To Dixie's Land
I'm Bound to Travel
Away, Away, Away Down
South in Dixie.
Dixie's Land, Daniel Decatur Emmett, 1859.
When the Dixie was finally floated and towed to New York to be reconditioned, we said that only a ship of the stoutest and soundest construction could have lived through the hurricane, and that for that reason when returned to service to she should become as popular as before. We repeat the prediction.
The Dixie should have a warm welcome when she sails into New Orleans next week. The city is to be congratulated on the fact that she has been recommissioned and the Southern Pacific's fine coastwise service is to be resumed on its former fine scale.
New Orleans States, 12 December 1935.
One of the most popular passenger liners in the country, the Dixie had a meteoric career from the time she was commissioned and placed in the New Orleans and New York service nearly 13 years ago. Her cabins were full on every voyage, her passengers came back for second and third trips.
Sunday Item-Tribune, 23 February 1941.
Discover the Good Ship Dixie and "100 Golden Hours at Sea" that once linked Manhattan with the Mighty Mississippi and united Yankee with Dixie's Land.
s.s. DIXIE 1928-1941
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| Dixie, by Fred J. Hoertz. Credit: Swann Galleries. |
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| Dixie outbound in New York, late 1930s. Credit: Roger Scozzafava photograph. |
The Morgan Line has been operating between New York and New Orleans since 1876. In the flight of that long time it has constantly increased in popularity. Many years ago, at the conclusion of a voyage between these ports on one of the Morgan Line steamers, a delighted passenger declared that he had just spent 'one hundred golden hours at sea.' This apt remark became a slogan of the line and it frequently finds it way into letters of commendation written by other equally delighted voyagers.
The last word in the subsequent development of this service has been expressed in the new passenger and freight steamship Dixie. This new ship was built at a cost of nearly two and half million dollars, and the perfect behavior of the vessel from the start has fulfilled the expectations of her builders and owners.
Morgan Line brochure
Dixie was the bookend to a remarkable, transformational life's work of one individual. Rightly called the father of American coastal shipping and credited, too, with originating the entire transportation infrastructure of the Southwest, the story of Charles Morgan (1795-1878) is, in relation to the story of the last vessel with links to him, remote enough to be summarized, more than adequately, by this citation by the Texas State Historical Association:
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| Charles Morgan, 1795-1878. |
Charles Morgan, shipping and railroad magnate, was born on April 21, 1795, in Killingworth (presently Clinton), Connecticut, the son of George and Betsey Morgan. He moved to New York City at the age of fourteen and soon began a ship chandlery and import business. That venture led to investments in merchant shipping and ironworks and to management of several lines of sailing and steam packets trading with the South and the West Indies. In 1837 Morgan opened the first scheduled steamship line between New Orleans and Galveston. From that axis he expanded his regular service to Matagorda Bay ports in 1848, Brazos Santiago in 1849, Vera Cruz in 1853, Key West in 1856, Rockport, Corpus Christi, and Havana in 1868, and New York in 1875. He was also both partner and rival of Cornelius Vanderbilt in attempts to establish an isthmian transit across Nicaragua in the 1850s.
During the Civil War Morgan's vessels were seized or chartered for military and naval service by both sides, but he profited from wartime charters and machinery contracts and resumed his regular routes in 1866. As before the war the Morgan Lines dominated intra-Gulf trade through excellent service and his possession of exclusive United States mail contracts. Much of Morgan's postwar career was devoted to integrating his water lines with rapidly developing rail carriers in Louisiana and Texas. He was also deeply involved in the interport rivalries of New Orleans, Mobile, Galveston, and Houston.
Among railroads, he organized, reorganized, and managed the New Orleans, Mobile and Texas, the New Orleans, Opelousas and Great Western, the Louisiana Western in Louisiana, the Gulf, Western Texas and Pacific, the Houston and Texas Central, the Texas and New Orleans, and associated lines in Texas. In the 1870s he also built, at his own expense, Houston's first deepwater ship channel to the Gulf. In 1877 he established Morgan's Louisiana and Texas Railroad and Steamship Company as a holding company to control and operate his integrated water and rail services.
The system was absorbed under lease by the Southern Pacific Company between 1883 and 1885. On July 5, 1817, Morgan married Emily Reeves; they had five children. After her death in 1850, he married Mary Jane Sexton on June 24, 1851. He died on May 8, 1878, in New York City.
Texas State Historical Association
One of the last American steamship lines to bear the name of its founder, the Morgan Line was both a tribute and an exemplar of both Charles Morgan and the age in which he lived. It was one of the true pioneers both of American coastwise shipping, and what is now known as "integrated shipping," being linked to Morgan's railroad enterprises, opening up the great American Southwest to the Age of Steam during the astonishing three decades before the Civil War that saw the United States expand both geographically and commercially westwards. The heart of the line lay in the Gulf of Mexico, to which Morgan introduced steam navigation, created most of the port infrastructure of the Texas and furthered that greatest of all southern ports, of river and sea, New Orleans. Here was American enterprise achieved by rail and ship that was bold in concept and determined in execution that as its result, the welding of the South and Southwest to the chain of commerce of the Republic from North River to Mississippi River and into the Gulf of Mexico.
Morgan, in cooperation with business partner James P. Allaire started the first regular coastal steamship service on the Eastern Seaboard of the United States in 1834, between New York and Charleston, S.C., using side-wheel steamers with single-expansion engines. The New York Steam Packet Line commenced operations with the sailing on 1 March of "splendid new steam packet William Gibbons" from New York for Charleston and "the favorite boat," David Brown, from New York on 8 March and maintain weekly sailings. The route, fraught with dangerous navigation and weather hazards, resulted in the litany of shipwrecks (including the loss of Home off Cape Hatteras in October 1837 with the loss of nearly 100 souls) and resulting bad publicity, that forced the withdrawal of the service in 1838.
The line's association with Texas would proved its most enduring and pioneering and introduced the Morgan Line name as well as bringing steam navigation to the Gulf of Mexico. The first voyage credited to Morgan Line was by Columbia, which arrived at New Orleans on November 18, 1837, and made its maiden voyage to Galveston on the 25th. She was soon joined by New York on what quickly became a hugely popular and profitable route. The company secured a mail contract from the U.S. Government in 1845 when Texas joined the Union and went on to earn enormous profits during the ensuing Mexican-American War
I would advise all travellers to beware of Harris' & Morgan's line of Texas packets, for they treated us like dogs.
Very respectfully yours, S.
The Concordia Intelligencer, 7 April 1849
By now, Morgan's shipping interests were centered on the Gulf of Mexico, from New Orleans to Texas. In this, he partnered with Israel C. Harris, his son-in-law, who handled the New Orleans side of what was titled Harris' & Morgan's Line of Texas Packets. In 1849, unwilling to pay high port charges at Lavaca, Morgan built Powderhorn, which grew into Indianola, principal port for the line. and the chief port of the line. In 1858, Harris' & Morgan's maintained three sailings a week from Galveston and two from New Orleans, and by 1860 the company had a monopoly of coastal shipping.
During the ensuing Civil War, 1861-1865, Morgan's ships were seized by the Federals or Confederates and much of the railroad network was ravaged by war and overuse. Yet, Morgan, whose new shipyard enterprises had made enormous profits during the war, stepped in to buy many rail lines in the South at post-war distressed prices, rebuilding and integrating them into his ever expanding network.
When Harris passed away in 1867, another son-in-law, Charles A. Whitney, stepped in to handle Morgan's steamship interests and also his expanding railroad empire, both in the South, and with connecting shipping services, to Mexico and Cuba. In the 1870s pooling agreements were worked out among Morgan's Louisiana and Texas Railroad and Steamship Company, the Louisiana Western Railroad Company, and the Texas and New Orleans Railroad. In the late 1870s Morgan worked with E. W. Cave to make Houston an inland port with better facilities, creating the ship first channel into the port. Morgan had pioneered the progenitor of the modern intermodal cargo shipping concept. Now it was time to extend the links north and reinstate the New Orleans to New York steamship route.
When Mr. Morgan's new steamship line from New York to Brashear was first spoken of, and our merchants were apprehensive that it would affect the cotton and sugar trade of New Orleans, we endeavored to demonstrate the emptiness of such fears. And so far as the great staples are concerned we have had no reason to change our views. The projected line has since become a reality, the pioneer ship sailed on the 21st inst. with some hundreds of tons of freight, and|the enterprise, now fairly inaugurated, will henceforward be prosecuted with the energy, perseverance and consummate ability which are conspicnous in all Mr. Morgan's undertakings.
Times-Picayune, 29 July 1875.
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| The paddle steamer Hutchinson by Capt. William Lindsay Challoner. Credit: Mariners' Museum. |
The steamer Hutchinson sailed from Brashear (later renamed Morgan City) on 21 July 1875, followed by W.G. Lewis on 1 August. With a depression in 1874, Morgan was now competing on a route already served by Mallory, Cromwell and Merchants & Miners, resulting in protracted rate war. As so often, Morgan won the day, and when Mallory and Merchant Miners abandoned the New York-New Orleans route, Morgan switched its terminal to the Crescent City and Morgan and Cromwell content to share the business between them.
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| One of the first screw steamers of the line, Morgan City, which ran on the New York-New Orleans route. Painting by Antonio Jacobsen. Credit: eBay auction photo. |
The myriad Morgan enterprises were finally unified corporatively with the formation of Morgan's Louisiana and Texas Railroad and Steamship Company in 1877, but the following year, the great man passed away. His son-in-law, Charles A. Whitney, continued to run the business until his death in October 1882.
Morgan's heirs had neither the desire or ability to continue to run the vast enterprise the patriarch had created and in 1883 the majority of shares in the company were sold to Collis P. Huntington who seamlessly melded the Morgan Line, Louisiana and Texas Railroad and Steamship Co. into his Southern Pacific transcontinental railroad which reached El Paso, Texas from California in 1880 and extended to New Orleans in 1883. The first S.P. train from New Orleans reached San Antonio on 6 February and from San Francisco on the 7th. Southern Pacific's new "Sunset Route" proved instantly popular, both with passengers and freight and Morgan pioneering of an intregated rail-sea freight and passenger network found its ultimate realization.
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| One of the first of the new generation of Morgan liners, El Sol, depicted in a company poster. Credit: Mariners' Museum. |
The resources of Southern Pacific and the expanded business that its incorporation into its new transcontinental network transformed the Morgan Line and a new generation of ships assumed their own distinct character and qualities, making them both instantly recognizable and ranking them as among the most graceful of American merchantmen of their era.
In 1884, the Eureka, El Dorado and El Paso were built; in 1886, the El Monte, and in 1889 the El Mar. These were 14 knot ships of thirty-five hundred (3500) tons. They were followed in 1890 by the El Sol of forty-five hundred (4500) tons, with speed of 15 knots. At this time contracts for three more ships of the El Sol class were let, the El Norte, El Sud and El Rio. These ships were built and placed in commission as rapidly as possible. The last four ships were taken by the Government during the Spanish-American War and converted into cruisers. They proved so adaptable for the service that when the war was over the Government would not release them. This, of course, crippled the line and more vessels had to be built to replace them. In the meantime, the steamships New Orleans, Knickerbocker and Hudson were operated under charter. In 1899 and 1901 contracts were let and the El Norte, El Sud, El Cid and El Rio were built as rapidly as possible, followed right along by the El Valle, El Dia, El Siglo and El Alba all of the same design.
Southern Pacific Bulletin, February 1922.
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| Showing the long and graceful lines that characterised Morgan boats, El Valle at her builders in Newport News. Credit: Mariners' Museum. |
In common with the other coastal lines, it developed, early in its career, a distinctive type of vessel, peculiarly fitted to its requirements the older Morgan liners at present in service can be recognized as far as they can be seen-but aside from their particularly distinctive appearance, the Morgan ships are deservedly known as vessels of particularly high class, both as regards hull and machinery design and construction, and the thorough and efficient manner in which they have been maintained in service.
Of these older type vessels-there are several of them still in operation-the first were built at Cramp's in the 80's. With the opening of the Newport News yard, about 1890, by the same financial interests which were back of the Southern Pacific Company, the building of Morgan ships was taken up by that company and, until quite recently, all of these vessels were built at the Virginia yard. The oldest which are still in active service are the El Sud and El Norte, built at Newport News in 1899.
