. Patrick S. Burns, however, could not make the crossing, having been injured in an motoring accident on a visit to Berlin and would rejoin the ship later.
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| Leyland Line maintained the traditional pen and ink written menus and a First Class bill of fare if this breakfast menu of 14 May 1921 (note the new houseflag) is any indication. Credit: terminal37.com |
Winifredian arrived at Boston on 17 May 1921 after an uneventful crossing, her compliment augmented by two stowaways, Stephen O'Hanlan, 17, of Ireland, and Andrew Kinsella, 18, of London, who hid in the coal bunkers and discovered the second day out. Not being American citizens, the lads would be deported on the homeward crossing. Homewards on the 26th, Winifredian had an excellent list of 174 passengers and something she had not carried since 1913: 1,085 head of cattle. Happily not destined for the Birkenhead abattoir, but rather to restock war devastated herds in Europe. They arrived in Boston two days before to have time to rest before being embarked. This also permitted a revival of the old Boston summer tradition of college boys signing on as cattlemen. She was delayed two hours waiting for the arrival of a big shipment of machinery and cleared Pier 4, East Boston, at 5:00 p.m. and arrived on 6 June.
Having sailed from Liverpool on 15 June 1921 with 121 passengers, Winifredian put in the fastest crossing she had done in many months, coming into Boston the afternoon of the 25th, almost 24 hours earlier than expected, favoured with fine weather all the way across. Among the passengers was 16-year-old Miss Lana Evelyn Dorgan, who was born in the U.S., but taken to London as an infant and returning to live in America, "Miss Dorgan is very pretty and bears a striking resemblance to Mary Pickford," noted the Boston Globe reporter. Nine-year-old John Smith, from Yorkshire, travelling alone to join his father, "was the pet of the ship on the voyage over, captivating his fellow passengers with his childish charm." Also landing were 12 returning cattlemen. She brought in a 1,000-ton cargo.
It was another "full house" when Winifredian cast off from Pier 4, B&A Docks, East Boston, 2 July 1921 with 171 passengers and left many desirous of passage disappointed. Among those aboard were three staffers of the Boston Globe off to Europe including flying across the English Channel, a tour of the French battlefield and a sail up the Rhine, and the usual smattering of university professors and students. Once again, Winifredian had cattle for restocking European farms, 500 head in all and local college boys signed on to tend for them. There was enough baggage to put aboard as to delay the steamer an hour getting away but at 3:00 p.m., Winifredian was off, "most of the 172 passengers on board lined the rails waving goodby to friends on the pier." (Boston Globe).
Winifredian teased Boston on her next arrival, initially expected to dock on the morning of 6 August 1921, and number among her 160 passengers, Ross Geddes, son of the British Ambassador, Sir Auckland Geddes. Instead, she docked the following day and with no Geddes aboard. Shipping reporters had to be content with D.A. Marshall, of the Boston Rent and Housing Committee and "two bright and interesting children, travelling alone… Margaret and Arthur Jones, aged respectively about 7 and 10 years, from Port Sunlight, Chesire, Eng." The crossing was described by Purser Rankin as "uneventful except that the weather was very dull." She brought in a light 400-ton cargo and, unusually, would after landing that, sail the following evening for Norfolk . The reason? To bunker with 2,900 tons of coal to get around the price differential with coal at Boston at $9 a ton compared to $6 a ton at Norfolk. Winifredian left there on the 13th and returned to Boston on the 16th.
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| Credit: The Boston Globe, 20 August 1921. |
For Liverpool, Winifredian would finally have some grain in many months: 16,000 bushels which had been routed via Buffalo after negotiations to secure cheaper rail freight rates by the Maritime Association. When she left Boston on 20 August 1921, she had 101 passengers, including a number of missionaries for Burma, and, in addition to her grain, 1,500 hogsheads of Virginia tobacco (valued at $1 mn.) which she loaded at Norfolk and 327 Western steers for European farms. Capt. Trant held Winifredian at the pier an extra 30 minutes to wait for nine passengers who were coming by motorcar from Providence and held up by traffic, "It was just 11:30 when the gangway was lowered, the lines were cast off and the liner backed into the stream, and headed seaward. "
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| Credit: The Boston Globe, 17 September 1921. |
The homeward migration of New England tourists found Winifredian leave Liverpool on 7 September 1921 with her best westbound list that year: 169. She also put in one of her fastest crossing of her career, Mersey to Boston Light in less than 10 days and Capt. Trant had her alongside Pier 4, B&A Docks, East Boston at 1:00 pm. on the 17th. She had 1,000-ton cargo to discharge.
Owing to congested shipping facilities at Montreal, the export cattle for slaughter trade to Britain was diverted to Boston, and with few vessels capable to cater to it, Winifredian was back in the trade. The late arrival of her 755 head of cattle from Canada delayed departure on 24 September 1921 from 11:30 a.m. to after 1:00 p.m. Among the 111 passengers kept waiting were Prince Mahidol Songkia of Siam and his wife, Princess Sanwalya, who were seen off by 20 Siamese students from various colleges. The Prince had been studying public health at Harvard and the Harvard Medical School for the past six years and the princess, studying music. Travelling alone, in the care of one of the stewardess, was five-and-half-year-old Gladys Hooper and the oldest passenger was Civil War veteran Francis Asbury, aged 80.
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| Credit: The Boston Globe, 3 November 1921. |
Concluding a good-earning crossing that landed 163 passengers (her second best westbound list that year) and 2,000 tons of cargo, Winifredian arrived at Boston on 24 October 1921 after an uneventful 10-day passage. She also brought in 16 returning cattlemen. Usually passengers were scarce eastbound at this time of year, but there were a remarkable 100 takers for Winifredian's 2 November sailing for Liverpool, including artist, cyclist and Civil War veteran (and Congressional Medal of Honor winner) Charles W. Reed and Capt. Ainsley C. Armstrong and Special Officer Daniel W. Hart, of the Boston police, going to London to being back John Briscoe Thomson, suspected of embezzling $20,000 from a Boston wool dealer.
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| Credit: The Boston Globe, 30 November 1921. |
Winifredian managed another Boston call in the month of November, arriving in the lower bay late on the 30th, a day late owing to heavy easterly gales and rough seas that retarded her progress for three days. The following morning she disembarked 97 passengers, including an English war bride and three unaccompanied children, aged 7, 8 and 9 respectively. Getting Winifredian away from Boston on her Christmas sailing proved difficult owing to getting her big outward cargo to the pier and loaded. Scheduled to sail on 8 December, this was retimed to the 10th. Then there was a strike by longshoreman against IMM steamers in Boston when the company refused to pay double time for working the cargo of two other ships. Non union men were called in and Winifredian was still able to sail on the 10th and took away 52 passengers and one deportee, an 18-year-old Irish lad who failed to pass the literacy test and found to be unable to read or write. In plenty of time for Christmas, Winifredian arrived at Liverpool on the 20th.
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| Credit: Liverpool Echo, 31 December 1921. |
Winifredian's 1921 concluded on an unfortunate note when her departure from Liverpool for Boston on 30 December was attended by an accident to a linesmen boat at the Landing Stage as well described in the Liverpool Echo:
Many people on Liverpool landing stage yesterday afternoon witnessed an accident which terminated in Charles Moss, 122, Canal-street, Bootle being drowned ; and Peter Kelly, of Batchlor-street, having a narrow escape.
Two liners had been lying berthed at the stage, the C.P.O.S. Metagama and the Leyland steamer Winifredian, both embarking passengers. The former was alongside first, and in attendance on the Winifredian, as she approached, for the purpose of sending lines ashore was a small boat with a crew of three men. Their duties concluded, the boatmen considered the gap between the stern of the Metagama and the bow of the Winifredian so limited that a decision was made to remain tied up at the stage till the Metagama departed. When this time arrived one hand jumped out of the boat and slacked away on the rope, allowing the little craft to drop farther astern and nearer the bow of the other steamer. A strong westerly wind was allied to the strong ebb tide. The Metagama's ropes forward were let go, and a tug commenced to pull her how from the stage. The pressure of wind aft suggested that she might drop across the Leyland vessel, and to avoid this the engines were put ahead.
This action created considerable backwash. The little craft was severely tossed about, turned over, and then forced against the Stage and smashed to precise, the whole incident taking place in a matter of seconds. Stage workers quickly took in the situation, and, lifebuoy thrown to the spot where the two men bad disappeared. Moss was not seen again, but Kelly bad a miraculous escape, for he rose to the surface within reach of the lifebuoy, and, not for the first time in his life, clung to it, and was hauled on to the stage. His head was badly injured, and be was taken to the Northern Hospital.
Liverpool Echo, 31 December 1921.
Before Winifredian could clear the harbour, the wind increased to 90 mph and she had to anchor in the Mersey for several hours before it abated. Head winds were encountered as well on the passage across.
In 1921,
Winifredian completed
- 7½ round voyages Liverpool-Boston carrying 909 passengers westbound and 831 passengers eastbound for a total of 1,740 passengers.
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| Passenger list cover for Winifredian's 1 June 1922 crossing from Boston. Credit: www.ggarchives.com |
1922
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| Credit: The Boston Globe, 10 January 1922. |
Winifredian, after unloading her inbound cargo, sailed from Boston for New York where she arrived on 14 January 1922. With the anonymity afforded most ships out of New York, she sailed without notice on the 19th, with 26 passengers, and docked at Liverpool on the 31st.
With 64 passengers and 1,850 tons of cargo, Winifredian cleared the Mersey on 16 February 1922 for Boston. It was announced that, once again, she would return via New York. Getting to Boston proved sufficient trying and she had miserable winter weather almost from the time she cleared the Irish Channel as recounted by the Boston Globe when she finally arrived nearly three days late:
After one of the most tempestuous passages recently recorded in the tales of bitter weather at set the Leyland Line steamship Winifredian, Capt A. W. V. Trant, warped into a berth on west side pier 4, Boston & Albany docks, East Boston, shortly after 8 this morning. One of the officers, who has been crossing the Western ocean for the past 30 years, said it was the worst trip he had ever experienced. The passengers appeared overjoyed that the trip was ended, although they suffered no great inconvenience. One man was thrown down by the lurching of the liner and his nose was injured, and one of the women passengers received a slight laceration by striking her head against her bunk.
The steamer left Liverpool Feb 15 and under ordinary weather conditions would have arrived here last Monday. The passage was prolonged by almost continuous westerly gales and mountainous seas. The vessel was in comparatively light trim and therefore could make only stow progress against the lament. A week ago, while battling with a very severe gale, one of the condensers was found to be leaky and the steamer was stopped for nearly three hours while repairs were made by the engineer's force. On that day the vessel logged only 90 miles. The big vessel pitched and rolled wildly, and on one occasion when she lurched into a mountainous sea the dishes were all thrown from the tables.
Boston Globe, 3 March 1922.
In addition to her 65 passengers (only 15 of whom were Americans), she landed six returning cattlemen. After landing her inbound cargo at her East Boston pier, Winifredian was moved on 6 March 1922 to Charlestown where 40,000 bushels of grain was put into her holds and she departed that afternoon for New York, docking at Pier 61 there the following day. Winifredian sailed for Liverpool on 2 March with 26 passengers.
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| The famous painter John Singer Sargent returning to Boston aboard Winifredian on 11 April 1921. Credit: eBay auction photo. |
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| Another famous Boston painter returning aboard Winifredian was Charles W. Reed, well known for his Civil War sketches, and a regular traveller in Devonian and Winifredian. Credit: The Boston Globe, 15 April 1922. |
With 56 passengers, Winifredian sailed from Liverpool on 31 March 1922, leaving the Mersey in a blizzard, facing heavy rain off the coast of Ireland and then making the rest of the crossing in "summer seas," to arrive at East Boston the morning of 11 April, docking at Pier 4, B&A Docks. Among those aboard was the renown Boston artist John Singer Sargent (1856-1925), returning after several months in London after painting portraits of notable army officers for the British government. Boston artist Charles W. Reed (1841-1926) was also aboard, returning from his annual visit to Bournemouth, and famed for his Civil War sketches. A regular traveller on Devonian and Winifredian, Reed was a good friend of Capt. Trant.
Homewards, there would be no detour to New York and it was "Liverpool Direct" again for Winifredian when she cleared her East Boston slip at 3:00 p.m. on 15 April 1922, with 60 passengers, including A.H. Marlow, British vice consul at Boston. She had 921 head of cattle and 34 cattlemen to care for them, 25,000 bushels of wheat and 600 tons of package freight. Sadly, one of the cattleman, 42-year-old William S. Pickles, of Graystone, Rhode Island, fell into an open hold shortly after sailing. Severely injured, he was given first aid treatment and put aboard the tug Juno and taken to hospital where he expired shortly before midnight from a compound fracture of the skull.
While we have such men as these, the old 'Red Duster' will ever float triumphantly over the waters of the Seven Seas.
Canadian Shipping and Marine Engineering, December 1922
This would prove one of the Leyland Sisters great voyages, of S.O.S., seamanship and salvage. This time, too, it was to the aid of a fleetmate. On 19 April 1922 Oxonian (1898/6,306grt), one of the great stalwarts of the line, bound from Portland, Maine, to Liverpool, stopped answering her helm. It was found that the rudder shaft had been broken off in the trunk, and repairs being impossible. She was then 800 miles southeast of Halifax. 460 miles south of Cape Race. A distress call was sent and picked up by the U.S. ice patrol cutter Seneca and the nearby Winifredian. Capt. Trant changed course and arrived on the scene within hours and quickly arranged a tow.
Euchred God Almighty's Death,
Bluff the Eternal Sea
The carrying of the Bolivar across the Bay of Biscay safely to port of destination, written of in the powerful language of Kipling, from which the above couplet is taken, had nothing on the wonderful feat of towing performed by the Leyland liner Winifredian when by magnificent seamanship and pluck, in the face of the gravest and greatest danger of the grey Atlantic in April last, she safely towed a sister ship, the Oxonian to the shelter of port, after one of the most strenuous and difficult pulls perhaps ever recorded in the archives of thote that go down to the sea in ships. The story of the tow is an epic of the ocean. Difficulties occurred, only to be surmounted and conquered. Parting tow hawsers, huge seas, fog, snow, tempest; all these elemental forces of Nature were in union against the tower and the towed, but skill triumphed and without any loss of life or extra damage to either ship, both made port, and Masters, Officers and men heaved a sigh of relief when the anchors of the ships plunged into the water of St. John's harbor. Battered and buffeted they were victorious in a battle with death.
Canadian Shipping and Marine Engineering, December 1922
British seamanship of highest order was bent to the task and British pertinacity as well as seamanship was required to accomplish the tow, a heart-breaking tussle interrupted when within a few miles of St John's the big freighter snapped the 20-ton towline like packthread and went plunging away towards the ice fields in the east.
The Hamilton Spectator, 10 June 1922.
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| The stalwart Oxonian, which was in the Leyland Line fleet from 1902-1928. Credit: Mariners' Museum. |
Thus began one of the greatest endeavours in salvage amid the most appalling conditions and with it, one of the most heroic tales of British seamanship ever written, as superbly recounted in The Hamilton (Ont.) Spectator, 10 June 1922. Mr. D. Thomas Curtin, former war correspondent, and then Boston correspondent for the Daily Mail, London, was a passenger on the Winifredian and it is believed he penned the below account:
When the Winifredian, in response to a wireless call, reached the Oxonian disabled by the breaking of her rudder a moderate sea was running. She launched a boat and transferred one of her Marconi men to her disabled sister giving two operators to each ship, Then a small line was passed between the two ships This hawser which in turn served to haul aboard the end of a stout manila hawser which in turn served to haul the end of a big wire cable to her forecastle head. Meantime, the Oxonian had unshackled the end of her chain cable from an anchor and brought it to her forecastle head the bight being left in the hawse pipe. The wire hawser end was shackled to the end of the anchor chain and the towline was complete.
When the Winifredian went ahead the Oxonian paid out her anchor chain till there was a quarter of a mile or so between the ships and the long tow began. The high-powered passenger liner found the big freighter a heavy drag but while the sea was moderate the tow went along fairly well with her cable leading down into the water as if she were riding at anchor, Before long, however, a head wind began to pipe up whipping up an ugly sea and the tow began to take broad sheers putting a tremendous strain on the towline though never lifting it to the surface. The Winifredian would then stop sometimes come parting the towline then she would have to maneuver carefully and tediously to straighten out the rudderless and refractory Oxonian in the direction of St John's again. When the Oxonian opened up her own engines she sheered more wildly and the engineer was told to merely let enough steam into them to keep them warm for an emergency.
The ships made slow progress and to add to their troubles a thick fog shut down. At times they were invisible to one another and then the disposition of the Oxonian to take the bit in her mouth and go off at a tangent was a constant menace to the towline. Not only were the demands upon the alertness of the deck officers increased but the wireless operator had to remain constantly on duty with men standing by to relay messages between the bridge and the radio-room.
Through the long watches fearing any minute they might blunder into a berg, the Winifredian and her lumbering tow struggled slowly towards St John’s — so slowly that by the end of the second day the captain fearing a fodder famine, ordered that the 859 cattle on the liner and the 750 cattle on the freighter to be put on short rations. And soon to the howl of the winds, the uproar of angry waters and the groanings of the laboring ships, was added the mournful lowing of hungry animals. The cattlemen found their work becoming increasingly difficult and dangerous, for the beast began to develop a vicious temper.
After a weary week the ships arrived somewhere off the entrance to St. John's, but the fog was too thick to tell just where they were. So they sent a wireless call for tugs to help steer the Oxonian through the Narrows, and waited for the fog to clear.
That night a gale came out of the east, and the Winifredian labored mightily and warily to hold her tow up to it, maneuvering delicately, yet powerfully, because to part the tow rope would leave the Oxonian helpless on a pitiless lee shore, while if she not hold her own against the head wind and sea, both ships would be gradually set back upon the coast. Gloom and dripping fog enveloped them-- a fog bearing waves of biting cold air, alarming suggestive of ice drifting down the wind.
Shortly after day dawned the fog lifted and they saw the high coast under their lee — too near for comfort. The Winifredian put her engines ahead some revolutions to work out to sea, and about the same time the Oxonian took a wilder sheer than usual and a vicious squall swept down upon them. Then as the freighter lifted her prow high on a sea the long towline came hissing out of the water and, twanging like a mighty fiddle string parted near where the wire hawser Joined the cable chain. The ships were shaken as if they had run full tilt into a berg. On the Winifredian passengers aroused from sleep by the jarring vibration hastened on deck in alarm while the chinaware clattered in the pantries.
Broadside on, rolling heavily, the Oxonian was drifting toward a high cliff, against which the rollers were spouting hoarsely. But apparently a part of her hundred fathoms of cable hanging out of her hawse pipe caught the bottom and dragger her bow around; at any rate, her head swung off shore, away from the foam-fringed cliffs, and Captain Parry put his engines ahead full speed, while the mate and his crowd went to the fo'castle head, and started the windlass, and hove up the dragging cable.
And then the easterly gale suddenly died out; the squall that nearly settled the fate of the freighter was its flurry. When the Oxonian began to turn broadside to the sea again and Captain Parry stopped his engines it was nearly calm. And not long after a breeze came out of the west and grew in force until the freighter was drifting to sea at a rapid rate.
The Winifredian took several hours to get her heavy hawser aboard, and the Oxonian was ten miles out when she caught up with her again. A high confused sea was running, and it was considered too dangerous to launch a small boat. The weather prospect indicated that the sea would moderate for a long tome. Captain Trent, of the Winifredian, faced the question of maneuvering his big ship near enough to the freighter to throw a line aboard, or leaving her adrift another day and night, with the chances she might drift into an icefield or be set back on the shore by a change in the wind. He decided to try to put a line aboard the freighter, a difficult and delicate operation, and sufficiently dangerous. But he tackled it. Maneuvering near enough to the drifting freighter many, many times, only to be compelled to sheer off in a hurry, owing to some fluke of the wind, or some erratic movement of the helpless freighter. But with dogged determination and consumate skill he returned to the dangerous task, and at last, after eight or nine hours, a heaving line, flung from the stern of the liners, was caught by the men of the freighter. It took more hours of hard work to couple the Winifredian's hawser to the Oxonian's anchor chain, eleven hours in all.
Presently the fog shut down again and it was three more days before it cleared, and the Winifredian and her tow, arrived off this port, were joined by tugs, which took hold of the freighter astern, and steered her through the Narrows.
The Hamilton Spectator, 10 June 1922.
On 29 April 1922, Winifredian and Oxonian, in tow, finally arrived at St. John's, with the tugs John Green and Mouton astern and Hugh D. and Cabot ahead, Oxonian was straightened out to safely enter the entrance into the harbour.
Slowly the big liner, with her valuable prize, steamed thru the darkness, while thousands along the waterfront watched the daring display of seamanship, and held their breath as the danger spots were passed. The feat had never been attempted before and Captains Trant and Parry are deserving of all the praise that has been showered on them for the manner in which the Narrows were successfully navigated. Pilots Brown and Lewis and the tug screws are also worthy of praise for the manner in which their accomplished their part.
Evening Advocate, 1 May 1922
Winifredian was berthed at the A.J. Harvey wharf and the next day (30 April 1922), coaling her began, requiring 500 tons to top up her bunkers. More importantly, loads of corn, feed and hay were put aboard for the cattle. "The cattle on board both ships are in splendid condition, and only three perished since leaving, one on the Oxonian, and two on the Winifredian." (Evening Advocate). Provisions and groceries for the passengers and crew were also hastily put aboard and with coaling finished by 4:00 a.m. on 1 May, Winifredian was finally on her way to Liverpool at 8:30 a.m. with her 65 patient passengers, exhausted 130 officers and crew, 31 cattlemen and 848 hungry cattle. An extraordinary 12 days late, she arrived at Liverpool on the 8th. Oxonian, after repairs, left St. John's for Liverpool on the 17th.
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| Credit: The Boston Globe, 1 June 1922. |
With a quick turnaround to get back on schedule, Winifredian sailed from Liverpool on 13 May 1922 for Boston with 86 passengers, 12 returning cattlemen and a 1,000-ton cargo. After a mercifully uneventful crossing for a change, but delayed by fog off the Grand Banks, Winifredian was alongside her East Boston pier at 10:30 a.m. on the 26th. She left on 1 June a full ship with 133 passengers, the biggest (225,000 bushels) consignment of wheat since the war and 954 head of cattle.