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| Builders model of El Sud. Credit: Mariners' Museum. |
Marine Engineering & Shipping Age, February 1925.
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| Excelsior on her maiden voyage as a passenger liner, January 1901. Credit: eBay auction photo. |
The early 20th century saw considerable expansion of Southern Pacific's Atlantic Coast steamship operations. In 1900, amid the enormous increase in American commercial interest and travel to Cuba following the Spanish-American War, a new high quality passenger service was begun between New Orleans and Havana employing the former freighters Chalmette (1879) and Excelsior (1882) which were extensively rebuilt to carry 100 passengers each. The now 3,205-grt Chalmette made her maiden voyage to Havana on 18 December 1900 followed by the 3,542-grt Excelsior on 4 January 1901.
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| The former Cromwell Line s.s. Proteus in Morgan Line colors, by Antonio Jacobsen. Credit: invaluable.com |
With the acquisition of the Cromwell line by the Southern Pacific interests, the carrying of passengers as well as freight was undertaken by the Morgan line. Of the Cromwell ships, the Comus and Proteus were, so far as their hulls and machinery were concerned, duplicates of the Morgan freighters. The other combined passenger and cargo ships, the Momus and Creole, are larger and of greater power and speed.
Marine Engineering & Shipping Age, February 1925.
In August 1902, a direct New York to Galveston cargo service was begun, complimenting that to New Orleans, and using three ships. Southern Pacific also bought out the Cromwell Line, dating from 1880, and long Morgan's chief rival on the New York-New Orleans route. This added the famous Louisiana (1880/2,849 grt) which held the speed record on the route for many years and a pair of fine liners, all Newport News-built: Comus (1900/4,428 grt) and Proteus (1900/4,836 grt). The addition of these ships enabled Louisiana to be redeployed on the New Orleans-Havana run. Finally, in 1903, the line's New Orleans terminus was shifted across the Mississippi River from Algiers to New Orleans.
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| The magnificent Momus of 1906, lead ship of a trio (Antilles and Creole being the others) that introduced a new era to Morgan Line and the largest vessels yet built for a U.S. coastal service. Credit: eBay auction photo. |
Indicative of good business, Southern Pacific made its greatest investment in Morgan Line with the construction of a remarkable trio of new vessels, far and away the largest and finest yet built for American coastal service: Momus (1906) and Antilles (1907), both 6,878 grt, 440 ft. x 53 ft.) and built by Wm. Cramp & Sons, Philadelphia, with accommodation for 152 First, 58 Second and 250 steerage and powered by single-screw triple-expansion steam engines giving 16 knots) and Creole (1907/6,754 grt, 440 ft. x 54 ft.), built by Fore River Shipbuilding, with berths for 190 First and 500 steerage. Creole broke new ground being the first twin-screw turbine-powered American liner, but her Curtiss turbines were never satisfactory and replaced by triple-expansion machinery by Cramps in 1909. This splendid trio will be afforded their own monograph on this site in due course.
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| Advertisement, 1907 mentioning the "100 Golden Hours at Sea" booklet which established the phrase describing the New York-New Orleans run. Credit: Periodpaper.com |
First appearing in the San Francisco Examiner on 13 October 1907 and used as the title of a new promotional booklet by the same time, "100 Golden Hours at Sea" was originally coined by a passenger writing an appreciative letter to management of his voyage. It summed up what, too, was a Golden Era for the Morgan Line New York-New Orleans, a veritable Belle Epoque which thrived up to the American entry in the First World War in April 1917 and reflected not only in thriving passenger trade but the wonderfully illustrated material to spur it.
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| El Mundo, one of a quartet of fast, high capacity freighters built in 1910, as painted by Antonio Jacobsen. |
Freight carryings went from strength to strength and in 1909, the first modern, high deadweight capacity fast cargo steamers, capable of 15.5 knots and with a 6,400-dwt capacity were ordered and delivered the following year: El Sol, El Mundo, El Oriente and El Occidente.
In 1912, El Sud, El Mundo, El Valle, El Sol, El Alba, El Orient, El Norte and El Occidente were converted to oil fuel. The following year, a new oil tanker, Topila, was built to carry oil from the Mexican fields to tanks at Galveston and New Orleans (Algiers) for the ships and locomotives. Two slow freighters, El Almirante and El Capitan, each with a 6,500-ton capacity, entered service in 1916.
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| Antilles as an Army transport during the First World War. Credit: Wikipedia Commons. |
Essential services continued following the United States entry into the First World War in April 1917. Antilles, however, was taken up as an Army transport in May and torpedoed and sunk on 17 October, three days into a eastbound voyage from St. Nazaire. Sinking in just four and half minutes, 67 were killed and 118 saved, the worst loss of American lives in the war to date. On 14 August 1918, Proteus was sunk after colliding with the steamer Cushing off Diamond Shoals, N.C.
After the war, no immediate attempt was made to replace the lost Antilles or Proteus owing to overtonnaging, low freight rates and tremendous inflation in shipbuilding prices. Still, three modern cargo ships, each with 4,000-ton capacity-- El Estero, El Isleo and El Largo, were ordered in December 1919 and entered service in 1920-21.
With the addition of these ships, Morgan Line reached its apex with a fleet totalling 28 steamers of which five carried passengers. There was, however, the first retrenchment as early as 1923 when the New Orleans to Havana route together with the now superannuated Excelsior and Chalmette were sold to Munson Line.
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| Momus departs New York on her first voyage as an oil burner, 1921. Credit: Southern Pacific Bulletin, January 1922. |
The reconditioned Momus (converted to burn oil in 1921) and Creole maintained a weekly service between New York and New Orleans, and with a completely renewed Sunset Limited, the combined sea-rail combination proved as popular as ever. Now as Roaring Twenties came into full swing, it was time for new flagship to usher in a final era for "100 Golden Hours at Sea."
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| Credit: Traffic World and Traffic Bulletin |
The Bienville was designed by Amos S. Hebble, marine architect and superintending engineer of the Southern Pacific, and was built in the Todd shipyards at Tacoma. After she was launched last July she was taken from the Pacific coast to New York for fitting of cabin interiors and cabinet work. The new queen ship is the last word in marine construction it being said that the steerage accommodations were more pleasant and comfortable than first-class passage in boats of a few decades ago.
The new vessel represents an investment of $2,000,000 and accommodates 237 first-class passengers and 100 third-class. In effect she will replace the late flagship Antilles of the Morgan fleet which was torpedoed at sea during the World war. Officials of the company said that her construction leaves nothing to be desired in the way of modern and commodious arrangement.
Birmingham Post-Herald, 14 January 1925.
There would have been no Dixie, a ship that came to be famous for defying fate and establishing her own measure of fortune under the most exacting conditions a vessel can face, with another, no less fine, that proved, within a career measured in but a few months, to be the exact opposite in terms of fate and fortune. Her name was Bienville, a vessel that anticipated most of Dixie's fine physical qualities and marked a considerable advance over not only previous Morgan Line steamers, but all other American Atlantic coastal liners. The reader will indulge a telling of her story in some detail, one that forms its own chapter in the history of her eventual replacement.
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| Credit: New Orleans States, 29 April 1923. |
The New Orleans States of 29 April 1923 first reported speculation that Southern Pacific was considering building "of a least a brace of fine combination passenger vessels of the latest design." It was stated that SP "have appropriated a fund of $7,500,000 for "the construction of the quartet of new bottoms." Of the possible pair of new passenger ships, "both of which will be the latest word in ship construction," and one assigned to the New York-New Orleans run in conjunction with Momus and Creole.
Instead, Southern Pacific sold the rights to the New Orleans-Havana run and the two oldest steamers in its fleet engaged upon it to Munson Line at the end of 1923, but proceeded with finally building a replacement for the wartime casualties Antilles and Proteus on the New York-New Orleans run.
Southern Pacific announced on 27 September 1923 that it would open bids on or about the 30th for the construction of a passenger-cargo vessel of 445 ft. length (overall), 427 ft. (b.p.) with a 57 ft. beam and a 7,000-ton deadweight capacity. Powered by a single-screw double-reduction drive geared turbine developing 6,000 hp and with a speed of 15.5 knots, steam would be generated by six oil-burning watertube boilers with superheaters. "No efforts will be spared in making the new ship one of the most luxurious in the coastwise service." In reporting the announcement, the Times-Picayune added: "This vessel will probably be followed by a second one, plans for which are now being considered by the company. As soon as the new vessel comes out, it is said one of the large vessels now in the New York-New Orleans service will be placed in the Cuban trade to facilitate the handling of the rapidly increasing freight and passenger traffic between New Orleans and Havana."
The construction of the Bienville has been watched with more than ordinary interest by Todd officials in the East, as well as competing shipyards on the Atlantic Coast, for the record time made in its construction, it is believed, will lead to other contracts coming to the coast and the recognition that the Pacific Coast steel shipyard are as capable of building fine passenger vessels as are those on the Atlantic side of the country.
Pacific Marine Review, August 1924.
It was with some surprise that it was announced on 24 October 1923, that Southern Pacific had awarded the contract to Todd Drydock and Construction Co. of Tacoma, Washington, "the award was made on competitive bids on which the Tacoma firm bid against several Atlantic coast firms." (Seattle Post-Intelligencer, 25 October 1923. It was very unusual for Pacific Coast yards to win such contracts and indeed Bienville would be the largest passenger vessel built on the coast since the war. It was announced construction would begin in 30 days. The actual contract was inked on 7 November and the delivery date was set for 7 December 1924, an astonishingly short construction window.
The pride of Puget Sound, Bienville's construction was a marvel of speed and efficiency. The keel of yard no. 43 was laid on 26 February 1924 and thanks to excellent weather, only four hours total (!) was lost to poor conditions while she was on the ways.
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| Bienville on the ways. Credit: Marvin D. Bolland Collection, Tacoma Public Library On Line Digital Collections |
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| Bienville on the ways the day before her launching, bow first. Credit: Marvin D. Bolland Collection, Tacoma Public Library On Line Digital Collections. |
To be named Bienville, after one of the first families of Jean de Bienville, the French general who founded New Orleans when Louisiana was under French rule, "the vessel which will bear their name is regard as an aristocrat among the many vessels in service on the Atlantic coast," (Pacific Marine Review, August 1924), the new ship was sent down the ways, uniquely, bow first, at 6:00 p.m. on 16 July 1924, just four and a half months after the keel was laid during which time a total of 3,900 tons of steel held together by 802,000 rivets had been expanded in building her hull and superstructure. Literally smelling of fresh paint, her hull was given a finish coat of black and red lead the night before.
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| Credit: Port of New York, September 1924. |
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| Credit: Marine Review, August 1924. |
Bienville was christened by Miss Dorothy Maxson, daughter of Morgan Line Commodore Capt. Maxson who travelled to Tacoma on Southern Pacific's splendid business car Rio Grande over Southern Pacific's lines. Among those on the launching platform were J.A. Eves, President and General Manager of Todd Drydock and Construction Corp.,; D.C. Taylor general agent, Southern Pacific Lines; Edward Nugent, Secretary, Todd Drydock; A.S. Hibble, chief engineer, Southern Pacific; and H.C. Rittenson, supervising constructor, Southern Pacific Lines.
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| Credit: The Port of New York, September 1924. |
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| Uniquely launched bow first, Miss Dorothy Maxson broke the bottle of champagne (Prohibition nothwithstanding!) on Bienville's rudder. Credit: Marvin D. Bolland Collection, Tacoma Public Library On Line Digital Collections. |
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| Credit: Marine Review, September 1924. |
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| Credit: Southern Pacific Bulletin, August 1924. |
Before a cheering crowd of thousands of spectators including dozens of notables from all over the United States, the Atlantic Coastal Liner Bienville slipped into the waters of Puget Sound sharply at 6 o’clock Wednesday evening.
Pretty Dorothy Maxson daughter of the craft’s first skipper Captain C. P. Maxson, veteran- seaman and commodore of the Southern Pacific New York to New Orleans fleet, aflutter with the excitement of her first christening, sent the ship on its first voyage down the creaking ways with the crash of a bottle of champagne.