Upon her arrival at Liverpool on 13 June 1922, Winifredian was drydocked for her annual overhaul, painting and, perhaps resulting from her strenuous Oxonian tow, "needed repairs to her engines." She would return to service with her sailing for Boston on 1 July.
The dawn of a new (and final) era for Boston liners began in 1922 with the introduction by Cunard of the 20,000 Scythia-class (Samaria and Laconia completing the trio) which would ply both the Boston and New York intermediate service, replacing the superb pre-war Franconia and Laconia. Modern and very up-to-date with oil-burning boilers and the latest in geared turbines, they paid a price for their innovation and had teething (literally) troubles with their gearing when introduced. When Samaria broke down shortly after departing Liverpool for Boston and had to abandon her voyage and return, her cargo was transferred to Winifredian which arrived on 12 July with 36 passengers, one stowaway and 31 returning cattlemen. "Passengers stated that the ocean was a smooth as mill pond all the way across, although the weather was cloudy and foggy much of the time." She brought in 1,391 packages of special freight from Samaria.
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| Credit: The Boston Globe, 19 July 1922. |
When she sailed for Liverpool on 18 July 1922, the Boston Globe, remarked: "The Winifredian has recently undergone extensive overhauling at Liverpool and is in splendid condition," and when Capt. Trant eased her off Pier 4, B&A Docks, at 3:00 p.m., she had 52 passengers of whom one, Mrs. Alexander Marius, wife of the late manager of Cunard Line, was making her 67th Atlantic crossing and another, N.E. Bartlett of Boston, was off on his 30th.
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| Credit: The Boston Globe, 13 August 1922. |
It was announced on 5 August 1922 that Winifredian's next departure from Liverpool, scheduled for the 9th, would be put back to the 12th, "due to the fact that she will load 7,000 tons of coal for Boston." Her sailing from Boston, originally on the 26th would now begin on the 31st. She would be one of no fewer than 11 steamers from England carrying between them 70,000 tons to alleviate a local shortage. The Boston Globe, referring to Winifredian, noted that "this marks the first instance on record of a passenger vessel bringing coal as a cargo."
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| Credit: The Boston Globe, 23 August 1922. |
Winifredian arrived at Boston on 23 August 1922 after another uneventful voyage and landed 88 passengers, most returning local tourists. Her 7,000 tons of English steam coal was discharged into lighters alongside and she had another 780 tons of general freight. Homewards on the 2 September, she had but 15 passengers and 1922 had nothing on 1921 for carryings.
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| Credit: The Boston Globe, 1 October 1922. |
With easily her best westbound list that year (131 passengers), Winifredian docked at Boston early on 1 October 1922, "after an excellent run from Liverpool despite a severe gale on Sept. 23 about 1,200 miles from Boston. It was the same gale which battered the Aquitania, and officers of the Winifredian got a glimpse of the big vessel after the tempest had abated. Winifredian rode the seas like a duck." (Boston Globe, 2 October 1922). Most of the passengers were returning from European visits, many commenting on the prevailing grim conditions on the Continent.
The Leyland Line passenger was a patient and understanding soul it appears and on 3 October 1922 it was announced that Winifredian's scheduled departure from Boston on 7th would be put back to the 10th, and with local cargo offerings meagre (only 50,000 bushels of grain and less than 1,000 tons of general cargo booked), she would additionally put into Halifax en route to Liverpool to load 15,000 barrels of apples. As it was, she not leave Boston until the afternoon of the 11th, by which time her local cargo had improved to 90,000 bushels of oats, 60,000 bushels of wheat, 300 tons of provisions and 2,000 barrels of apples and that was enough for anyone and the planned diversion to Halifax was scrubbed and it was "Liverpool direct," with 23 passengers.
Home for Christmas for her Boston passengers, even if more than a day late owing to northeasterly gales and heavy seas, Winifredian docked at Boston the afternoon of 21 December 1922; "While the weather was severe most of the way across, the trip was an enjoyable one for the passengers on the steady going liner," said the Boston Globe. She landed 22 passengers and 1,800 tons of cargo.
Winifredian completed
- 9½ round voyages Liverpool-Boston (2 eastbound crossings originated from New York) carrying 563 passengers westbound and 347 passengers eastbound for a total of 910 passengers.
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| Winifredian outbound in Boston Harbor. Credit: Mariners' Museum archives. |
1923
On her first sailing of the year, Winifredian was once again obliged to detour south to New York to load most of her cargo and all of her passengers. She sailed from Boston on New Years Eve for New York and left there on 6 January 1923 for Liverpool, direct, with all of three passengers, arriving there on the 18th.
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| Credit: The Boston Globe, 16 February 1923 |
Clearing the Mersey on 31 January 1923, Winifredian with 18 passengers who, after what the Boston Globe called a "wild passage," finally reached Boston, nearly four days late, late on 15 February, coming alongside Pier 4, B&A Docks, "hull and superstructure were whitened with snow and ice, and the decks were coated with frozen spray." From the time she cleared the Irish Channel, Winifredian "was beset by heavy weather. From Feb 5th to the 8th it was particularly severe, one gale raging 60 hours with ceasation and increasing to the violence of a hurricane. The progress of the vessel was cut down to two knots an hour, although the engines were going a full speed. Deck fittings were broken by the sea, but no one was injured." (Boston Globe, 16 February 1923). It was added that "Passengers declared the steamer was 'steady as a church' in turbulent seas, and there was no discomfort, although for days at a time she was battered with gales… the passengers all spoke in highest praise of Capt Trant, Purser Rankin and Chief Steward Maxwell."
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| Credit: The Boston Globe, 3 March 1923 |
Owing to her late arrival, Winifredian's departure for Liverpool was put forward to 3 March 1923 and she would go to Philadelphia to load cargo before returning to Boston. Winifredian left Boston for Philadelphia on 21 February and was one of but three Leyland liners to leave the port that day: Colonian for Liverpool and Manchester and Barbadian for Philadelphia, Baltimore and Norfolk. After loading at Philadelphia (including taking on 240,000 bushels of grain), Winifredian sailed for Boston where she arrived on 2 March. There, she loaded provisions, leather, machinery, cotton waste and 200 head of Canadian cattle and two valuable horses. With 23 passengers, she departed for Liverpool the following day. Among those aboard was D. Thomas Curtin, the war correspondent, who had been aboard for Winifredian's epic tow of Oxonian. Four ladies almost missed the boat, coming to Boston from Limerick, Maine, they had to ride 11 miles through heavy snow in a sleigh to the railroad and barely made the sailing. Winifredian was not finished with her East Coast perambulations and called at Portland, Maine, on the 4th to embark another 700 additional head of cattle.
The Gazette (Montreal) reported on 10 March 1923 that White Star Line were inaugurating a new Boston-Queenstown-Liverpool service "by the steamers Cretic and Winifredian, carrying cabin and third class passengers." Cretic, of course, was originally the Leyland liner Hanoverian, which after just three voyage went first to Dominion Line as Mayflower and then to White Star, After U.S. restrictions in immigration all but shut down demand for White Star's Mediterranean route on which Cretic had operated since 1903, she was surplus to requirements, and "in consequence of the demand for accommodation from the New England port during the coming season, the company has now converted her to a cabin ship."
Late again, this time by head winds off the Grand Banks and 36 hours of fog approaching Massachusetts Bay, Winifredian (from Liverpool 24 March) was finally landing her 41 passengers at East Boston at 9:00 a.m. on 6 April 1923, being due on the 4th. She landed 2,000 tons of cargo at Boston as well as "a very valuable Airedale terrier" and 16 homing pigeons. Once again, Winifredian would detour to Philadelphia to discharge 600 tons there and take on outbound cargo before returning to Boston for her sailing to Liverpool on the 18th. She left Boston on the 10th and arrived Philadelphia on the 12th but did not leave there until the 17th (having loaded 840 cattle, 1,202 sheep and 500 boxes of pork) so that Winifredian's departure for Liverpool was put back to the 21st. With 17 passengers, Winifredian was one of six liners to arrive or depart Boston within 30 hours of one another: Haverford, Megantic, Fort Hamilton, Carmania and Cameronia being the others.
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| Credit: The Boston Globe, 15 May 1923. |
The Wall Street Journal of 1 May 1923 announced revised plans by White Star for expanding IMM's Boston service. This would still employ Cretic, but now assigned to Leyland Line, and renamed Devonian (II), her original name of Hanoverian alas being "politically incorrect" after the war, joining Winifredian. Eastbound, both would call first at Philadelphia to load cargo, and embark passengers at Boston only. This new service would commenced with Winifredian from Liverpool on the 26th followed by Devonian on 13 June. This was officially announced on 9 May, "Local White Star-Dominion Line officials slate that there is considerable business moving this season from the New England States, both by way of Montreal and United States ports, and that heavy passenger lists are expected when the new Boston service commences. A particular feature of the new service is stated to be that although the Winifredian and Devonian are both large ships of 13,000 tons, they will carry cabin passengers only, and no third class. " (Gazette, 10 May 1923). Cretic which had made her last voyage to the Mediterranean in October 1922 and laid up since, was refitted at Liverpool starting in May with her Third Class space ripped out and restored back to the original cattle pens, accommodating 1,100 head. She would have one class cabin accommodation for 180 passengers.
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| Credit: The Boston Globe, 6 June 1923. |
One consequence of the addition of Devonian was that Winifredian would lose her longtime and legendary commander, Capt. A.V.W. Trant, to the new ship as Leyland Line commodore. When Winifredian sailed from Liverpool on 26 May 1923, she was commanded by Capt. William H. Harrocks, late of Davisian. Capt. W.H. Harrocks commanded Indian, Devonian and Bohemian during the war and had logged some 200,000 miles as a captain. Many of her other senior officers, too, went to the new ship including Purser J.H. Rankin, Chief Steward Alex Maxwell and Dr. Herbert Child. Winifredian's new Purser was W. Kennedy and S. McMinn, her new Chief Steward.
Under the new and severely restrictive Immigration Act in the United States, a quota for each country was set and owing to that already being exceeded for the month, Winifredian left with only 18 passengers. She arrived at Boston on 6 June 1923 and in addition to her passengers, some returning cattlemen and 500 tons of cargo, she 16 blue-ribbon hunters and polo horses, some record holding high jumpers. The voyage featured a dramatic range in temperatures, going cool and pleasant most of the way across and then very hot and humid the last few days. On what was now the usual routine, Winifredian sailed from Boston on the 8th for Philadelphia and took her time getting there, not coming in until the 11th. On her return to Boston, she went to the Hoosac Docks on the 19th to take on 128,000 bushels of Manitoba wheat and also 460 cattle. With a typical list well populated with students and tourists, Winifredian left Boston on the 22nd with 116 passengers.