Slowly down the slippery skids the majestic liner sank and with a splash of water and crash of timbers that held her upright in the ways, she took the water as gracefully as a hydroplane landing in a sheltered bay.
A thunder of cheers went up from thousands of people lined along the docks and whistles from scores of small craft assembled for tho spectacle saluted the ocean greyhound.
From the humblest workman who took part in the assembly of the stately liner to the men whose finance and brains caused its construction all were there with their wives and families taking equal pride in seeing the ship take the water without mishap.
Tacoma Daily Ledger, 17 July 1924.
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| Bienville fitting out. Credit: Marvin D. Bolland Collection, Tacoma Public Library On Line Digital Collections |
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| Credit: The Tacoma Daily Ledger, 20 November 1924. |
With an official party aboard including H.R. Ritterson, construction superintendent for Southern Pacific; A.S. Hebble, superintending engineer for Southern Pacific; E.J. Worrel, Chief Engineer; and Frederick Mackle, superintendent of hull construction, Todd Drydock & Construction, Bienville ran trials in Puget Sound on 17 November 1924, achieving in excess of 16 knots; "An exceptionally fine performance and a vessel acceptable to the owners in every respect." Bienville was drydocked that evening at the Todd Harbor Island plant. She then sailed on the 19th to the Port of Tacoma's Portacoma piers to load cargo for her delivery voyage to the East Coast. Among her 2,500-ton cargo was 5 million shingles (loaded at Bellingham, Washington), machinery, 2,000 tons of hay and canned goods. Thanks to the byzantine maze of anti-competitive laws governing American coastal shipping, she was not permitted to carry passengers to New York where much of her final interior outfitting would be accomplished.
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| Credit: The Tacoma Daily Ledger, 16 November 1924. |
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| Credit: News Tribune, 18 November 1924. |
Bienville sailed from Bellingham on 24 November 1924 for the Panama Canal and New York and called en route at Los Angles on the 30th, sailing on 2 December. Completing her transit of the Panama Canal, Bienville arrived at Cristobal on the 10th. She made the voyage, according to a company engineer, "without a single readjustment, even to the extent of repacking a piston or valve stem, and arrived in spick and span condition." John Gardner, vice president of the Todd Drydock, made the voyage and pronounced the trip "entirely successful." He would also be aboard for her first round voyage to New Orleans. Bienville arrived at New York on the 16th.
On 30 December 1924, Bienville, at Pier 48 North River, was host to 2,000 invited guests for lunch and inspection, "the arrangement of the vessel came in for general commendation."
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| Credit: The Brooklyn Citizen, 31 December 1924. |
Introducing a new era in American coastal shipping, Bienville sailed from New York at noon on 3 January 1925 from Pier 50 North River with 144 passengers.
Captain C.P. Maxson's principal officers and staff were Herman A. Mathis, Chief Officer; A.E. Rowe, Second Officer; J.C. Boch, Second Junior Officer; W. Blum, Third Officer; J.J. Brennan, Purser; E.J. Harrell, Chief Engineer; J.H. Landry, First Asst. Engineer; J.C. Adams, Second Asst. Engineer; R. Goodwin, Third Asst. Engineer; J. Emper, Jr. Engineer; D. Gimnie, Jr. Engineer; H. Bartholomew, Chief Steward; and L. Seibert, Second Steward.
As she entered port all other craft in the harbor signalled by means of whistles and fog horns. The water front industries also blew their whistles in its welcome. Commodore Charles Maxson, senior master of the Morgan Lines, was at the bow of the Bienville as she plied her way into the harbor amidst the din and roar of the occasion.
Formal welcome had been accorded the Bienville by the board of port commissioner who sent a delegation aboard the motor launch Alexandria to greet Commodore Maxson. Captains of other craft in the harbor went aboard the Bienville after her landing in order to inspect what some say is 'the finest vessel that ever touched New Orleans.'
New Orleans States, 9 January 1925.
Flying the Commodore's pennant at her bow, and the Morgan Line houseflag and "Bienville" pennant at the foretruck, the new flagship arrived at New Orleans on 9 January 1925, the 110th anniversary of the Battle of New Orleans in the War of 1812. The local press dubbed her "Queen of the Coastal Fleet." Bienville tied up at 11:20 a.m., a few hours late owing to fog, but all her passengers transferring to the "Sunset Limited" for the west, departing at noon, still made their connection. Capt. Maxson told reporters "she is a bird" and said he was more than pleased with the success of the first trip and A.S. Hebble, who was along on her maiden voyage, also expressed his satisfaction.
Captain Maxson and his officers were the guests at a luncheon at noon on 10 January 1925 at the Bienville Hotel given by officials of the Southern Pacific Steamship Lines.
Tuesday, January 13, was set as the day to inspect the Bienville, on which day approximately 5000 persons, invited guests and others, visited the palatial liner, which was beautifully decorated with flowers, ferns and palms. An elaborate buffet luncheon was served to about 1600 visitors, and this, together with music and dancing, helped to make the visit enjoyable. The affair eclipsed anything of the kind ever attempted at New Orleans. The Bienville attracted a great deal of attention and admiration while in New Orleans and was thronged daily with men, women and children.
World Ports
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| Credit: San Antonio Express, 12 January 1925. |
Bienville left New Orleans on 14 January 1925 on her maiden northbound voyage and arrived at New York on the 19th. She left on her second voyage at noon on 23rd from Pier 49.
Upon arrival at New Orleans on 6 March 1925, Bienville's return sailing on the 11th was cancelled owing to trouble experienced with one of her turbine rotors. She was towed to Jahncke Dry Dock and Ship Repair Company's wharf, next to the New Orleans Navy Yard for repairs which necessitated replacing the rotor which had to be dispatched from the East and was to be installed on the 21st in time for the ship to take her next previously scheduled 1 April sailing to New York.
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| Credit: New Orleans States, 19 March 1925. |
The fire was one of the most spectacular ever seen in New Orleans, and both sides of the Mississippi river bank were thronged with crowds that watched the vessel as it burned and the deperate efforts of fireboats and tugs to stop the ravages of the flames over the beautiful vessel.
New Orleans States, 19 March 1925.
On 19 March 1925 a fire was discovered around 10:40 a.m. in cabin no. 18 in the forward superstructure, under the officers' quarters, by First Officer Herman Mathis and Second Steward Louis Seibert. This had evidently been smouldering for some time. Capt. C.P. Maxson was immediately altered and the ship's crew attempted to tackle the blaze. Bienville's own whistles adding to the alarm, shoreside fire stations-- the Algiers Fire Dept., the Naval Station Fire Dept. and the Shipping Board Fire Dept.-- responded immediately and the Dock Board's fire boats Deluge and Samson rushed to the scene along with the tugs Sipsey, W.T. Wilmot and Adler of the Coyle Coal Co. and several Bisso Co. tugs also made for the burning vessel.
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| Credit: New Orleans States, 20 March 1925. |
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| The big New Orleans Dock Board's fireboat Deluge playing her hoses in a losing fight to put out the raging fire aboard Bienville. Credit: Times-Picayune, 20 March 1925. |
Then began a fight to save the big boat. From the river side water and steam were thrown upon the boat, which was pouring forth smoke from every porthole. The entire craft seemed afire. Captain Maxson kept his men on deck as long as possible but they had to retreat and several were bruised, but not painfully, in leaving the ship.
New Orleans States, 19 March 1925.
The speed and ferocity of the fire was tremendous, the ship issuing vast quantities of smoke although no fire was seen from outside. Several companies of Algiers and New Orleans firefighters attempted to fight their way from her stern forward and quantities of water played upon the superstructure. Officers and men of the Navy Yard and U.S. Marines also pitched in to fight the fire When the vessel suddenly lurched away from her pier, Fire Chief John M. Evans ordered his men to evacuate the ship. A half dozen or more stuck with the vessel and tried to get a hose into her interior.
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| Credit: New Orleans States, 19 March 1925. |
When the listing ship appeared to be ready to pull the wharf with her seeming about to capsize on her starboardside, Capt. Maxson had his crew cut her mooring lines with axes. At 12:35 p.m. the burning Bienville swung out by half a dozen tugs and as she was facing up river, had to be turned around completely. In doing so, she was exposed to the prevailing wind which swept over her, fanning the fire and eliciting flames and "in short time the vessel was one blaze from bow to stern and presented an awe-inspiring sight as the tug swung it around on steel hawsers. The flames mounted high in the air, even going above the masts and the smokestacks of the boat. The tugs started to swing the craft around, and started downstream. The flames continued to lick greedily at the mahogany and other fancy furnishing in the boat, and as the tugs dragged the craft down-stream the boat was listed at angle of 45 degrees. This made the tugs pull slowly but the gradually worked the Bienville down the river while flames played up and around the smokestacks and masts. Every now and then there were minor explosions heard. The boat was slowly taken down stream and run into shallow water and beached, while the fire tugs continued to fight the flames." (New Orleans States, 19 March 1925.)
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| Credit: eBay auction photo. |
Bienville was towed five miles down river, just below Chalmette and beached in shallow water around 1:30 p.m.. Surrounded by a dozen tugs pouring water on her, the fire was finally largely out by 5:00 p.m.
Captain Charles P. Maxson, commodore of the Southern Pacific fleet, worked himself into exhaustion in combating the flames and it was not until the vessel had been beached and the fire extinguished that he gave way to an unconquerable dejection.
New Orleans States, 20 March 1925.
Voicing the praise of marine and sailors together with employees of the various towboats and the crew of the Deluge and Davey, specatators paid tribute to the courage of Captain Maxson and members of his crew.
"The veteran ship master, whose designation as commodore came some time ago after he had been designated to command the Bienville, then under construction at Tacoma, Washington, wore an air of sadness that was not hidden in the fervor of his action to combat the destroying force which had robbed him of his new ship, realization of many years dreaming on the bridge. Into smoke filled companionways he went ahead of his men taking a hand at hoselines and going from one point of vantage to another. Amid the slush and through the ankle deep much that accumulated on the starboard side of the cabin deck from the charred remains of the superstructure the veteran captain braved the fire and smoke."
The Times-Picayune, 20 March 1925.
Bienville, now presenting a dismal sight and her interiors completely consumed by the fire and her upper superstructure twisted and distorted by heat, was even by the late afternoon of the blaze, considered a write-off as a passenger ship whose prospects were either complete rebuilding as such, scrapping or conversion into a cargo ship. Early on 20 March 1925, she was towed back to her original wharf where it was quickly determined her hull and machinery were all but undamaged.
Meanwhile, inspectors from the American Bureau of Shipping, the Underwriter's Bureau and Southern Pacific commenced inquiries into the cause of the fire, ascertaining the extent of the damage and feasibilty of rebuilding her for some purpose. On 23 March 1925, a conference between Southern Pacific's manager S.I. Cooper and insurance representatives was held aboard Bienville and it was agreed to conduct a formal survey of the ship as soon as practical.
Over 100 of Bienville's crew sailed in Momus on 25 March 1925 for New York, but Capt. Maxson, Chief Engineer Worrell and his assistants remained by the ship until she was ready to sail for "a North Atlantic port to be repaired. Bids have been invited from several ship building companies for the reconstruction of the vessel, but it will be some little time before the contract is awarded." (Times-Picayune, 26 March 1925).
Construction of a new passenger steamer to replace the Bienville in this branch of service will be given early consideration, according to official announcements by Lewis J. Spence, executive officer of the Southern Pacific Steamship Lines. This statement was made simultaneously with the award of the contract for converting the Bienville to a freighter.
Marine Engineering & Shipping Age, May 1925.
Dixie's origins were literally Phoenix-like and the decision to build her was made simultaneously with the rebuilding of Bienville into a cargo vessel. Bids to convert Bienville were opened 9 April 1925 and on 7 May, Robins Dry Dock & Repair Co., New York, won the contract worth $819,000 and to take 225 days.
Decision to convert to an exclusively freight vessel the new passenger and freight steamer Bienville, which, soon after her maiden voyage between New York and New Orleans, was partially destroyed by fire, has been announced by Lewis J. Spence, executive officer of Southern Pacific Steamship Lines, and the contract for conversion has been awarded to Robins Dry Dock & Repair Company, of New York. The adoption of this plan will provide a substantial addition to the cargo capacity of these lines within less than half the time that would be required to restore the vessel as a passenger steamer and the cost of conversion to a freight vessel will be substantially less.
The construction of a new passenger steamer for the New York-New Orleans service will not require very much more time than the reconstruction of the Bienville as a passenger vessel would have required, and the question of building a new passenger steamer will therefore be given early consideration.
Southern Pacific Steamship Line's press release, May 1925.
Charles S. Fay, southern freight agent of Morgan Line, announced in New Orleans on 7 May 1925 the decision to rebuild Bienville into a cargo ship and that "early consideration will be given to the question of constructing a new passenger steamer for the New Orleans-New York service. Part of the contract with Robins specified that she would sail to New York under her own steam. To accomplish this, repairs were effected to windows and ports, a new steering control installed and pilot and chart house installed. With Capt. Maxson on a makeshift bridge, Bienville departed the morning of the 13th for New York.
The Todd Shipyards Corporation was the successful bidder for this work. Temporary repairs were made to the vessel's hull and to such of the machinery affected by the fire, new steering control system and communicating system between bridge and the engine room installed, and the vessel was moved to the Robins plant at Brooklyn.
Her lower-most passenger deck was removed and completely rebuilt, both smoke stacks, fiddley, engine and boiler casings were entirely removed and rebuilt. The mainmast was also removed and rebuilt, as the heat had buckled it considerably. The steerage and crew's quarters below weather deck were completely removed, together with the steel bulkheads which enclosed them. New cargo ports were fitted and some of the existing ones were relocated to suit new conditions.
The forward end of the bridge deck enclosure was fitted up to carry cargo. In the after end of this space the engineers, firemen, oilers, water tenders, and cook's quarters were constructed, as well as a mess room for the captain, officers, and firemen. The galley and ship's provision chambers adjoin these quarters, the entire layout affording spacious and convenient quarters. The captain's and officers' quarters, pilot house, chart room, navigating bridge, hospital, and radio room are constructed above the bridge deck space.
Pacific Marine Review, October 1925.
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| The Bienville as rebuilt into the cargo ship El Coston. Credit: Mariner's Museum |
The reconditioning and conversion to a freight vessel of the steamship El Coston owned by the Southern Pacific Company, New York, has recently been completed by the plant at the Robins Dry Dock & Repair Company, Brooklyn, N. Y., in the record time of 105 days which was 20 days ahead of the time specified in the contract. This vessel, which is 445 feet overall by 57 feet beam and 37 feet 6 inches depth, was formerly the steamship Bienville and was built at the Todd Dry Docks & Construction Corporation's plant, Tacoma, Wash., last year.
Marine Engineering & Shipping Age, October 1925.
El Coston (Capt. W. Patten) sailed from New York at the end of August 1925 and made her first arrival at Galveston on 2 September. With a cargo capacity of 7,500 tons, she remained on the New York-Galveston run and with her advent, Morgan Line maintain a tri-weekly frequency on the route.
Even if denuded of its shortlived flagship, Morgan Line's 50th anniversary in 1926 was suitably celebrated by the contracting of her replacement. The $2.4 mn. order for a "coastwise passenger and freight oil-burning steamer with a displacement of 12,000 tons and a speed of 16 knots an hour" was reported placed with Federal Shipbuilding & Dry Dock Co. on 19 April 1926. All the new ship's specifications were released at the same time, calling for a vessel of 445 ft. with a beam of 60 ft, and powered by single-screw steam turbine. Accommodation would be for 279 First and 100 Third Class. It was anticipated the new vessel would be "completed during the summer of 1927."
Contrasted with the small steamers of the original fleet is the 12,000-ton oil-burning passenger and freight steamship, not yet named, to be used in whatever service the company may find it most advantageous and profitable to have it engage, that is being built for the Morgan Line by the Federal Shipbuiding and Dry Dock Company at Kearny, New Jersey, at a cost of over $2,400,000, to signalize the fiftieth anniversary of the establishment of this service. When this steamer, which will embody the latest developments in marine architecture for comfort and luxury, economy and efficiency and for the prevention and control of fire, goes into service, the steamships of the Morgan Line will have 139,754 gross tons register.
New Orleans States, 5 September 1926.
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| Credit: Pacific Marine Review, July 1927. |
Few ships were as neatly accomplished in such short order as Dixie was by Federal Shipbuilding. Her keel was laid on 31 January 1927 (yard no. 89), she was launched on 29 July, made her trials on 10 December and was off on her maiden voyage on 28 January 1928, all just shy of a year. So quick and efficiently was Dixie built that there were no even the customary "progress reports" accompanying her building nor the usual tweaks in her design or appearance. So in less than seven months, she was not only ready for launching but her superstructure erected and masts fitted.
The Southern Pacific Company's new coastwise passenger steam-ship Dixie was launched July 29th at the Kearny yard of the Federal Shipbuilding and Dry Dock Company. Mrs. Lewis J. Spence, wife of the Executive Officer of the Southern Pacific Company, acted as sponsor before a large gathering of officials and friends.
Nautical Gazette.
Sent down the ways around noon on 29 July 1927 by Mrs. Lewis J. Spence, wife of Southern Pacific Executive Office, the new ship was christened Dixie, the name having, it seems, not being preannounced, and ideally suited for what would be Morgan Line's final passenger steamer. Present at the launching ceremony were Capt. C.A. McAllister, President of the American Bureau of Shipping; S.I. Cooper, William Simmons and Lewis J. Spence of Southern Pacific; and S.H. Korndorff, vice president of the Federal Shipping & Dry Dock Co. "Nearly a thousand persons witness the launching ceremony yesterday and about a third of theses as guests of the building company were served luncheon in the offices of the company." (The Jersey Journal, 30 July 1927).
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| Credit: The Nautical Gazette. |
Mr. Lewis J.M. Spence, executive officer of the Southern Pacific Steamship Lines, when interviewed by the Nautical Gazette was justly proud of the new turbine steamship Dixie just built for his company by the Federal Shipbuilding and Dry Dock Company at Kearny, N. J.. The Dixie was officially launched at the yards on Friday, July 30, and as Mr. Spence says, 'it was a beautiful launching.' Mrs. Lewis J. Spence was sponsor and broke the bottle of champagne exactly over the figure '13' on the draft markings, thus efficiently dispelling any hoodoo that might otherwise rest on the ship. After the christening ceremony the party was entertained to a recherché lunch and thus another good ship was well and truly launched with time-honored observances.
Nautical Gazette, 6 August 1927.
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| Credit: Southern Pacific Bulletin, September 1927. |
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| Credit: Daily News, 30 July 1927. |
Mrs. Lewis J. Spence sponsor For New Steamship Dixie. Mrs. Lewis J. Spence, wife of the executive officer of the Southern Pacific Company, of Argyle Rd., Flatbush, and Brightwaters, L.I., was sponsor for the Southern Pacific Steamship Line's new 12,000-ton passenger and freight steamship Dixie, which was launched last Friday at the yards of the Federal Shipbuilding and Dry Dock Company, Kearney, N. J. In addition to L. H. Korndorff, vice president of the shipbuilding company, and Mrs. Korndorff, Mr. and Mrs. Spence and their son, Lewis A., and daughter, Cecil A. Spence, there were present from Brooklyn Harris M. Crist, Mr.and Mrs. George W. Spence, George L. Spence, Dr. and Mrs. George H. Iler, Prof. William Cadman Hardy, Mr. and Mrs William Bishop, Miss Madeline Bishop, Miss Elberta Baldwin, Mr. and Mrs.J. Franklin Tausch, Miss Doris Tausch, Mr. and Mrs. Thomas F. Diack and Mrs.Dolly King.
Brooklyn Daily Eagle, 2 August 1927.
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| Credit: Passaic Daily Herald, 2 August 1927. |
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| Credit: New York American, 28 August 1927. |
Last Saturday the Southern Pacific S.S. Company launched the 12,000-ton passenger steamer Dixie from a New Jersey shipyard to join the Creole and Momus in the New York-New Orleans service demands upon which have been such that reservations must be made weeks ahead. The new steamer is 445 feet long, 60 abeam and 37 feet deep. Among the modern features will be hot and cold fresh and salt water baths and a swimming pool. She will run 16 knots and carry 379 passengers and freight. It may have been appropriate to break a bottle of champagne over the bow of the Dixie in the state of Senator Edwards, but what about drenching with an unlawful beverage the dry name of Dixie, where we naught to drink but artesian gun and salt-water vermifuge. It leaves us in doubt.
We are thankful duly that this handsome boat, which will connect the greatest port of East with the greatest and fastest-growing of the South, is to be named Dixie, which all of us love. Now, if the Morgan Line will run run from the Mississippi port, named The Gulfport, or The Biloxi, our cup will be full, and not a tear in it.
Sun Herald (Biloxi), 5 August 1927
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| Yankee skipper of Dixie, Capt. Charles P. Maxson (1862-1941) hailed from Mystic, Connecticut, and brought 44 years experience at sea and 38 of them commanding Morgan Line ships to his latest and last command. Credit: World Ports. |
At the time of Dixie's launching, her commander, Charles P. Maxson, (1862-1941) formerly captain of Momus and Bienville was appointed and "was in charge on the bridge when the ship slipped down the ways and glided into the water." (New Orleans Item, 29 July 1927). Capt. Maxson was one of the most legendary of American sea captains, who on his retirement in 1930, chalked up 46 years at sea and was the last to have sailed under the legendary Charles Morgan. The soon to be skipper of Dixie was a died in the wool Yankee, a descendent of Richard E. Maxson, first white child born in Rhode island and his father built the first Union ironclads, Galena and Vicksburg, in the Civil War. Maxson often said, "In the cities you may sometimes lose sight of God, but I always find him the minute I get out of sight of land."
On 14 October 1927 the New Orleans States reported that upon Momus' arrival at the port that her Chief Steward H. Bartholemew and Purser John J. Brennan would be joining Capt. C.P. Maxson aboard the new Dixie.
Accomplished in complete press disinterest, Dixie successfully ran her trials on 10 December 1927 and there seems no record of her performance or maximum speed. Evidently successful enough, it was announced six days later that she would sail from New York on 28 January 1928, arriving at New Orleans on 3 February with her first northbound voyage beginning on the 8th and returning to New York on the 13th.
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| Credit: Nautical Gazette, 31 December 1927. |
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| Dixie (artist: Meredith A. Scott) in a stormy setting, possibly inspired by her remarkable experience in the great 1935 hurricane. Credit: eBay auction photo. |
In construction and equipment, a standard well above the average of operating efficiency and economy has been achieved. The safeguards of passengers and crew, such as wireless, life-boats, prevention, detection and control of fire by steel decks, steel fire screen bulkheads, and steel doors in passageways, fire-proof partitions, ceilings and panelings, automatic fire detector system, Lux fire extinguishing system and manual alarm system, are unsurpassed.
World Ports, June 1928.
'Better than ever,' was Captain Sundstrom's verdict. 'But she was mighty good ship before. With all the pounding she took on that reef there was never a hole driven through her-- only dents and stove-in plates.'
New Orleans States, 17 December 1935.
Earning the sobriquet of "The Staunchest Ship," Dixie's remarkable survival, together with everyone aboard, during what remains the worst hurricane to hit the U.S. Eastern Seaboard, the infamous 1935 Labor Day Hurricane, was as much testiment to her officers, crew and passengers as her stout qualities as a ship. But coming on the heels of the unfortunate Bienville, her qualities were even more admired and she remains an exemplar of naval architecture, construction and, at the time, was a true pioneer in the American merchant marine, being the first ship fitted with high pressure boilers.
If the 1920s witnessed a significant revival of the American Passenger Liner in number, quality, design and innovation, it also saw a final contribution to one of its most characteristic and unique type: the ocean coastwise vessel. With many of its largest cities, both in population and industrial and commercial capacity, also being major ports and with distances between them greater than most other countries, made sea travel between them attractive for American coastal passengers and renumerative for cargo, especially package freight, household effects and upon their introduction and astonishing expansion after the First World War, automobiles. Yet, by the end of the war, many of the leading coastal operators were cautious in renewing their fleet amid high construction costs, faster and more efficient railroad links and even the first domestic air services.