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| Credit: The Boston Globe, 23 July 1923. |
Departing Liverpool on 11 July 1923, Winifredian had a bit of a contretemps en route owing to the confused state of American immigration regulations under the Quota act. When it was determined that she had 16 British subjects aboard intending to immigrate to America and the quota for that month was filled, she was ordered by IMM to proceed to Halifax to land them there. This, in turn, would delay her arrival at Boston from the 21st to the 23rd. She called at Halifax on the 21nd and made fast enough work on the passage to reach Boston on the following evening at 7:20 p.m., coming in with 17 passengers and 1,000 tons of cargo for that port and Philadelphia. She also disembarked 16 cattlemen.
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| Credit: The Boston Globe, 5 August 1923. |
Winifredian proceeded to Philadelphia on the 25th to land 500 tons of cargo and then take on 130,000 bushels of grain there and other cargo before returning to Boston on 2 August. When she left Boston for Liverpool on 4 August, the Leyland liner was loaded to her marks with 200,000 bushels of wheat, 600 tons of provisions, big consignments of cotton, wool, lumber and 700 head of cattle. She also had 48 passengers and among her cattlemen were a minister and five dentists. The tardy arrival of the final lot of 310 Canadian cattle delayed Winifredian's departure by a few hours, but she was finally off at 3:00 p.m.and arrived at Liverpool on the 15th. The Liverpool Daily Post of 23 August 1923, reporting on the efficiency of the port, noted that Winifredian's 5,960 tons of grain was discharged in just 21 hours, mostly by floatiing pneumatic suction elevators onto barges and thence to local mills. Liverpool was the biggest grain handling port in Europe at the time.
The Quota System, in addition to creating confusion, occasioned a beginning of the month rush to America to get in before the quota for each country was exhausted. Boston saw its fair share of this uneven westbound passenger traffic the first arrivals for September being Samaria, Winifredian, Haverford and Celtic and it was likely that others would be diverted from New York to alleviate crowding at Ellis Island including Carmania and Columbia.
On 2 September 1923 Winifredian, with 154 passengers (her single best list of the year), and, diverted from New York, Carmania with 1,122 Third Class, 344 Second and 38 First, arrived at Boston. Thick fog greeted both as they arrived off Boston Light the previous evening and it was not until noon the following day that Winifredian could dock. Also landing were 32 cattlemen, almost all college boys, including four from Harvard and one from Boston College. Capt. Horrocks reported "perfect weather from the time he left Liverpool, Aug 22, until he ran into fog off the New England coast Saturday." (Boston Globe, 3 September 1923). Homewards on the 8th, she had 22 passengers and 810 cattle and arrived at Liverpool on the 18th.
Winifredian had 62 passengers aboard when she passed out of the Mersey on 26 September 1923, of whom 54 were British and eight Americans, and 10 returning cattlemen. She arrived at Boston late on 6 October. Homewards, she was detailed to cover on White Star's New York-Liverpool service and left there on the 20th with 16 passengers, arriving on the 31st.
Unusual for the time of year let alone for a vessel of 24 hard years of service, but when Winifredian reached Boston, hours earlier than expected, at 8:00 a.m. on 4 December 1923, she was completing one of her quickest passages. "Because of exceptionally fine weather during the entire trip from the River Mersey, the Winifredian made one of the fastest passages in her career. Capt Harrocks said she actually ran away from him during the last 24 hours, hitting up a speed of 15 knots at times." (Boston Globe, 4 December 1923). It was noted that this was her 188th round voyage from Liverpool to Boston and to date, Winifredian had logged nearly 1,000,000 miles. She landed 1,000 tons of cargo and would, once again, be diverted to New York to fill-in on the White Star service, departing on the 15th with 13 passengers who just missed Christmas, arriving at Liverpool on Boxing Day.
In 1923,
Winifredian completed
- 7½ round voyages Liverpool-Boston (3 eastbound crossings from New York) carrying 339 passengers westbound and 257 passengers eastbound for a total of 596 passengers.
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| A splendid photo of Winifredian underway. Credit: Mariners' Museum archives. |
1924
That winter on the North Atlantic was more arduous than most with a very stormy January in particular. Winifredian which left Liverpool on 3 January 1924 and due to arrive at Boston on the 12th, wirelessed that day that she, "battling heavy westerly gales and high seas and would be at least five days making port." One only crossed the Atlantic in winter for purpose not pleasure and there were but four aboard to endure a terrible voyage. When she finally arrived the morning of the 17th, officers told reporters it was one of the roughest passages they had experienced, but the old Winifredian did herself proud through it all:
All the way from Liverpool the big vessel was battling with westerly gales, hurricanes and mountainous seas. Despite the tempestuous weather, the vessel came through unscathed.
Passengers spoke of the wonderful seagoing qualities of the steamer and her remarkable steadiness during the tempests.
Capt Harrocks said that he left Liverpool Jan 3 and was in the Irish Channel when the rough weather began. The force of the wind increased, until Jan 8 a full-fledged hurricane prevailed.
From noon that day until noon the day following the Winifredian only logged 90 miles. This was the lowest day's run, although there were several days when the distance, covered was less than 150 miles. All the while a riotous sea was running and the vessel was pounded by the mountainous waves, but not the slightest damage was received.
Boston Globe, 24 January 1924.
Winifredian had 1,000 tons of cargo to land and took on 80,000 bushels of wheat before proceeding to New York on the 19th whence she would depart direct for Liverpool. She and Devonian would both do so eastbound throughout the winter season and Boston passengers were provided rail tickets south to join the ships there. There were all of three of them for the crossing, beginning the 26th, and ending at Liverpool on 6 February. She landed 197 cattle there in addition to a fair cargo.
Departing Liverpool on 28 February 1924, a day late owing to a dockers' strike, Winifredian was further delayed en route by strong northwesterlies and heavy seas the last three days of the passage, so that she was two days late arriving Boston at 3:00 p.m. on 10 March. Among her 9 passengers was Capt. Henry R. Cayley, of Melbourne, who was returning from courses at Plymouth, and formerly the commander of H.M.S. Sydney which destroyed the German raider Emden in the Indian Ocean in 1914. After unloading some of her cargo, Winifredian would, this time, proceed to Philadelphia to discharge the rest and take on eastbound cargo there before heading back to New York and thence to Liverpool. She had 10 passengers from New York on the 22nd for Liverpool, reached on 1 April.
Winifredian which left Liverpool 12 April 1924 with 29 passengers for Boston where she arrived 23rd was again routed homewards via Philadelphia to work cargo and left there on the 29th for Boston whence she departed direct to Liverpool on 10 May with 30 passengers, "in a drizzle of rain and a light fog," (Boston Globe). More fulsome than the passenger list was the bill of lading which included 208,000 bushels of grain, 700 bales of cotton and 630 Canadian cattle which would be looked after by 28 cattlemen, including a number of students. Winifredian arrived at Liverpool on the 20th.
With Cunard and White Star's Boston services full restored, there was not much passenger trade left for Winifredian let alone the new Devonian. When Winifredian cleared the Mersey on 31 May 1924, there were only 20 passengers aboard. Of more interest were the 24 blooded horses, mostly hunters, consigned to Richard Sheehan of Dover, Massachusetts, which "stood the passage splendidly and were all landed in fine condition. " (Boston Globe). Arriving at Boston on 11 June, she also landed 1,000 tons of cargo.
As the big vessel drew out from her the students on board gave their college yells, while relatives and friends on shore shouted goodbys and waved flags and handkerchiefs. It was one of the most picturesque sailings of the season.
The Boston Globe, 29 June 1924.
Off to Philadelphia on 14 June 1924 for cargo working, when Winifredian sailed from Boston for Liverpool on the 28th, she finally could boast of a "full house," having aboard 158 passengers, indeed "carrying the largest number of girl students taken from Boston this year, observed the Boston Globe. There was a large group of Wellesley College girls and there appear to have been more collage boys getting aquainted with their 720 cattle as cattlemen than passengers, including undergraduates from Harvard, Williams, Yale and Dartmouth, one of the lads was said to be grandson of a millionaire Chicago meat packer. Many of the boys were working their passage over to see the 1924 Olympic Games in Paris.
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| Credit: The Boston Globe, 17 September 1924. |
Winifredian which arrived at Liverpool on 8 July 1924 appears to have been laid up in No. 1 Branch Huskisson Docks and joined there, too, by Devonian, as the cargo trade entered another of its slumps. It was not until 6 September that Winifredian sailed again for Boston and well patronised for her return with 155 passengers, mostly returning tourists, college professors, etc. Also aboard were 13 returning cattlemen, including five Harvard students. Winifredian arrived at Boston on the 16th and left four days later for Philadelphia and not sailing back to Boston until the 28th.
Winifredian's East Coast amblings would take on a more international character before finally heading back to Liverpool, as announced by M.H. Gault, freight manager of the White Star-Dominion Line, on 1 October: "In order to meet with the demand for cargo space we have been compelled to add three large freighters, namely the Devonian, sailing from Halifax Oct. 31 for Liverpool, the Winifredian sailing Oct. 6 for Liverpool, and the Novian sailing Oct. 28 from Halifax direct to London. The Winifredian will carry what is considered the largest single shipment of cattle to the United Kingdom this year. In addition to her general cargo she will carry over 500 head of cattle."
Winifredian left Boston on 4 October 1924 with 27 passengers including 9-year-old Carrie May Freer of Boston who was making the crossing unaccompanied and would be looked after by Chief Steward S. McGinn whilst aboard. Winifredian headed north to Halifax, arriving on the 7th where she loaded her 524 head of cattle, the first shipped from the port that season, and a large consignment of apples, and left at noon, augmenting her passenger list by nine. After a long time away, Winifredian was back in her homeport on the 15th.
"Strong winds and head seas encountered part of the way across," (Boston Globe) were enough to make Winifredian, which left Liverpool 25 October 1924, a day late reaching Boston in the early evening of 5 November. She brought in 26 passengers and 1,000 tons of cargo. When she left Boston for Philadelphia on the 8th, she still had 600 tons for that port and cleared there on the 13th for her return to Boston to finish loading an "exceptionally large general cargo." Sailing on the 19th, Winifredian had 9 passengers and 540 head of cattle and reached the Mersey on 1 December.
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| Credit: The Boston Globe, 24 December 1924. |
Home for Christmas seemed a reasonable expectation for the dozen passengers embarking Winifredian at Liverpool on 13 December 1924. She was due to arrive on the 23rd and her holds included a consignment of English plum puddings for the occasion. It being winter and the North Atlantic, the endeavour proved more challenging as reported by the Boston Globe on Christmas Eve with Winifredian still not making an appearance:
Rushing toward Boston in an effort to land her passengers in time to enjoy their Christmas dinner at home, the Leyland Line steamship Winifredian, Capt Harrocks, is expected to reach her berth tomorrow morning. The vessel left Liverpool in time to reach here yesterday had ordinary weather conditions prevailed, but a stiff northwesterly gale and head sea encountered the last part of the run hampered her progress and caused a delay of several hours.
A wireless message received at company's office today stated that the Winifredian would arrive off Boston lightship at 6:00 a.m. Thursday, which would bring her up to her pier about 8:30. The liner has a score of saloon passengers. She is also bringing a large general cargo, part of which will be delivered at Philadelphia.
Winifredian did indeed arrive as promised and if her dozen passengers lived in Boston, they were indeed home by Christmas or rather, on it.
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| Credit: The Gazette, 11 December 1924. |
It was announced on 10 December 1924 by White Star-Dominion Line that Devonian and Winifredian "have been allocated to the Canadian service." Thus the year ended on a note of uncertainty as to Winifredian and the historic Leyland Line Boston passenger service.
In 1924
Winifredian completed
- 6½ round voyages Liverpool-Boston (2 eastbound crossing from New York and one also from Boston/Halifax) carrying 255 westbound passengers and 246 eastbound passengers for a total of 501 passengers.
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| Winifredian in Boston Harbor. Credit: William B. Taylor photograph, Mariners' Museum collection. |
1925
The New Year began with Winifredian making her round of Eastern Seaboard ports and on 5 January 1925 she departed Philadelphia for New York whence she sailed on the 10th for Liverpool with 19 passengers and 473 head of cattle. On 1 February it was reported that a consignment of frozen English pheasants that had been landed at Philadelphia on her outward trip was languishing in customs as officials insisted the bird's plummage be removed, being worth twice the value of the birds themselves, and used as women's hat ornaments.
"After running through heavy fog for 48 hours," there were only nine passengers and seven returning cattlemen to land at Boston on 11 February 1925 when Winifredian docked there on her first westbound crossing of the year. She had 1,000 tons of cargo for the port and more to be landed at Philadelphia, and left for there on the 14th. There, she took on the largest (6,642 tons) shipment of wheat from the port to Liverpool in a long time. She returned to Boston for more cargo and sailed from there on the 25th for Portland where her arrival the next day occasioned the kind of reporting once afforded a ship's call in port, especially a rare visitor caller:
The Leyland Line steamer Winifredian dropped anchor in Portland Harbor this morning when all Portland was asleep. By the time the toilers were on their way to work she was docked at Grand Trunk Wharf No 3 where she is now loading cargo for Liverpool. She is taking the place of another ship in the Winter schedule of the While Star-Dominion Line and will probably sail from this port next Saturday. On January 31 the Winifredian sailed from Liverpool. All the way across she encountered exceptionally fine weather and arrived at Boston on Feb 11. At that port she discharged a portion of her inward cargo and then proceeded to Philadelphia where the balance was unloaded. After taking on part cargo at Philadelphia she went to Boston again and there more general freight was loaded Into her holds. Last night at 5 she sailed from the Massachusetts port steamed through along the coast, and arrived here early today. Contrary to previous reports she will not take out any passengers from Portland. It was announced that passengers from Boston would come here by train to embark for Liverpool but the only passengers which the steamer will take out are 715 head of Canadian cattle, which are due here from Montreal tomorrow. In the meantime general freight is being piled into her holds, so that, when she leaves Portland she will have about 2,000 tons beside that which was loaded at Philadelphia and Boston.
Evening Express, 26 February 1925.
Winifredian left Portland for Liverpool on 1 March 1925 with cargo and cattle but no passengers and arrived on the 11th. It was another long lay-up for Winifredian in Liverpool for all of spring and she did not resume service until her departure for Boston on 27 May.
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| Leyland Line finally got some advertising money it seems from IMM to promote their declining passenger trade with these attractive newspaper ads. Credit: The Boston Globe, 10 April 1925. |
Winifredian arrived at Boston on 8 June 1925 in company with Celtic from Liverpool and Leonardo da Vinci from the Mediterranean. Celtic had 28 First, 22 Second and 190 Third Class to land there before proceeding to New York and Winifredian, only 19. As it do often did, IMM had their component lines competing with each other and always to the advantage of White Star. The Leyland liner brought in 22 valuable blooded horses for breeding, "landed here in splendid condition." Leaving Boston for Philadelphia on 10th, Winifredian returned on the 19th to complete loading a capacity cargo.
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| Credit: The Boston Globe, 20 June 1925. |
Sailing for Liverpool on 20 June 1925, Winifredian even managed a good list of 62 on this classic beginning of summer sailing, with its usual predominance of college professors and students as well as a group of pilgrims from New York and Chicago bound for Lourdes and Rome. Not everyone was travelling for pleasure, S.W. Knight, a Salem manufacturer was off on business to England, Holland and France and embarking on his 92rd trip across the Atlantic. Winifredian had a full cargo including 750 head of cattle and almost all the cattlemen were university students, making it a true classic Leyland Line Boston summer departure.
Winifredian's 8 July 1925 sailing from Liverpool attracted just 11 passengers and she again arrived Boston the same day (19th) as Cedric with 53 First, 71 Second and 139 Third to land there. Homewards, on 1 August, there were 16 aboard. The Leyland Line passenger service, starved of modernisation and its traffic skimmed off by the new Cunarders as well as its fellow White Star competitors, was dying a slow death. Winifredian was, with Dominion's venerable Canada (dating from 1896) the last of the Victorian era liners sailing for major North Atlantic lines and trying to compete with their old-fashioned charms and dated comforts. Winifredian still had no running water in any of the cabins and her dining saloon retained the long communal tables and swivel chairs of her era and with Devonian, the last of the passenger carrying cattle boats. Many oldtime Bostonians would travel on no other steamer, but their dwindling numbers were reflected in the increasingly sparse passenger lists.
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| Credit: The Boston Globe, 7 September 1925. |
Despite another round of seamen's strikes, Winifredrian managed to sign up a fullish (being five short) crew and sail for Boston on 26 August 1925. Among her 81 (her best list that year) were two bridal couples; Prof. S.E. Morrison returning from a three-year professorship at Oxford, H. Stanilaus of the Boston Symphony and Prof. R.M. Field of Princeton returning from work abroad for the Smithsonian Institute. Among her 26 returning cattlemen of whom three were ministers and 15 college students including William Combs, Indiana University swimming champion, and James Hulick, Bucknall University star football tackle. Also aboard were 14 blooded horses, consigned to R. Sheehan, Dover, Massachusetts. Capt. W.H. Harrocks brought Winifredian alongside her East Boston pier on the afternoon of 6 September.
Winifredian left Boston on 9 September 1925 for Philadelphia, returning on the 17th. Once again, IMM had her hustle for full holds homewards so that when she cleared Boston on the 19th, she had nine passengers, she was bound for Halifax first to take on a large apple consignment, and proceed to Glasgow and then Liverpool.
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| Credit: The Boston Globe, 19 September 1925. |
The arrival of a big steamship of the Leyland Line and the departure of another from the East Boston terminal of the company within an hour made a scene of unusual activity in that part of the harbor today.
The Devonian, Capt Trant, came in from Liverpool shortly after 10 a.m. with 72 cabin passengers and a big cargo. The Winifredian, Capt William Harrocks, sailed at noon for Glasgow and Liverpool via Halifax, with a score of passengers and an exceptionally heavy cargo of apples and merchandise of a general character.
Boston Globe, 19 September 1925.
Winifredian had only eight takers for her unusual Boston to Glasgow and Liverpool via Halifax crossing beginning on 19 September 1925. After calling at Halifax on 21st-22nd, she made her maiden arrival at Glasgow on the 30th where she landed her "810 choice quality Canadian bullocks" at Merklands Wharf before finally returning to Liverpool on 3 October.
Giving her 12 passengers and seven returning cattlemen a nice fast trip, Winifredian, which cleared the Mersey on 10 October 1925, was alongside Pier 4, East Boston at dusk on the 20th. In her hold was 1,000 tons for discharge there and another 600 for Philadelphia where she arrived on the 26th. Winifredian passed out of Boston at noon on 4 November well-laden with 9,000 barrels of apples, 1,000 barrels of pears, cotton, wool and leather but just six passengers. Once again she would call en route at Halifax to load more apples and embark 720 Canadian cattle and left there on the 7th for Liverpool. When Winifredian arrived in the Mersey on the morning of the 16th, in company with Adriatic from New York and Doric from Montreal and Quebec, they were unable to reach Prince's Landing Stage owing to very heavy fog, "All the three liners, however, were riding at anchor safe and sound in the river, but the fog was too dense to permit of them coming to the Stage. During the afternoon they all landed their passengers at the Stage by tender. " (Liverpool Daily Post, 17 November 1925).
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| Credit: The Boston Globe, 23 December 1925. |
The year ended with Winifredian's annual "will she make it to Boston for Christmas" crossing, which this year left a day earlier, on 12 December 1925, to give her 23 passengers a better chance. Well, that year, "completing a pleasant voyage across the Atlantic," Capt. Harrocks had her tied up at Pier 4, East Boston, first thing on the 23rd with time to spare. Of the passengers, 15 were made up of just three families, including A.E. Johnson, Chief Officer of the Leyland Line steamer Median, his wife and three children. She brought in a good cargo totalling 2,000 tons for Boston and Philadelphia as well as prize English setter, consigned to a Boston man. Winifredian's officers and crew had Christmas in port before heading south to Philadelphia on Boxing Day.
In 1925
Winifredian completed
- 6 round voyages Liverpool-Boston (eastbound calling at Philadelphia (cargo) and Halifax (cargo/cattle)) carrying 155 passengers westbound and 92 passengers eastbound for a total of 247 passengers.
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| Winifredian at her East Boston pier, 11 July 1926. Credit: William B. Taylor photograph, Mariners' Museum. |
1926
On New Years Eve, Winifredian was clearing the Delaware River, bound for the Hudson and she sailed for Liverpool from New York direct on 9 January 1926 with 10 passengers where she arrived on the 20th.
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| Credit: The Boston Globe, 25 January 1926. |
Two capacious liners, which hitherto have been engaged in the cabin class of traffic, are thus placed at the disposal of the New England traveling public in a new (field that in the past.two years has opened the way to Europe to thousands of Americans of moderate means.
As tourist third-cabin liners the two ships will have increased stateroom accommodation, but will undergo no radical changes in equipment. Engaged in one of the oldest trans-Atlantic services out of Boston, they have always represented substantial comforts at moderate rates.
In size and construction the two ships are well adapted to the carrying of increased numbers. They have generous deck space and excellent public rooms. Both are large, and as they carry cargo, are notably steady at sea.
Boston Globe, 25 January 1926
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| Credit: Liverpool Journal of Commerce, 21 June 1926. |
It was announced on 25 January 1926 that beginning with the summer season, Devonian and Winifredian would be reclassified as Tourist Third Cabin only liners, effective with Devonian's 22 May sailing followed by Winifredian on 12 June. As such, they would be second and third such liners in the IMM fleet following the successful operation of Atlantic Transport Line's Minnekahda as a Tourist Third only ship since 1925.
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| Credit: The Boston Globe, 11 February 1926. |
Amidst all the advertisements and announcements regarding her transformation into a Tourist Third ship, was the reality that cargo and passenger trade on the Leyland Line Boston run was so diminished that Winifredian was laid up in Liverpool from 20 January to 22 May 1926 and Devonian idle for a similar period, both at No. Branch, Huskisson Docks. Winifredian was supposed to sail for Boston on 15 May, then 19 May but this amended on the 17th to the 22nd. On 23 April she was moved into the Canada Graving Dock for overhaul and painting and on the 29th alongside the North Side of No. Branch, Huskisson Dock, to begin loading for Boston and Philadelphia. The day before Devonian resumed operation, inaugurating the Tourist Third service, with her departure for Boston and with Winifredian maintain a three-weekly frequency in the summer and autumn.