Mallory Line, long the great rival of Morgan Line, had pretty much given up on their traditional New York-Texas passenger service by the mid 1920s and had not commissioned a new vessel since Henry R. Mallory in 1916. In 1928, it merged with Clyde Line to form Clyde-Mallory Lines. And it was Clyde Line, operating mainly from New York to Florida, that had been the most ambitious in its inter-war newbuilding program with its "Chiefs Class"-- Cherokee (1925), Seminole (1925), Mohawk (1926) and Algonquin (1926)-- capable if conventional "shelter deckers" of 5,896-grt, 387 ft. x 55 ft., single-screw and turbine-powered that were omnipresent on the many routes operated by the company especially after it became part of the sprawling AGWI combine in 1928 when Mallory was absorbed into it as well. It was Clyde-Mallory/AGWI that produced the impressive 6,209-grt, 395 ft. x 62 ft. twin-screw and twin-funnelled Iroquois and Shawnee of 1927 for the New York-East Coast of Canada route.
Yet, none of these, nor Eastern Steamship's 6,182-grt, 387 ft. x 51 ft. Saint John and Acadia of 1932 (which were the last of their kind to be built), held a candle to Morgan Line's recent fleet in size or capabilities as true trans-ocean steamers. With Momus at 6,878 grt, and Bienville at 7,916 grt, these scales of comparison were further tipped by the new flagship which, while not the last American Atlantic coastal liner to enter service, was, by a considerable margin, the largest at 8,188 grt and 426 ft. x 60 ft. In reality, Dixie was actually only nominally larger than Bienville and same in overall length but three feet greater in beam which accounts for her greater tonnage.
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| Bienville's distinctive profile. Credit: Mariners' Museum. |
The latest Morgan ship, the Bienville, has but just entered service. While, in some minor respects, a certain similarity to the older vessels may be traced in the new ship, she is essentially a complete departure from anything that has gone before and in every respect embodies the latest developments in hull construction, machinery and passenger accommodation.
Marine Engineering & Shipping Age, February 1925.
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| Bienville profile. Credit: Pacific Marine Review. |
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| The impressive but star-crossed Bienville in Puget Sound following her trials. Credit: Steamship Historical Society of America. |
In every respect, the progenitor of Dixie in design, build and décor, and her fated fortunes occasioning her construction in the first place, Southern Pacific's ill-fated Bienville is deserving of more than passing mention in anticipation of her replacement.
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| A.S. Hebble, Superintending Engineer, Southern Pacific Steamship Lines. Credit: Pacific Marine Review, March 1925. |
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| C.W. Jungen, Manager, Atlantic Steamship Lines. Credit: Southern Pacific Bulletin, February 1922. |
Designed by Southern Pacific's A.S. Hebble under the direction of C.W. Jungen, manager of Southern Pacific's Atlantic Steamship Lines, Bienville was built on the Isherwood system of longitudinal framing with three complete steel decks and seven watertight compartments. She had a cargo capacity of 405,000 cu. ft. and 1,200 tons of fuel. She was, compared to the Momus-trio, more of a conventional coastal liner with her hurricane type arrangement and low superstructure extending to the stern and had larger First Class capacity.
The Bienville is a single screw ship of the hurricane deck type, having 4 complete steel decks and an orlop deck in the forward hold. A bridge superstructure, of steel, about 160 feet in length, is erected on the hurricane deck with a steel house at its after end. Above these is the promenade deck, extending from the forward end of the bridge to the stern and on this deck is a long house, also of steel. Above the promenade deck, and of equal length, is the boat deck upon which are detached steel houses for the officers' quarters, navigating spaces, smoking room and lounge.
The hull is framed on the Isherwood system and has a complete double bottom and 7 transverse water- or oil-tight bulkheads. Fuel oil is carried in 2 deep tanks, one forward and one aft of the boiler room, both divided into 3 separate compartments by longitudinal bulkheads. Twenty hinged side ports are fitted for handling cargo.
There are 2 masts, the forward one equipped with 4 and the after with 2 cargo booms, and 2 funnels. Cargo from No. 2 and No. 4 holds is handled by "blind" hatches under the quarters and in way of the side ports.
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| Bienville's public rooms. Credit: Pacific Marine Review. |
237 First Class and 111 Third Class. 24 in deck dept and 66 in steward dept.
The passenger accommodations are unusually commodious, the provision of ample space and "elbow room" is in evidence throughout the passenger quarters and the public rooms.
The first class passengers are berthed in the bridge and deck house on the hurricane deck and on the promenade deck. Each stateroom is paneled in white and is fitted with an extra wide bed and mahogany Pullman berth over, both with coiled bed springs. A pull-out spring upholstered davenport, which can be converted into a full width berth is also provided. All staterooms are supplied with running water. In addition to the ordinary rooms, 6 suites with connecting bath are fitted up in the promenade deck house.
The third class passengers are berthed in rooms on the main deck forward, and the deck crew in the winch house on the hurricane deck.
The dining saloon is located in the forward end of the bridge house and has a seating capacity of 200 at small tables, accommodating 4, 6, or 8 persons each. The finish is of colonial design with mahogany wainscoting and white panel above and between the beams overhead. Steward air ports, 20 inches in diameter, are fitted across the forward bulkhead and at the sides. The pantry is abaft the dining saloon and extends the full width of the ship. The galley and ship's refrigerating rooms are on the main deck, forward of the boiler casing.
Special attention was paid to the passenger foyers, passageways and stairways which were finished in white enamel with mahogany wainscoting, ceiling beams capped and with sunken panels between them and decks of marbled rubber tile with an abundance of small tables, tapestry upholstered armchairs and davenports in the foyers and social halls off the cabins.
Cabins were finished in white enamel and each had an extra wide metal lower lower berth, folding mahogany upper berth and a pull-out spring tapestry upholstered davenport which would be converted to another bed. Each had a large mahogany wardrobe, dressing table, washbasin with hot and cold running water, thermos bottle and ample coat hooks. The portholes had tapestry curtains and the deck laid in rubber tile with Lowell-Wilton carpet. Each berth had a 25-watt reading lamp and there was an electric fan and electric-vapor radiator.
The music room is in the forward end of the promenade deck house, paneled in white, in colonial design and fitted with mahogany furniture. The passage ways, social halls and lobbies are finished with mahogany wainscoting and white panel work.
The smoking room and lounge are in a separate house on the boat deck, the former finished in quartered oak and the latter in white and mahogany. Three large French doors are fitted at the after end of the lounge, opening on deck.
Throughout the joiner work, plywood has been extensively used and the ceiling and passageway panels are of agasote. The flooring is of rubber fiber tile. The showers, baths and toilets are fitted up in the most modern manner and have tiled floors.
The deck equipment and outfit are most complete, in every respect. Twelve lifeboats are carried, under Welin mechanical davits.
The propelling machinery consists of De Laval turbines driving the single screw shaft through double reduction gears.
Seventy-one hundred shaft horsepower is developed with the propeller making 85 revolutions per minute, giving the ship a sustained sea speed of 16 knots.
Steam is supplied by 6 Babcock & Wilcox boilers, burning oil and having a total heating surface of 21,576 square feet. The boilers are fitted with superheaters having a surface of 3,668 square feet. The working pressure is 250 pounds per square inch and superheat 100 degrees. The Babcock and Wilcox system of fuel burners is installed.
Special attention has been given to the lighting of the quarters throughout the ship and in the various public rooms and spaces, fittings of special design and finish, to harmonize with the surrounding decorations, are installed. The electric generating plant consists of two 50-kilowatt and one 25kilowatt engine-driven sets of Sturtevant make.
The following features were among those sought when preparing the design and specifications were in course of preparation. A visit to the vessel demonstrates how very successfully the intentions of the designer have been materialized:
- All furniture is of special design and made to resemble hotel, club or home furniture, being heavily upholstered and comfortable.
- High ceilings throughout the passenger spaces give air and comfort.
- A light mahogany finish throughout brightens up the inside, inasmuch as the light inside the compartments of a ship is always more or less subdued.
- Long narrow panels give height to the joiner work. The joiner work is all plain and rich without carving or trimmings.
- The floor covering is of special color and all laid plain. with broken grain.
- The observation lounge is specially arranged with high windows to give maximum light and air. A large dance floor, 20 by 26 feet, is equipped with an electrically operated phonograph.Tables in the smoking room and lounge are covered with marbleized rubber.Art glass domes of special design give warmth of coloring and light.
- All berths are 34 inches wide, which is unusual on shipboard.
- The promenade space on the promenade deck is 700 feet long. There is also a large amount of deck space on boat deck and hurricane deck aft.
- The forward end of the promenade deck is enclosed with portable glass windows to add comfort in cold or rainy weather.
- Hinged decks in way of the after hatches facilitate working out the after end of the ship, and give an unobstructed promenade when the hinged portion of the deck is in place.
- A large number of skylights are provided throughout for ventilation.
- All outside staterooms are fitted with large sliding windows operated from the inside. Thermos bottles and running water are available in all staterooms.
- The ship is well protected against fire. Every room is fitted with an electric thermostat. The holds and cargo spaces throughout are fitted with the Rich fire detecting system. The ship has 34 hose outlets and 1,600 feet of fire hose; also there is a large Firefoam installation in the boiler room for handling oil fires.
- No passengers are carried below the hurricane deck; the entire vessel below this deck is devoted to cargo space. The machinery equipment is undoubtedly one of the most economical steam propelling units ever placed on shipboard. The auxiliaries and condensing plant are of large proportions and designed especially for tropical waters.
Marine Engineering & Shipping Age, February 1925.
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| Credit: Southern Pacific Bulletin |
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| Dixie departs Kearny, New Jersey, on her trials. Credit: U.S. National Archives. |
For Dixie, A.S. Hebble revised and improved upon Bienville in certain essential aspects, including her dimensions (three-feet greater beam to give better stability) and a more modern steam plant which would, in fact, be pioneering for American merchantmen. She would also present a more modern appearance with one funnel rather than two slender "pipes" of her elder near sister. There were also significant changes in her interior joinery and fittings, using the new Vehisote lightweight fireproof sheeting which reduced her topside weight.
Dixie was designed under the direction of Lewis J. Spence, executive officer of Southern Pacific who "with the advice of a distinguised naval architect and a professional interior decorator personally supervised the arrangement, decoration and furnishing of the vessel."
The Dixie was designed by A. S. Hebble, Superintending Engineer of the Southern Pacific Steamship Lines, who had immediate charge of construction under the direction of Executive Officer Lewis J. Spence, who personally supervised the arrangement, decoration and furnishing of the vessel. So much thought and personal attention did Mr. Spence devote to the details of the Dixie, from the laying of the keel until the completion of its initial voyage, that it is regarded by the staff as 'Spence's ship.'
World Ports, June 1928.
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| Credit: Marine Review, October 1926. |
Amos Sherman Hebble for many years has been recognized as one of the outstanding figures in the field of marine engineering and ship design. As superintending engineer of the Southern Pacific Steamships Line, he is responsible for the design, construction and physical condition of the entire fleet. Inasmuch as this fleet comprises 25 ships and some 75 harbor craft, it at once becomes apparent that this is no ordinary task. naval architect he has won renown for his fearlessness in making departures from standard practice. His latest exploit is the design of a Southern Pacific express liner, now under construction by the Federal Shipbuilding Co. at Kearny, N. J. This ship will have a steam boiler pressure of 350 pounds per square inch and 200 degrees of superheat, which is 100 pounds in excess of any pressure previously employed in marine power plants.
From Mr. Hebble's start in life it would never have been suspected that he would develop into one of the country's foremost marine engineers. He was born in Gloucester county, Virginia. His father was a native of Lancaster, Pa., who had moved to Virginia, married there and set up a 2,700-acre stock farm. While Amos was still an infant, his folks moved to Lancaster. When he was seven, the family moved back to Virginia. It was at that time that the boy first developed an interest in steam engines. Among his father's interests was a saw-mill and young Amos used to like to watch the machinery at work. The power unit was a 10 x 12-inch, horizontal, center-crank engine, mounted directly on the boiler, the whole unit placed on wheels so as to be portable. Under the tutelage of his father, who was a man of considerable mechanical ability, the boy was able to get pretty well grounded in the workings of this engine.
The family moved to Baltimore when Amos was 12, and it was in that city that he received his schooling. After finishing his education, he went to work in a machine shop in Baltimore. But he felt the lure of the sea and at the age of 20 went with the Baltimore & Washington Steamboat Co. which operated the Norfolk and the Washington, since rechristened the Lexington and the Concord. The following year he went with the Bay Line, plying between Norfolk and Baltimore. With this preliminary experience he was ambitious to move up a peg. At the age of 22, he came to New York and shipped as an oiler on the steamer El Paso of the Southern Pacific Co.-Atlantic Steamship lines, now known as the Southern Pacific Steamship lines. Mr. Hebble served as an oiler for only a few months. He served in various capacities as assistant engineer and then was made a chief engineer and served in that capacity on several Southern Pacific ships. In 1905 he was appointed assistant superintending engineer, with headquarters in New York. In 1907 he was appointed superintending engineer, the post which he continues to occupy. In July, 1926, therefore, Mr. Hebble rounded out his thirty-first year in the marine business, a continuous service of 29 years with the Southern Pacific, and his nineteenth year as superintending engineer.
Mr. Hebble has designed and superintended the construction of the following boats for the Southern Pacific Steamship lines: El Sol, El Mundo, El Orientete, El Occidente, Topila, Torres, El Capitan, El Almirante, El Isleo, El Lago, El Eestero and the Tamiahua, El Coston, El Oceano, as well as the new vessel now under construction at Kearny.
E.C. Kreutzberg, Marine Engineering & Shipping Age, October 1926,
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| From astern, Dixie had a classic American coast liner appearance. Credit: Mariner's Museum. |
Measuring 445 ft. (overall), 426 ft. 6 inches (b.p.) and with a beam of 60 ft. 2 inches, the 8,188-ton (gross), 6,900-ton (deadweight) and 12,160-ton (displacement) Dixie drew 25 ft. 6 inches and was in all respects a substantial and very strongly constructed vessel both in her specifications, scantlings and style and rather more impressive in these qualities than the traditional American "shelter deckers." Her staunch qualities would earn her a legendary reputation during her ultimate test in mid career.
Dixie was, in fact, the largest vessel ever commissioned specially for the U.S. Atlantic coast service and exceeded in size only by the bi-coastal trans-Panama Canal liners California, Virginia and Pennsylvania for domestic U.S. routes and, on the Pacific Coast, by H.F. Alexander (ex-Great Northern) (8,255 grt, 509 ft. x 63 ft.). Dixie was indeed larger than some Atlantic liners, compared, for example, to Furness' Nova Scotia and Newfoundland of 1925 at 6,791 grt, 406 ft. x 55.4 ft. and faster, too: 15.75 vs. 15 knots and approximated the initial pre-war "M" class ships of British India Line (Malda, etc. of 7,884 grt, 450 ft. x 58 ft.) dimensionally.
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| Dixie midship section. Credit: Pacific Marine Review. |
The vessel is of the hurricane deck type with steel superstructure with straight stem and semi-elliptical stern. She will be rigged with two pole masts and fitted with one smoke stack. Three complete decks will extend fore and aft with an orlop deck in the forward hold to insure ample strength and stiffness. The promenade deck, approximately 8 feet wide, extends all around the superstructure. The passenger quart ers will be located on the saloon, promenade, and boat decks. The division bulkheads around these accommodations will be of steel, and the deck over and deck below of steel, making them absolutely fireproof. The deck and engine officers' quarters, together with the messroom and wireless rooms , will be located on the boat deckaround boiler casing on the forward end. The waiters and cooks will be located on the main deck aft and the firemen and oilers on the main deck amidships. The seamen are berthed in a deckhouse forward on the saloon deck.
The vessel is fitted with a double bottom throughout. Double bottom tanks under the deep fuel oil tanks are used for fuel and for fresh water, ballast, and boiler feed water. Deep fuel tanks ranged forward and alongside of the fireroom and extend from the shell to the under side of the lower deck.
Pacific Marine Review, July 1927.
Built, like Bienville, on the Isherwood system of longitudinal construction with scantlings equal to the requirements of the American Bureau of Shipping, Dixie's hull was subdivided by seven watertight bulkheads, extending as high as the saloon deck, and two oil tight bulkheads extending to the lower deck.
Dixie had two full length superstructure decks: "A" (Boat) and "B" (Promenade) and two full hull decks: "C" and "D" (tween deck cargo with Third Class right forward.
"A" Deck had the pilot house and deck officers' accommodation forward and engineers' accommodation amidships around the funnel with a block of 18 First Class cabins. These were arranged with cabins for gentlemen on the portside and for ladies on the starboard with adjoining public baths and toilets and a lobby lounge aft. A separate aft deck house had six passenger cabins, the barber shop, smoking room and observation sun parlor. Nine lifeboats and one motorboat were located on this deck as well as open promenade and sports deck space.
"B" Deck had a walkaround promenade deck which was glass-enclosed for 70 ft. of its length forward. The First Class lounge and music room was right forward with two large suites just aft and leading to the large forward lobby with its impressive curved staircase leading down to the dining room. Towards amidships athwart the funnel casing were the four remaining suites, two on each side. Amidships was the main lobby and stairway with 16 First Class cabins aft. From amidships to right aft were 20 cabins and two smaller suites in a separate deckhouse. This had, in typical American coastal liner fashion, a large inside "social hall" the outside cabins opened out onto. One distinctive southern feature was the provision of a "sewing room" on the starboardside aft.
"C" Deck, in the hull and corresponding to a Main Deck, was enclosed for two-thirds its length forward to aft of amidships. Forward with large ports on three sides was the First Class dining saloon seating 210, accessed from "B" Deck via a curved staircase and from the starboardside of "C" with large shared bath cabins on that side and the galley on the other. The main entrance lobby and staircase was amidships with purser's office. Large shared bath cabins were slightly aft and another block of cabins, with private toilet, further aft, which opened out onto a another "cabin saloon" or lounge inboard. A final bock of standard cabins was situated right aft.
"D" Deck was devoted to 'tween deck cargo with the exception of the entire Third Class accommodation block right forward, consisting of 11 cabins, four or two-berth, all outside with the two-berth ones being inboard on the Bibby system. These open onto the dining space inboard with toiled and showers forward.
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| General arrangement plan of engine and boiler rooms of the steamship Dixie. Credit: Pacific Marine Review. |
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| Credit: Pacific Marine News. |
The Dixie, which is the latest addition to the Morgan Line fleet running between New York and Gulf ports will be a fast passenger and freight steamer equipped with the most modern accommodations for passengers, while the application of high steam pressures and temperatures to her machinery are a progressive departure from the usual marine practice.
The machinery installation on this vessel sets a standard for high operating efficiency that is well above the average. Not only has a highly economical main unit been installed, but careful attention has been given to auxiliaries so that a high over-all efficiency may be obtained with a thoroughly rugged and reliable installation.
American Shipping, 1927.
Of special interest was Dixie's very-up-to-minute machinery and she was one of the very first American merchantman and passenger liner to have the newest high pressure superheated boiler installations as pioneered by Canadian Pacific Duchesses. Interestingly, this was fitted to her while her exact contemporary California for Panama Pacific Line, while pioneering turbo-electric propulsion in liners, had conventional boilers while her sisters, Virginia and Pennsylvania followed Dixie's example with high pressure boilers.
This was an intensely interesting period in merchant ship propulsion means and methods during which the battle was joined between motor ships (especially among British and Continental builders), high pressure steam turbines (British and American), turbo-electric (American and British) and a last gasp of conventional reciprocating and "combination" machinery by the British and Germans. It is telling of the overwhelming dominance of British shipbuilding and engineering, that Britain could compete in all four fields quite admirably leading to a general "draw" in the proceedings by the end of the decade. But early in the fight, Dixie was a decisive and influential American contender no less than her contemporary California. The battle was joined and American marine engineering was in the thick of it.
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| Credit: Journal of Society of American Naval Engineers. |
The propelling machinery for this vessel has been given careful consideration both with regard to economy and consistent operation with low maintenance costs. This machinery will consist of De Laval compound turbines with double reduction gears. The turbines are designed for 7,100 normal shaft horsepower with 10 per cent maximum at 90 revolutions of the propeller shaft.
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| Credit: Marine Review, December 1927. |
The turbines will consist of one high pressure ahead and one low pressure astern in series which will drive the high speed pinions in connection with the reduction gearing. The low pressure turbine will be arranged to exhaust through the bottom of the casing into the condenser. The condenser will be located below the low pressure turbine and will run athwart ship. The astern turbine in series will be arranged in the exhaust ends of both the ahead and astern turbines. The reversing turbine will develop two- thirds of full speed ahead power. The turbines are of the De Laval impulse type, specially designed to meet the require- ments of marine service. The working parts are built to limit gauges and strictly interchangeable . Forged monel metal blading is fitted throughout.
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| Credit: Pacific Marine Review, April 1928. |
The turbine will be designed to operate 330 pounds gauge pressure (350 boiler) and 200 degrees Fahrenheit superheat at high pressure ahead and astern nozzles. The revolutions at normal power will be 3250 and the revolutions of propeller at normal power 91 per minute. The unit will be capable of 7100 normal shaft horspower with 10 per cent allowance for maximum. The turbines will be designed to operate as near maximum efficiency as possible at all powers above 50 per cent.
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| Credit: Pacific Marine Review, April 1933. |
The double reduction gear is arranged in three separate casings. The gearing is of the double helical type . The wheels of the first and second gears have cast iron centers and forged steel rims. Pinions of the first and second gears are nickel steel. The main thrust is of the Kingsbury type, of large diameter, fitted at the forward end of the low speed gear case and secured to the tank top. Flexible couplings are ranged between each turbine rotor shaft and pinion and between the first reduction gear wheel and the second reduction pinions, to allow for axial and slight lateral movement . The line shaft is of steel with solid forged couplings. The thrust shaft is of steel with solid forged couplings and fitted with a composition sleeve. A torsion meter of the Denny-Edgecomb type is attached to the propeller shaft.
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| "One of the four Babcock & Wilcox boilers with interdeck superheaters and Cuyama design oil burners, built for the steamer Dixie of the Southern Pacific Company." Credit: Marine Steam. |
The boiler equipment will consist of four Babcock & Wilcox marine type water-tube boilers built for working pressure of 350 pounds per square inch and 200 degrees superheat and equipped to burn oil. The boilers are arranged fore and aft with a center athwartship fireroom and will be fitted with air heaters located at the base of the smoke stack. Both forced and induced draft will be fitted.
The boilers are of the Babcock & Wilcox small tube marine water-tube type, built for working pressure of 350 lbs. per square inch and 225 degrees superheat at the super-heater. They are equipped to burn oil. The oil burners are attached direct to boiler fronts. The boilers have a total evaporating surface of 21,180 square feet, and a total superheating surface of 2,048 square feet. The pressure parts are constructed entirely of solid steel plates and seamless steel tubes. Each boiler is fitted with five Cuyama type oil burners. The burners, ash pan and furnaces are suitably protected by fire-brick and non-conducting material. Each boiler is fitted with six Diamond soot blower units. Calorized units are fitted at the bottom of the first pass, protected by special alloy barriers. Each boiler is fitted with Babcock & Wilcox latest type feed water circulator, and each boiler is also fitted with a Bailey steam meter. A McNab simplex salt detector is fitted up complete in the engine room. The boilers will be arranged to operate under forced draft. The fans to consist of two 78-inch, three-stage bladed forced draft fans driven by an 8-inch x 7-inch balanced valve engine. A complete inducted draft apparatus is fitted in the stack above the air heaters and will consist of one No. 12 Sturtevant multivane single width, single inlet design No. 3 fan driven by Sturtevant A-8 - G turbo-transmission.