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| Credit: Liverpool Journal of Commerce, 17 May 1926. |
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| Credit: Liverpool Journal of Commerce, 17 May 1926. |
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| Credit: The Boston Globe, 2 June 1926. |
"Passengers on the steamer reported an unusually pleasant trip. Games and entertainment were arranged by Purser William Kennedy," reported The Boston Globe on 2 June 1926 upon the arrival of Winifredian (Capt. William Harrocks), with 43 passengers, on her return to service and first voyage as a Tourist Third vessel. She also had a "large general cargo, including high-bred hunters from Marrow, County Cork, Ireland."
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| Credit: The Boston Globe, 12 June 1926. |
Thronged with tourists, the Leyland Line steamship Winifredian, Capt William Harrocks, pulled out from her berth at East Boston promptly at noon today and moved down the steam on he way to Liverpool. Hundreds of friends of the travelers waved bon voyage to the vacationists.
A majority of those sailing were women and most of them were on deck, waving flags and handkerchiefs.
The Boston Globe, 12 June 1926.
Making the usual roundtrip to Philadelphia for cargo working, Winifredian returned to Boston on 10 June 1926. When she sailed for Liverpool on the 12th day, it was like the good old days and every berth was taken with 156 passengers, with many professors, teachers and student groups. Among them was Prof. George D. Weston, of Harvard, and family and Prof. Norman Van de Voorde of the University of Chicago. "The Winifredian was thoroughly overhauled before leaving Liverpool on her last trip and is in splendid condition for a busy summer season. Her holds will be well filled with grain, provisions, New England manufactured goods and general merchandise when she starts on her passage across the Atlantic." (Boston Globe, 11 June 1926).
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| Credit: The Boston Globe, 2 July 1926. |
There had been little aspect of Boston life, being it academic, society or commercial, that Leyland Line and Winifredian were not part of. Except for an association with Edward A. Filene, whose famous department store and its trademark "Automatic Bargain Basement" had been a Boston landmark since its founding in 1881 by William Filene. That changed with the announcement in The Boston Globe on 2 July 1926 of the creation of "The Filene Plan" of inexpensive, all-inclusive three-week European tours, using IMM's expanded Tourist Third Cabin boats, from Boston, New York and Montreal from 24 July to 21 December. "In launching his plan, Mr. Filene visualized a one-class steamship, with good accommodations at moderate rates, for his vacation tours. The International Mercantile Marine Company had the type of ship he wanted, in the Minnekahda of the Atlantic Transport Line, plying between New York and London, and the Winifredian and Devonian of the Leyland Line, plying between Boston and Liverpool, the only three ships that are devoted to tourist third cabin travel exclusively." Of the five announced tours, one would be in Devonian 24 August and one in Winifredian 14 September. The tours, including five to nine days in England, inclusive of steamship fare, hotels and tours, would cost between $222-$258.
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| Credit: The Boston Globe, 12 July 1926. |
"Completing a smooth passage from Liverpool the Leyland Line steamship Winifredian warped into a berth at Pier 4, East Boston at 9 am yesterday, bringing 57 passengers, a large general cargo and a valuable whippet for a Boston banker, " (Boston Globe, 12 July 1926). Among the passengers were a group of American young men returning from studying at Oxford and Cambridge and F.F. Yates of Long Beach, California, on the last leg of a world tour than began from San Francisco on 3 November. Also aboard were 20 returning cattlemen. Capt. Harrocks cited heavy fog the last few days of the passage which delayed arrival by a few hours. "On July Fourth a special of deck sports was arranged by the ship's officers and a committee of the passengers and prizes were awarded for the winner in the various events. The ship's orchestra provided music for dancing on deck in the evening." (Boston Globe).
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| Credit: The Boston Globe, 23 July 1926. |
Winifredian made the usual run south to Philadelphia for cargo working, returning to Boston on 22 July 1926. She went out on the 24th with 104 passengers, including Mrs. M.W. Bean of South Natick, aged 80, making her annual roundtrip on the steamer.
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| Credit: The Boston Globe, 23 August 1926. |
There was a big returning vacationer crowd of 135 for Winifredian's 11 August 1926 sailing from Liverpool to Boston and 1,400 tons of cargo in her holds, including 1,366 bales of Egyptian cotton and 1,493 bales of wool. She docked at Boston on the 23rd and Capt. Harrocks told the Boston Globe reporter that headwinds the first few days of the crossing had put Winifredian back a few hours and she otherwise would have come in the 22nd.
It was a notable passage and one that those on board will long remember.
For the first time on any ocean liner a complete performance of Gilbert & Sullivan's H.M.S. Pinafore was given, Friday night, and was carried out with the smoothness of a professional production. The cast was drawn from the passengers and officers of the liner. Henry Gideon, choral master of Temple Israel, was in charge. With Mrs Joseph Cohen of 32 Milton road, Brookline, and Miss Rose Levine, secretary to Dist Atty Arthur K. Reading, both of whom have been taking a course in music in Paris, and Dr Herbert Child, surgeon on the Winifredian, in the principal roles the opera was a great success.
Rehearsals took place daily on regular schedule during the first eight days of the passage. Deck sports in the daytime and entertainments and a ball in the evening made the passage particularly enjoyable.
The Boston Globe, 23 August 1926.
After discharging most of her cargo, Winifredian left Boston on 25 August 1926 for Philadelphia and was back on 2 September for final loading for Liverpool. She left on the 4th with a good list of 81 passengers "and an exceptionally large cargo of a general nature," that included 10,000 boxes and 1,000 barrels of apples, 100 tons of provisions, 100 barrels of syrup, 1,000 bales of cotton waste, wool, leather and machinery. Among those aboard were Mr. & Mrs. L.R. Nash, who were very active in supporting disabled veterans of the World War and in their honor, Winifredian was "buzzed" by airplanes as she backed out of her East Boston pier. Winifredian would additionally call at Halifax to embark 519 head of Canadian cattle and 3,000 barrels of apples. Sailing from Halifax on the 6th, she arrived on the 15th.
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| Credit: The Boston Globe, 4 October 1926. |
"Ideal weather conditions" and an "exceptionally large list for this season of the year," were the pleasing qualities of Winifredian's next crossing from Liverpool, beginning 22 September 1926 and ending at Boston on 4 October where she landed 135 passengers and "an exceptionally large and valuable cargo." This including 2,350 bales of Egyptian cotton, 2,717 bales of wood, 150 bales of Peruvian cotton, 1,000 of hide cuttings, 2,100 cases of walnuts, 250 packages of machinery and 650 cases of Spanish and Egyptian onions Boston alone. She also land a valuable Irish hunting horse. Plenty of cargo was left in her holds for Philadelphia where she arrived on the 7th. Back in Boston by the 14th, Winifredian was the venue for Boston Teachers' Club reception, entertainment and dancing party alongside Pier 4, East Boston, 300 members being guests of the Leyland Line. On the 14th, it was announced that Winifredian and Devonian would be run all winter.
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| Credit: The Boston Globe, 15 October 1926. |
That the Tourist Third designation was a real spur to passenger bookings was shown when Winifredian cleared Boston at 3:00 p.m. on 16 October 1926 with 56 fares, an impressive number so late in the season. Of these, four-fifths were women, "an unusually large percentage," observed the Boston Globe. She broke the record for the biggest consignment of apples that season with 21,000 barrels which added to 160,000 bushels of wheat, provisions, match blocks, leather, cotton waste, machinery and general merchandise plus 275 head of cattle had the old veteran more than paying her way. She arrived at Liverpool on the 28th.
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| Credit: The Boston Globe, 21 October 1926. |
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| Credit: The Boston Globe, 19 November 1926 |
Even the inducements of Tourist Third Cabin were not enticing enough to get more than four takers for Winifredian's 6 November 1926 departure for Boston. Plus they were treated to a real late autumn crossing and on the 16th, Capt. Harrocks wired advising that strong heads would delay her arrival from Thursday morning (18th) to the midnight and alongside the following morning. She landed a good cargo including 6,100 bales of wool, the first consignment since the last London wool auction. She also augmented her passengers by two rather rare additions:
Two handsome specimens of Arctic owl were brought in today by the Leyland Line steamship Winifredian, which poked through the mist and made fast to her berth at Pier 4, East Boston, at 8:30 am. The capture of the two birds afforded much amusement to the passengers. The pair alighted on the forepeak last Monday morning when the liner was about 750 miles east of Boston and 400 miles from the nearest land. Although they were apparently exhausted from their long flight, they' put up a spirited battle when Purser William Kennedy attempted to capture them. The purser was reinforced by the ships surgeon, Dr Donald S. Greig, and together they pursued the birds from stem to stern. From the deck the birds would fly to the rigging and from the rigging to the deck.
The passengers gathered to watch the chase. Finally the purser and doctor gave up and the owls apparently had won. That night Quartermaster Patrick Doyle and seaman William Slade captured the pair by throwing a blanket over them. The birds have a spread of wings measuring over four feet, with snow-white plumage tinged with gray on their breasts. Their eyes are like bright yellow beads.
A pair of owls, similar in size and color, were brought in last Monday by the White Star liner Celtic. The owls are believed' to have been blown from their customary habitat by the heavy westerly gales which have been prevalent off Labrador and Newfoundland recently.
Boston Globe, 19 November 1926
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| Credit: The Boston Globe, 17 November 1926. |
After her roundtrip to Philadelphia, Winifredian returned to Boston on 29 November 1924. This time her annual Christmas voyage would to England rather than from it and when she sailed on 2 December, she had 16 passengers, and waited 30 minutes for one late arrival. Winifredian was fully laden with cargo including 100,000 bushels of Canadian wheat, 10,000 barrels of apples, frozen pigs, pork, wool, cotton, leather and 375 head of cattle so that she was drawing 31 ft. aft upon clearing the harbor. Winifredian arrived at Liverpool on the 14th.
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| Credit: The Boston Globe, 30 December 1926. |
Making another appearance in Boston Harbor before the month and year were out, Winifredian which left Liverpool on 18 December 1926, finally arrived the morning of the 30th, 36 hours late. Capt. Harrocks reported "gales and heavy seas prevailed much of the time during the trip across the Atlantic." Christmas had been celebrated at sea as described by the Boston Globe: "The steamer's lounge, music room and dining saloon were prettily decorated with holly and evergreen. Christmas was celebrated with an entertainment and special dinner. Gifts were exchanged among the passengers, officers and crew. " In addition to her three passengers, Winifredian landed 1,200 tons of wool, cotton, hides, "French goods" and sundries. Long a favourite on Winifredian, Chief Steward A. Maxwell, was back aboard after serving in Devonian.
In 1926
Winifredian completed
- 5½ round voyages Liverpool-Boston-Philadelphia (cargo only) with one eastbound crossing from New York carrying 377 passengers westbound and 413 passengers eastbound for a total of 790 passengers.
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| Winifredian sailing from Boston for Liverpool, 21 April 1927. Credit: William B. Taylor photograph, Mariners' Museum. |
1927
When Winifredian left Boston for Philadelphia on 3 January 1927, she would not be returning, and instead found herself again deputising on White Star's New York-Liverpool service for a single eastbound crossing. She sailed from Philadelphia for New York on the 8th and left there on the 16th with 16 passengers and docked at Liverpool on the 27th.