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| Credit: Pacific Marine Review, April 1928. |
The generating sets consists of two 50-kilowatt and one 75-kilowatt geared turbine units, consisting of De Laval turbines and gears driving General Electric generators. These sets are designed to operate at a very low water rate.
The main steering gear is of the hydro-electric type, with an auxiliary steam steering gear of the right and left hand screw type. Steering gears will be controlled by wire rope transmission from the pilot house, in addition to a Sperry gyro pilot control, fitted with a Sperry helm angle indicator. A Sperry gyro master compass with repeaters will also be fitted.
Pacific Marine Review.
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| Credit: Naval Engineers Journal, 1928. |
In service, Dixie proved the equal or better of all expectations of her economy, efficiency and reliability.
The comparison between Dixie and admittedly much older fleetmates, state of the art of a wholly different generation, was striking enough:
Creole Momus Dixie
Steam pressure pounds 210 250 330
Superheat, degrees F. 50 50 200
Approx. horsepower 8,000 8,500 8,000
Speed in knots 15 15 15
Cargo capacity in long tons 2,400 2,490 5,125
Cargo capacity in cubic ft. 314,716 324,332 414,055
Machinery space fore and aft, feet 100 89 71.5
Displacement in tons 9,355 9,441 10,613
Average fuel consumption,
New York to New Orleans r/t, gallons 169,629 153,346 113,700
Propelling equipment triple exp. triple exp. turbine
The saving in fuel cost per round trip of Dixie over Creole was $1,398.75 and over Momus $991.25 with oil at $1.25 per barrel.
In addition to fuel saving, there was a saving in operating personnel of three firemen, three oilers and one junior engineer in favor of the Dixie as compared to the Momus and Creole, equal to approximately $1,000.00 per month, including wages and subsistence.
More impressive, though, was how Dixie ranked in engineering performance, efficiency and economy with her contemporaries c. 1928:
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| Journal of American Society of Naval Engineers. |
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| Credit: Marine Review December 1928. |
The Morgan Line passenger steamer Dixie, owned by the Southern Pacific Steamship Company, is also making an excellent record in service. This ship has turbine gear drive developing 8,000 shafthorsepower and is fitted with oil-fired Babcock & Wilcox boilers. built for a working pressure of 350 pounds, with interdeck superheaters to give 200 degrees F. superheat. Air heaters were fitted in the uptakes by the shipyard. This ship was designed to operate at .8 pound of oil per shaft horsepower, all purposes, but is lowering this rate in actual service.
Journal of the American Society of Naval Engineers, Inc, Volume 40, Issue 2.
When she was placed in commission, January, 1928, S.S. Dixie was operating under higher pressure steam than was then being employed in any turbine vessel in the world in regular sea service. She has now been in continuous sea service for a period of over six years on the regular passenger and freight run between New York and New Orleans. She has covered, during this period, a steaming distance of 360,000 nautical miles at an average speed of 15½ knots. The entire propulsion plant has operated satisfactorily and economically with exceptionally low maintenance costs. To date no repairs have been made to either turbines, gears, or boilers, except the customary routine of trip repairs and adjustments. On her second round voyage a weighed water test was made and the consumption of fuel for all purposes worked out at 0.69 pound of fuel oil per hour per shaft horsepower. Careful records of her performance since indicate that this very satisfactory fuel economy is being maintained.
Great credit is due to the Southern Pacific Steamship Lines and to their Superintending Engineer, A. S. Hebble, for pioneering higher pressure and higher temperatures in this steamer. That their pioneering vision was correct is clearly indicated by the way in which high pressure steam and high superheats have been applied in turbine drives on recently built vessels by all the major passenger and freight liner services both in this country and abroad.
Pacific Marine Review, April 1934.
De Laval compound turbine with double reduction gears was selected after extended experience by the same line with similar equipment in the steamers El Oceano and El Coston. The Dixie has now given some six and one-half years of uninterrupted service on the New York-New Orleans route, with a total expenditure for repairs to the turbine and gears of only $1591.53, or but $245 per year. The turbine, which uses steam at 375 lb. with 200 degrees Fahrenheit of superheat, was designed to develop 7100 h.p. at 91 r.p.m. propeller speed, but provides a maximum of 8000 h.p. The saving in cost of fuel by the Dixie, as compared with the reciprocating-engined Creole of the same line, was found to amount to $1398.75 per round trip, and as compared with the Momus, also of the Southern Pacific Line, $991.25, all ships burning oil at $1.25 per bbl. In addition, the Dixie saves about $1000 per month on wages and subsistence as compared with the reciprocating engined ships.
Pacific Marine Review, January 1935.
A sizeable cargo capacity of 420,000 cu. ft. was loaded through wing and centerline hatches and side cargo ports along traditional American coastal vessel practice. Nos. 1 and 2 holds were forward, served by two conventional hatches forward, one on either side of the foremast, and three sideports on each side. Nos. 3 and 4 holds and 'tweendecks were accessed via two side hatches and two sideports on each side.
For cargo handling, ten steam cargo winches are provided. These are the Hyde Windlass Company's 814 by 8-inch double cylinder, single drum, reversible type. The windlass and warping winch are also of the Hyde steam driven type. The cargo handling arrangements include two masts fore and aft and two king posts amidships adjacent to the pump room. Each of these is fitted with two 5-ton cargo booms. These booms are served by deck winches, one located at each of the masts and one at the king posts. In addition, the deck machinery includes a windlass located under the forecastle deck, two capstans on the forecastle deck and two capstans on the upper deck astern.
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| Credit: The Sperry Scope. |
The main steering gear is of the hydro-electric type, with an auxiliary steam steering gear of the right and left hand screw type. Steering gears will be controlled by wire rope transmission from the pilot house, in addition to a Sperry gyro pilot control, fitted with a Sperry helm angle indicator. A Sperry gyro master compass with repeaters will also be fitted.
The vessel will be equipped with the most modern life-saving and wireless equipment. Lifeboat capacity will be provided sufficient to take care of all persons on board, including passengers and crew. One of the lifeboats will be fitted as a motorboat. Twelve lifeboats were fitted under Steward davits.
In the design and construction of the Dixie, great care has been exercised to make a completely fire proof job. All stateroom partitions, panelings, and ceilings are of special fire-proof Vehisote, steel fire screen bulkheads are arranged at frequent intervals, with steel doors in passageways.
Elaborate automatic fire detection and manual fire alarm systems are installed. The Lux carbon dioxide fire extinguishing system and Rich smoke detection system protect the engine room, boiler room, cargo compart ments, and fuel tanks .
Pacific Marine Review, July 1927.
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| Credit: Pacific Marine News, October 1927. |
In the wake of the Bienville fire, the first indication of the flammability of interiors largely constructed of the new laminated plywoods (whose mastic was explosively flammable at specific temperatures), it was no surprise that her replacement was the first American passenger ship to stress fire detection, fire suppression, and more importantly, fire prevention by incorporating a relatively new material for her interior lining and partitioning. This was Vehisote, made by the Pantasote Company, a derivative of Homasote which was a cellulose-based fibre wall board which did not use flammable adhesives but was compressed under high temperature and pressure rather like papier-mâché. Vehisote was first developed for truck panelling. First advertised for shipboard fitting in 1917, its first use on a liner was aboard Great Northern and her builders, Wm. Cramp & Sons made extensive use of the product.
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| Credit: Pacific Marine Review, January 1917. |
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| Credit: San Antonio Light, 7 February 1928. |
Bienville had employed plywood extensively except for the ceilings and passageway panelling which was agasote, another pressed particle board that was at least more fire resistant than plywood. Vehisote also offered considerable weight savings over plywood and Dixie's top weight, especially considering all of her accommodation was on the main deck or higher, was reduced accordingly.
S.S. DIXIE
Rigging Plan & General Arrangement Plan
credit: Marine Engineering & Shipping Age, March 1928.
(LEFT CLICK on image to view full size scan)
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| Rigging Plan & Profile. |
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| "A" (Boat) Deck. |
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| "B" (Promenade) Deck. |
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| "C" (Saloon) Deck. |
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| "D" Deck. |
The interior of the passenger quarters will be of American Colonial design. The public rooms will consist of a lounge and music room, spacious social halls, writing rooms, smoking room, a completely enclosed observation sun parlor and dance room, and a dining room, all handsomely decorated and furnished, and adjoining the smoking room on the boat deck will be a barber shop and a cafe.
Pacific Marine Review, July 1927.
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| Credit: Pacific Marine Review. |
Although it was stated that A.S. Hebble and Lewis J. Spence had "designed Dixie's interiors with the advice of a professional interior decorator personally supervised the arrangement, decoration and furnishing of the vessel," there seems no record of who that was nor very detailed descriptions of her rooms. In general, they followed in layout, décor and furnishings those of Bienville and like her reflected a specification of higher ceilings, usually with a shallow skylight in the center of the room, and mahogany or other wood used as wainscoting or framing contrasted with light or white enamels to impart a cool, uncluttered look while the chairs often had open backs and leather upholstered seats for coolness. A distinguishing feature were the impressive curving staircases forward and amidships and generally the interiors were light, lofty and comfortable but still very much in the "coastal liner" mode.
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| "A" or Boat Deck miships to aft detail. |
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| Credit: Marine Engineering & Shipping Age. |
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| Credit: Marine Engineering & Shipping Age |
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| Credit: Morgan Line brochure. |
First Class public rooms were found on all three accommodation decks with the smoking room and observation sun parlor aft on "A" or Boat Deck. The smoking room was accessed by the aft staircase from "B" Deck but not internally from "A" Deck, the doors opening instead on to the open deck on either side and these were fitted with screen doors. Fully panelled (the only public room to so lined), the smoking room assumed the typical quality of such venues on shipboard with leather banquette seating around the edges and rather plain straight back chairs and simple tables elsewhere. With its fireplace and surmounted by a leaded and stained glass dome, it was a handsome space indeed even if pierced aft by the mainmast.
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| Credit: Marine Engineering & Shipping Age. |
The largest of the public rooms, save the dining saloon, the aft sun parlor and dance room was certainly well-designed to fulfill both roles with its light, simple décor of white enamel, skylight overhead and large rectangular windows and a 20 ft. by 26 ft. parquet dance floor in the center with an electric piano and a "combined radio receiving set and talking machine."
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| Credit: Marine Engineering & Shipping Age. |
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| Credit: Morgan Line brochure. |
The only public room on "B" (Promenade) Deck was the lounge and music room right forward. This was most traditionally luxurious of the rooms with its pastel painted paneling and mahogany booked cases, table and frame armchairs and upholstered club chairs with windows on three sides and a fireplace.
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| Credit: Marine Engineering & Shipping Age. |
Aft of the lounge were two suites and the large forward lobby with its impressive curved staircase leading to the dining saloon below on "C" (Saloon) Deck.
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| Credit: Marine Engineering & Shipping Age. |
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| Credit: eBay auction photo. |
The forward end of the promenade deck will be built in solid and fitted with sliding glass windows extending aft on each side a distance of 75 feet. This deck will extend around the entire passenger quarters of the ship and will be broad enough to accommodate deck chairs and provide comfortable space for the usual exercises enjoyed at sea.
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| Credit: Marine Engineering & Shipping Age |
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| Credit: Marine Engineering & Shipping Age. |
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| Credit: eBay auction photo. |
Forward on "C" (Saloon) Deck was the First Class dining saloon, the only public room to extend the full width of the superstructure and quite the largest room aboard Dixie. Accessed by the forward staircase from "B" Deck and astern on the starboardside, the room sat 210 at a single sitting at tables for 2, 3, 4, 6 and 8 diners. A feature were the extra large (20-inch) Steward air ports on three sides and the high overhead giving it an light and airy quality. Decorated in "colonial design," the spacious room was simply finished in white enamel with mahogany wainscoting and columns. Massive sold mahogany sideboards occupied the forward bulkhead and on each side of the after bulkhead. The chairs, too, were mahogany frames with upholstered cushioned seats. The decking was rubber tiles in marbled patterns and tapestry curtains at the portholes.
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| Credit: Marine Engineering & Shipping Age |
The galley or pantry for the First Class dining saloon was on the portside adjoining the saloon affording the staff lots of air and light via portholes.