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| Samuel Cohen (left), English boys draughts champion, greeted by James J. Gallagher of the Wells Memorial Checkers Club, on arrival aboard Winifredian at Boston. Credit: The Boston Globe, 23 February 1927. |
The celebrities aboard Winifredian's 12 February 1927 crossing from Liverpool to Boston were the English and Scottish draughts (checkers) team bound for a series of matches in New York from 28 February-12 March, the first such international meet between British and American teams since 1905. Six English and six Scots comprised the British team. Hopefully the players managed to get in some practice games at the beginning of the crossing as the final four days encountered severe weather, "On Friday [18th] the gale was unusually severe and the liner pitched considerably, but came through without injury. Three of the passengers received slight scratches by being thrown about." (Boston Globe, 23 February 1927). Winifredian arrived at Boston on the 23rd and the draughts team met on the pier by Herbert Morrall, ex-President of the Boston Checker Club, and James L. Gallagher of the Wells Memorial Checker Club. Winifredian had 1,200 tons of cargo to land and some for Philadelphia.
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| Credit: The Boston Globe, 9 March 1927. |
East Boston's waterfront was all Leyland Line on 9 March 1927 with the arrival of Devonian from Liverpool at 9:30 a.m., docking at the eastside of Pier 4, and the departure of Winifredian for the Mersey at 3:00 p.m. with 13 passengers. Her already large cargo would be augmented by a call en route at Halifax where she embarked 400 Canadian cattle and she arrived at Liverpool on the 21st.
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| Winifredian at East Boston, 7 April 1927. Credit: William B. Taylor photograph, Mariners' Museum. |
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| Winifredian sails from Boston, 11 April 1927, for Philadelphia. Credit: William B. Taylor photograph, Mariners' Museum. |
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| Winifredian departs Boston, 21 April 1927, Mersey-bound. Credit: William B. Taylor photograph, Mariners' Museum. |
When the Commonwealth Dominion Line's Port Hardy developed engine trouble shortly after leaving Liverpool on 20 March 1927 for Boston and had to return to port, her cargo was transshipped to Winifredian to be taken out on the 26th. Due to arrive at Boston at 8:30 a.m. on 6 April, Winifredian was on time despite losing a blade from her propeller on the 1st. This was replaced during her Boston call. Returning to Boston on the 16th from Philadelphia, Winifredian left on the 21st with 48 passengers and a good cargo including 120,000 bushels of wheat, apples, provisions and matchwood.
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| Credit: The Boston Globe, 9 June 1927. |
Winifredian's 8 June 1927 departure from Boston had 166 aboard, her best eastbound list of the year, almost all tourists and many teachers and students. Her holds, too, were well-filled including 160,000 bushels of Canadian grain. She had a quick passage over, arriving on the Mersey on the 17th.
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| Credit: The Ocean Ferry, July-August 1927. |
Another fast passage ensued, Winifredian's best westbound crossing that season to date, from Liverpool on 24 June 1924, arriving Boston the morning of 4 July and landing 45 passengers and a pedigree Irish hunter.
A cheering crowd of relatives and friends of the passengers gathered on the end of Pier 4, East Boston, today to witness the departure of the Leyland Line steamship Winifredian, Capt William Harrocks, for Liverpool. Every berth reserved for the trip, and in the holds of the big vessel was a large cargo of grain and miscellaneous merchandise.
Boston Globe, 16 July 1927
Homeward on the 16th, there were 139 aboard, "a large group of professional folk, including college instructors, teachers and physicians, have booked passage, and many of those sailings will make the round trip to Liverpool and return." (Boston Globe, 15 July 1927).
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| Credit: The Boston Globe, 27 August 1927 |
Passenger carryings remained buoyant into late in the summer season and there were 119 aboard Winifredian when she cleared the Mersey on 5 August 1927, arriving at Boston on the 15th. Even eastbound on the 27th, she managed to attract 95 late summer vacationers.
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| Credit: The Boston Globe, 24 September 1927 |
Winifredian left Liverpool on 14 September 1927 with a excellent list of 166 passengers, mostly returning New England tourists. The crossing was marred by the sudden death, of heart disease, of Able Seaman Hugh T. Jones, on the19th. At noon the following day he was buried at sea, the ceremony presided over by the Capt. Harrocks and Rev. A. Whittemore, an Episcopal missionary returning from Liberia. On a light note, "On Friday night a carnival was held on board the ship, and the main saloon and lounges were decorated with flags and streamers. Entertainment was provided, and the ship's orchestra furnished music for dancing on deck, which continued until a late hour." (Boston Globe, 24 September 1927). Winifredian brought in a 1,100-ton cargo.
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| Credit: The Boston Globe, 26 September 1927. |
Amidst the encouraging passenger carryings that season came the surprising, even shocking, report by the Boston Globe on 26 September 1927 that Winifredian and Devonian would both be "placed the coming winter on the New York-Antwerp run, according to an announcement to be made by the International Mercantile Marine Company… their assignment to Antwerp is stated to be the result of a definite demand in Continental travel for vessels of this type. Up to date this class [tourist third cabin] of travel out of Antwerp for New York has been cared for in tourist third cabin Red Star liners carrying other classes." Winifredian would, after making her final Liverpool-Boston crossing, sail from New York on 19 November for Antwerp with Devonian following on 10 December. "Westbound, on certain trips the ships will call at Liverpool and Boston."
On what promised to be her final sailing from Boston to Liverpool (Devonian following on 29 October), Winifredian had 36 passengers when she pulled off her East Boston berth at 11:00 a.m. on 7 October 1927, arriving at Liverpool on the 18th.
On 29 October 1927 Winifredian sailed from Liverpool for Boston for the last time at least for the time being, with 44 passengers. Hitting rough weather en route, she was a full day in arriving on 9 November. "After combating easterly and westerly gales halfway across the Atlantic the Leyland Line steamship Winifredian. Capt William Harrocks, arrived this morning from Liverpool, bringing 50 passengers and considerable general cargo. Despite the boisterous weather, the first part of tha passage was an enjoyable one from the passengers standpoint. Deck games and entertainments were arranged and carried out, and there was no discomfort to the travelers." (Boston Globe, 9 November 1927).
After calling at Philadelphia, Winifredian arrived at New York on 15 November 1927. She left there on the 19th with 10 passengers on her first voyage to Antwerp via Plymouth where she made her maiden arrival the evening of the 29th, landing a few passengers and mail, before continuing to Antwerp where she arrived on 30th.
Winifredian sailed from Antwerp 9 December 1927, calling at Southampton 10-11th and docked at Pier 61 North River on the 22nd, landing 22 passengers.
In 1927
Winifredian completed
- 6 round voyages Liverpool-Boston-Philadelphia (cargo only) carrying 456 passengers westbound and 497 passengers eastbound for a total of 953 passengers.
- 1 round voyage New York-Antwerp carrying 10 passengers eastbound and 11 passengers westbound for a total of 21 passengers.
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| Winifredian at East Boston, 21 April 1927. Credit: William B. Taylor photograph, Mariners' Museum. |
1928
Winifredian's last year began on a note almost as desultory as her brief stint on the Red Star Line service which was paid out carrying cargo and mail only. She sailed from New York on Christmas Eve 1927 without passengers and called at Plymouth at 2:00 a.m. on 4 January 1928 to land 589 bags of mails and arrived at Antwerp on the 5th.
Making one more voyage on the Red Star berth, again without passengers, Winifredian departed Antwerp on 14 January 1928, and reaching New York on the 28th, docking at Pier 61 North River. Leaving there on the 31st, Winifredian passed the Lizard on 10 February and proceeded direct to Antwerp where she arrived on the 11th.
It was apparently planned to put Devonian and Winifredian back on the Liverpool-Boston run in March and advertisements in the U.S. press appeared in early March showing Devonian from Boston 4 April followed by Winifredian on the 18th. This was abandoned by the end of March and on 9 April 1928 Winifredian was instead advertised to sail from Liverpool for Boston and Philadelphia on 5 May, "cargo only") and then from 16 April, listed to carry passengers as well. Leaving Antwerp on the 14th for Liverpool, Winifredian was drydocked in Canada Dock on arrival and moved on the 23rd to Huskisson Dock berth 3 on the 23rd to begin loading for Boston.
Arriving at Boston for the first time in many months, Winifredian (Capt. William Harrocks) docked at Pier 4, East Boston at 8:30 a.m. on 15 May 1928, with 19 passengers. "She has recently undergone extensive reconditioning at Liverpool in preparation for the heavy summer travel to and from Boston," note the Boston Globe on her arrival. A later edition added that "placid seas and light breezes were reported" on the trip over. She also landed 1,500 tons of cargo plus some for Philadelphia, and 12 English hunting horses.
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| Winifredian on her second to last call at Boston, 27 May 1928. Credit: William B. Taylor, Mariners' Museum Collection |
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| Credit: The Boston Globe, 30 May 1928. |
It was a happy and prosperous first sailing from Boston since the previous autumn when Winifredian sailed at 3:30 p.m. on 29 May 1928, having aboard 157 passengers of whom was the traditional predominance for the season of teachers and students and a party of 56 tourists. She went out 30 minutes late waiting for a passenger coming from the British consulate having had to renew her passport there and there were two other late arrivals. In her holds were 150,000 bushels of grain, consignments of provisions, machinery, match blocks and leather.
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| Final sailing advertisement for Leyland Line from Boston, Credit: Portland Press Herald, 8 August 1928. |
However, The Boston Globe (30 May 1928) reported: "On account of the present depression in exports from this country the Winifredian will not return until September." Devonian would make two round trips on her own. Winifredian arrived at Liverpool on 8 June at 1:30 p.m. There, she was laid up at no.3 Branch, Huskisson Docks. On 1 August she was moved to Canada Dock and on the 24th, advertised to sail from Liverpool to Boston on 12 September.
Reporting that Winifredian was expected to dock at Boston, "tomorrow afternoon or Sunday," the Boston Globe of 21 September 1928 added it would "On what will probably be her last trip from Liverpool to Boston… Upon her return to Liverpool, the liner, which was for years one of the most popular steamers in the transatlantic service to Boston, will be placed out of commission. " She duly arrived on the 22nd, landing a good list of 134. Proceeding to Philadelphia (27 September-1 October), Winifredian returned to Boston on 3 October, coming alongside Pier 4, East Boston, to finish loading her final cargo for Liverpool.
Devonian having gone out of commission after her 15 September 1928 sailing from Boston, it was left, appropriately, to Winifredian to bring down the curtain not only on her remarkable 29-year duty on the route, but on the historic Leyland Line connection with the port.
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| Credit: The Boston Globe, 6 October 1928. |
On her farewell sailing from Boston the Leyland Line steamship Winifredian will depart from East Boston at 11 a.m. today for Liverpool, after a record unequalled in the transatlantic service to this port. For nearly 29 years the steamer has been operated on the Liverpool-Boston run without a serious accident, and during that time she has carried thousands of tourists from Boston and New England, many of whom would not cross on any other steamer. Upon reaching Liverpool the Winifredian will be retired from the line and her place taken by a more modern vessel. Capt William Harrocks, her commander, and W.C. Kennedy, purser, will, it is expected, be assigned to some other steamer In the Boston service.
The Boston Globe, 6 October 1928
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| Winifredian officers on her traditional open bridge the morning of her final departure from Boston. Credit: The Boston Globe, 6 October 1928. |
At 11:00 a.m. On 6 October 1928, Winifredian (Capt William Harrocks) eased off Pier 4, East Boston, Mersey-bound for the last time, with 54 passengers.
The Boston Globe, which so marvelously recorded the ship's entire career, aptly described Winifredian's final departure and a true end of not only an era but a North Atlantic legend of longevity and service on the same route:
On her last trip from Boston to Liverpool, in which service she has been operated 29 years, the Leyland Line steamship Winifredian took her departure from Pier 4, East Boston, at 11 a m. Capt William Harrocks, Purser W. C. Kennedy and other Officers, bade goodby to many friends who were on hand to witness the last sailing of the popular old vessel, Capt Harrocks was presented the first passenger list of the steamer from Liverpool to Boston, Oct 18, 1899, when she was a new ship and was making her initial passage in command of Capt George Muir. The Winifredian will be withdrawn upon reaching Liverpool and will be taken out of commission.
The record of the old liner in unparralleled. In her 29 years of service she has carried thousands of passengers and never had a serious accident.
Capt. Harrocks and staff will be assigned to other steamers and they all expressed the hope that they would continue in the Boston service.
The Winifredian is a four-masted steamer of 10,500 tons gross and apparently is still good for many more years on the water.
The Boston Globe, 6 October 1928
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| The End: Winifredian clears Boston Harbor for Liverpool for the last time on 6 October 1928, ending her 29-year carrer and Leyland Line's Boston passenger service. Credit: Leslie Jones photograph, Boston Public Library Collection. |
There was more farewell on the trip when Winifredian put into Halifax (7-8 October 1928) to take on a consignment of 8,000 of apples. A great Liverpool tradition ended at 11:00 a.m. on the 16th when the last of the Leyland passenger liners arrived in the Mersey from Boston. After disembarking her passengers at the Landing Stage, Winifredian went into no. 3 Branch, Huskisson Docks, joining Devonian there.
In 1928
Winifredian completed
- 2 round voyages Liverpool-Boston carrying 153 passengers westbound and 188 passengers eastbound for a total of 341 passengers.
- 1 round voyage Antwerp-New York carrying cargo and mail only.
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| Leyland's 1927 sailing list rather curiously featured New York's Brooklyn Bridge and Winifredian in the East River with wonderful if fanciful artwork by Walter Thomas. Credit: eBay auction photo. |
1929
When White Star's Celtic went aground on Roches Point, Queenstown on 10 December 1928, it was reported in the Liverpool Journal of Commerce that Winifredian would be reactivated to take her sailing from Liverpool on the 15th for New York and was taking cargo at Huskisson Docks, but passengers were offered other alternate sailings. Wonderfully back under the command of Capt. A.W.V. Trant one last time, Winifredian sailed the morning of the 15th and arrived at New York on Boxing Day. Departing there on the 30th, she returned to Liverpool on at midnight on 8 January 1929 and berthed at no. 2 Gladstone Dock the following morning. Among the cargo she discharged was 2,303 bales of cotton and 441 boxes of meat.
This unexpected voyage would be Winifredian's last and extend her active career into three decades. Of her era, only Oceanic Steamship's Sierra, Sonoma and Ventura and Dominion's Canada endured longer on the same route, a remarkable achievement.
Italian scrappers have purchased the famous old Leyland liner Winifredian, and a very familiar figure on the Western Ocean passes with her end. She was built by Messrs. Harland & Wolff, of Belfast, for the Leyland Line, in 1899, a twin-screw ship of 10,422 tons, specially design for the service between Liverpool and Boston, and a great favourite on that route. In design she followed the lines which Harland and Wolff had made so popular, a full-bodied hull with a single funnel and four masts, a comfortable 15 knots speed, and stowage for a large quantity of cargo in addition to excellent passenger accommodation on a moderate scale… On this service her unusual steadiness, big public rooms, ample deck space made her very popular.
Liverpool Journal of Commerce, 19 April 1929.
On 16 February 1929 Winifredian was shifted to Canada Dock. She was next reported to have arrived at Cardiff on 6 April and on the 11th, the Liverpool Journal of Commerce reported she was there to load coal for Genoa and "has been sold to Messrs. Ditta Luigi Pittaluga of Genoa, to be broken up." She fetched £24,700. The now Italian registered Winifredian left Cardiff for Genoa on the 27th with 11,495 tons of coal, a final chance for her to prove her Big Ship cargo capabilities. She passed Gibraltar on 3 May and that was the last recorded of her in the English press.
Thirty years old she had faithfully served Boston for 23 of them and had become the 'old faithful' of that port. It had by then sadly declined as far as passenger services were concerned. In former years before the war far larger and finer ships than the Winifredian had served it, including Cunard's Saxonia, Ivernia and Carpathia, the fine new pair Franconia and Laconia, specially built for the route, White Star's Republic and Arabic, and the Hapag's Cleveland and Cincinatti.
But of them all, the Winifredian had provided the longest and most unbroken service and her tall pink funnel was as well-known and a welcome a sight in Boston as it was in the Mersey. Four years after the old ship's demolition the Leyland Line had practically ceased to exist.
J.H. Isherwood, Sea Breezes, January 1964.
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| The final Leyland Line sailing announcement for the last voyage from Liverpool to Boston by Nevisian, 10 February 1934. Credit: Liverpool Journal of Commerce, 10 February 1934. |
On 15 November 1933, the International Mercantile Marine sold seven Leyland Line cargo steamers, totalling 45,130, and the rights to the West Indies/Gulf of Mexico- U.K. rights to Harrison Line. The historic Boston service was the last to go, the following year, with Nevisian (1912/6,369 grt), Capt. T. Williams, making the last sailing from Liverpool on 10 February 1934, arriving at Pier 4, East Boston, on the 22nd, and returning home via Philadelphia, Baltimore and Norfolk. She docked at Liverpool on 25 March. Leyland was wound up by 1935 with the disposition of the Red Star liners Westernland and Pennland under which they had been registered since 1929.
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| Winifredian at Sea, June 1905. Credit: William B. Taylor collection, Mariners' Museum. |
s.s. Winifredian (1898-1929)
185 commercial round voyages Liverpool-Boston
1 commercial round voyage Antwerp-New York
10 commercial round voyages (cargo only) Liverpool-Boston/New York
1 commercial round voyage (cargo only) Antwerp-New York
Total estimated nautical miles steamed: 1,237,734
Total estimated passengers carried: 18,481
s.s. Devonian (1900-1917)
133 commercial round voyages Liverpool-Boston carrying 10,357 passengers
21½ commercial round voyages (cargo only) Liverpool-Boston/New York
Total estimated nautical miles steamed: 966,872
Total estimated passengers carried: 10,357
The Good Old Winifredian
You may talk of the Majestic, the largest ship afloat,
A veritable "Palace of the Sea,"
And all her many wonders on which modern people dote.
But, the good old Winifredian for me!
Perhaps she is old-fashioned-- not strictly up-to-date,
Well, that's the sort that I am, don't you see?
I don't enjoy a rush and fuss-- like just a steady gait,
So, the good old Winifredian for me!
The captain and the passengers, the officers and crews,
The doctor and the purser, I'll agree,
All combine to make one comfortable, and keep one happy, too,
Ah-- the good old Winifredian for me!
And when on Monday morning the time has come to part,
Mixed in with happiness will be,
A little twinge of sadness, and I'll murmur in my heart,
YOU LOOK GOOD, WINIFREDIAN, to me.
Mrs. Maud Hallop
Winthop, Mass.
Passenger aboard Winifredian
Boston-Liverpool November 1924
Built by Harland & Wolff, Belfast, yard nos. 324 (Winifredian) and 331 (Devonian).
Gross tonnage 10,405 (Winifredian)
10,418 (Devonian)
Length: (o.a.) 570 ft.
(b.p.) 552.5 ft.
Beam: 59.3 ft.
Machinery: single-screw triple-expansion 33", 56" and 94" with 66" stroke, two
double-ended and two single-ended boilers 200 psi, coal-burning, 5,500 ihp
Speed: 14 knots service
15.5 knots trials
Passengers: 140 First Class (as built)
The American Line, 1871-1902, William Henry Flayhart, 2000
The American Peril: Challenge to Britain on the North Atlantic, 1901-04. Vivian Vale, 1984
More Days, More Dollars, A History of the British Merchant Navy, Vol. Four, Richard Woodman, 2003
Facts for Travellers, IMM, 1908
J.P. Morgan and the Transportation Kings: The Titanic and Other Disasters. Steven H. Gittleman, 2012
Merchant Fleets, Vol 2.,Duncan Haws, 1979
Merchant Fleets, Ellerman Lines, Duncan Haws, 1989
The Merchant Navy, Vol. 3, Spring 1917-November 1918, Sir Archibald Hurd
My Summer in Europe, Harry Lyman Koopman, 1910
North Atlantic Seaway, Vol. Three, N.R.P. Bonsor, 1979.
ABC Pathfinder Shipping & Mailing Guide 1903
American Weekly Reviews of Reviews
The Baptist Missionary Magazine
Canadian Shipping and Marine Engineering
Engineering
Harvard Graduates Magazine
The Harvard Illustrated Magazine
Mexico Illustrated
Moderator Topics
Sea Breezes
Snow's Pathfinder Railway Guide
Syren and Shipping
Travel Magazine
Belfast News-Letter
The Boston Globe
Boston Evening Transcript
Boston Post
Daily Mirror
Daily Telegraph & Courier
Evening Advocate
The Evening Mail
Evening Standard
The Guardian
The Hamilton Spectator
Illustrated London News
Liverpool Daily Post
Liverpool Echo
Liverpool Journal of Commerce
Liverpool Mercury
Liverpool Shipping Telegraph and Daily Commercial Advertiser
Lloyd's List
New York Times
North Adams Transcript
The Morning Post
The Province
Rutland News
Sheffield and Rotherham Independent
The Sphere
Transcript-Telegram
Western Mail
https://www.angloboerwar.com/
https://www.digitalcommonwealth.org/search
https://digital.library.mcgill.ca/penfieldfonds/fullrecord.php?ID=8790&d=1
https://www.ggarchives.com
https://www.historicnewengland.org/
https://hec.lrfoundation.org.uk/
https://catalogs.marinersmuseum.org/search
https://medium.com/@TVRPGhistory/monopolizing-the-atlantic-9f786cb0d734
https://collections.nationalmuseumsni.org/results
https://saintsbysea.lib.byu.edu/
http://www.searlecanada.org/volturno/volturno01.html
https://www.shipsnostalgia.com/
https://www.tynebuiltships.co.uk/
A special note of acknowledgment to The Boston Globe's superb shipping columns during this period, surely among the finest of all newspaper reporting of a port and its ships and invaluable in the telling of the story of these ships.
Additions/Corrections/Contributions welcomed
contact the author at posted_at_sea@hotmail.com
© Peter C. Kohler