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| Credit: Marine Engineering & Shipping Age. |
Aft on "C" (Saloon) Deck was a unique characteristic of American coastal liners and indeed riverboats, the "cabin saloon," inboard of outside cabins, and being a casual seating area that could be shared with the occupants of the cabins or as an extra lounge for cards or conversation.
Special attention was paid to the passenger foyers, passageways and stairways which were finished in white enamel with mahogany wainscoting, ceiling beams capped and with sunken panels between them and decks of marbled rubber tile with an abundance of small tables, tapestry upholstered armchairs and davenports in the foyers and social halls off the cabins.
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| Credit: Marine Engineering & Shipping Age. |
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| Credit: Marine Engineering & Shipping Age. |
Accommodation will be provided for 279 first cabin passengers and 100 third cabin passengers. Every first cabin room is a well ventilated outside room, supplied with running hot and cold water and equipped with a full length mirror fitted into a wall panel. Of the regular staterooms equipped with a lower berth and an upper berth of the Pullman type, which can be closed when not in use, a number are provided with toilets and tiled shower baths. Some staterooms are furnished with twin beds, dressers, toilets, and tiled bathrooms with both tub and shower baths, hot and cold fresh and salt water being supplied to all baths. Some of the special rooms are arranged ensuite, with bedroom, bath-room, and sitting room, connecting and separate outside entrances to each of the rooms, the sitting room being equipped with a settee berth and washstand by which it can be converted into a bedroom when re- quired. Cooled drinking water will be circulated throughout the passengers' and crew's quarters.
Cabins were finished in white enamel and each had an extra wide metal lower lower berth, folding mahogany upper berth and a pull-out spring tapestry upholstered davenport which would be converted to another bed. Each had a large mahogany wardrobe, dressing table, washbasin with hot and cold running water, thermos bottle and ample coat hooks. The portholes had tapestry curtains and the deck laid in rubber tile with Lowell-Wilton carpet. Each berth had a 25-watt reading lamp and there was an electric fan and electric-vapor radiator.
In all, the 279 First Class passengers were accommodated in 43 staterooms (113 berths) on Saloon Deck; 118 in 52 staterooms and six suites on Promenade Deck; and 48 in 24 staterooms on Boat Deck.
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| "A" or Boat forward detail. |
In addition to an electric piano in the music room, loud speakers are located in the dining saloon, sun parlor and dance room and the lounge and music room for broadcasting both radio and phonograph entertainment.
An inter-communicating telephone system will connect through a switchboard all suites and staterooms, public rooms, and social halls, as well as the offices of the captain, chief engineer, purser, and chief steward.
Dixie had a compliment of 114 officers and crew.
Conceived out of misfortune, constructed to weather if not avoid it, Dixie's staunch qualities would be tested as few ships could be, making her a bit of legend among American merchant ships of her era. Yet, her accommodation, amenities and the sense of Southern graciousness and service made "100 Golden Hours at Sea," more than just an adverting slogan. Now, Dixie would embark on a 13-year career, unlucky only its number.
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| Credit: The Traffic World. |
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| Credit: The Austin American, 11 January 1928. |
The sailing today of two American liners on their maiden voyages was said by shipping men to mark the first such event in many years.
The vessels were the California of the Panama line and the Dixie of the Southern Pacific Steamship Company The California is the biggest commercial ship ever built in an American yard and the largest vessel in the world equipped with an electric drive. The Dixie in the opinion of shipping men is of the finest vessels in coastwise trade. The California is bound for San Francisco through the Panama Canal and the Dixie is headed for New Orleans.
Evening Express, 28 January 1928.
The Dixie is confidently expected to increase the already great prestige of the Southern Pacific Steamship Lines (Morgan Line) in coastwise service. It supplements the popular passenger services rendered by the notably seaworthy and comfortable Momus and Creole between New York and New Orleans.
The Way-Bill, March 1928.
Coming into service at the very height of the "Roaring Twenties," a period of unparalleled prosperity that was reflected in the nascent rebirth of the American Merchant Marine and in particular its passenger fleet, Dixie was in the vanguard of a new era and while it lasted, her early career was favored by record passenger demand and she ushered in final heyday of "100 Golden Hours At Sea."
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| Credit: Forbes, 1 January 1928. |
With the addition of the new ship, Morgan Line schedules were changed effective 1 January 1928 with varied days of arrivals and departures at New York and New Orleans instead of the previous Wednesday and Saturday pattern.
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| Credit: New York Evening Journal, 21 January 1928. |
It was a short delivery trip for Dixie from Kearny, New Jersey, to Morgan Line's Pier 46, North River, Manhattan, on 16 January 1928 and she was officially handed over by Federal Shipbuilding to her owners, represented by Lewis J. Spence, on arrival.
A formal invitation only inspection and luncheon aboard the ship was conducted on 20 January 1928 attended by steamship agents and government officials, the Buffalo Courier Express noting that "the furnishings through are described as the finest obtainable." The event was hosted by Lewis J. Spence, S.P.'s executive officer and his wife who was the ship's godmother.
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| Credit: Daily News, 29 January 1928. |
An "open house" for visitors alongside Pier 46 the day before Dixie sailed on her maiden voyage attracted some 1,500 people.
About 1,500 guests inspected the new passenger steamship Dixie, of the Southern Pacific Company at Pier 49, North River, New York, on January 20th, when a buffet luncheon was served. Among those present were Representative and Mrs. Sol Bloom; Representative John J. Boylan; Henry Bruckner, President of the Borough of Bronx; M. C. Byers, President, Western Maryland Railway Company; James J. Byrne, President of the Borough of Queens; Samuel S. Conover, Executive Chairman, Board of Directors, Fidelity Trust Company; United States Senator Royal S. Copeland; R. E. M. Cowie, President, American Railway Express Company; J. M. Davis, President, D. L. & W. R. R. Co.; John J. Dorman, Fire Commissioner, City of New York; John Dowd, President, Maritime Exchange; Wm. M. Greve, President, The Prudence Company; Mrs. J. Horace Harding; Wm. S. Irish, President, First National Bank of Brooklyn; John Kenlon, Chief of Fire Department, City of New York; John A. Lynch, President of the Borough of Richmond; Charles A. McAllister, President, American Bureau of Shipping; Former United States Senator James A. O'Gorman; John W. Platten, President, U. S. Mortgage & Trust Company; H. H. Raymond, Chairman of the Board, AGWI Steamship Company; James J. Riordan, president County Trust Company of New York; Lewis J. Spence, Executive Officer, Southern Pacific Co., and Mrs. Spence; George W. Spence, President, People's National Bank of Brooklyn, and Mrs. Spence; Daniel Upthegrove, President, American Steamship Owners' Association; Grover A. Whalen; R. B. White, President, Central Railroad of New Jersey; Albert W. Wiggin, Chairman of the Board, Chase National Bank; William H. Williams, Chairman of the Board, Missouri Pacific Lines.
American Shipping, February 1928.
Yesterday was a red letter day for the American Merchant marine, because two American built liners sailed from New York the California of the Panama Pacific line and the Dixie of the Southern Pacific Steamship company, each packed to the last cabin.
The California sailed from Pier 63, West 22d st., at noon for California, through the Panama canal, with an excellent jazz band crashing out the lilting strains of 'Sailing; Sailing, Over the Bounding Main!' The Dixie left from the foot of West 11th St. for New Orleans. La.
Daily News, 29 January 1928
Rather wonderfully, two of America's first new generation of passenger ships, both built for intercoastal service-- Panama Pacific's California, first turbo-electric liner and Dixie, introducing high pressure steam turbine machinery in American merchantmen-- departed New York with an hour of one another on their maiden voyages on 28 January 1928. "Booked to capacity," Dixie pulled out of Pier 46, North River, at 12:45 p.m. in a blinding snowstorm. She numbered 279 First Class and 100 Third Class passengers aboard and a fair cargo and like California, encountered quite blowy and rough conditions the following day coming down past the Virginia Capes and Cape Hatteras.
Amid din of whistles and with flags flying, the Southern Pacific's new de luxe steamship Dixie was given a royal welcome when she steamed into New Orleans on her maiden trip from New York with many passengers en route to the West.
In keeping with the spirit of the Old South, a delegation of thousands of people lined the dock and wharves to the welcome the new vessel which is the latest addition to the company's intercoastal service between New Orleans and New York.
The Louisiana Jockey Club dedicated a special race, known as the Morgan Line Steamship Dixie Handicap, to the new vessel the day of her arrival inn port. The race was won by Calvados, a thoroughbred owned by Senator J.N. Camden of Kentucky who was presented with a silver loving cup by the Southern Pacific.
San Jose Evening News, 21 February 1928.
Dixie arrived at New Orleans the morning of 3 February 1928, amid whistle salutes from water craft of all sizes as well as the honking of car horns as she came alongside the St. Louis Street Wharf at 7:00 a.m.. Despite the early hour, there were nearly 500 people on the quayside to welcome her and her passengers. The New Orleans States reported that "her first cabin on her initial trip was full, the Dixie landing the largest number of people ever to arrive from a coastwise trip at this port in one ship."
Little Miss Esther Hall and Mrs. William T. Hall, daughter and wife of the city commissioner of public utilities, were among the first to extend a greeting of welcome to Captain Maxson when he descended the gangway. H. Van R. Chase, representing the Association of Commerce, presented the master of the Dixie with a bouquet of red roses.
Movie and news cameramen were in the crowd at the dock 'shooting' the big ship as she warped into dock. Among the prominent passengers were the Countess Meir de Mansil, of Madrid, Spain, a chic blond, J.W. Salisbury, New York manufacturer; Frederick L. Mills, New York banker; George Martner and Robert Wolff, Wall Street brokers; E.B. Richardson, vice president of the Ocean Steamship Company of Savannah, Georgia; Russell Waterbury of Stamford, Conn.; Mr. and Mrs. William N. Sawyer of Boston, Mass., and Mr. and Mrs. Henry Searing of New York.
Officer of the steamship reported that the Dixie 'rode well.' They said although they ran through three days of foul weather there was little seasickness aboard and that the big coastwise passenger ship was all that was expected, and more.
New Orleans States, 3 February 1928.
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| Credit: New Orleans State, 11 February 1928. |
As a feature in connection with the arrival of the new steamer, the Louisiana Jockey Club named the third race on their program of February 3 "The Morgan Line Steamship Dixie Handicap." The race was won by "Calvados," owned by Senator J. N. Camden of Kentucky. Captain Maxson presented the Senator with a handsome silver trophy in behalf of the Southern Pacific. Thousands of people from all parts of the United States who attended the races were attracted to the "Dixie" by reason of
the place of prominence it took on the program.
Times-Picayune, 4 February 1928.
Beneath the big white star with its red "M" of the Morgan Line, more than 6,000 Orleanians gathered Tuesday from noon to 5 p.m., to inspect the magnificent new liner Dixie of the Southern Pacific Steamship Company.
Captain Charles P. Maxson and a group of high Southern Pacific officials were the hosts to the public on Dixie, Tuesday. From the captain's bridge down into the engine rooms, men, women and children from all walks of life swarmed over the great vessel.
New Orleans States, 8 February 1928.
Buffet luncheons were served by the ship's crew to more than 3,000 diners and it was estimated that probably 6,000 persons visited the ship between noon and 5 p.m.
It was a gay party that attended the formal inspection of the liner. Dancing was under way almost continuously in the sun parlor and music was furnished in two other parts of the ship. The dining salon where luncheon was served was crowded to capacity.
The crowds surged over every part of the ship, listening to explanations of the automatic control of the ship by the gyro-compass and pilot; inspecting the staterooms the wide promenade decks, and the beautiful dining salon, music rooms, ladies smoking room, writing room and lounge.
The Times-Picayune, 8 February 1928.
On 4 February 1928 a group of 75 steamship and rail agents departed Houston by Southern Pacific for New Orleans to inspect Dixie on the following day. This was followed by a general inspection by the public from 12:00 to 5:00 p.m. on the 7th which attracted more than 6,000 visitors. That evening another reception, dinner and dance, by invitation, was organized aboard.
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| Credit: Times Picayune, 7 August 1928 |
Dixie sailed from New Orleans at 10:00 a.m. on 8 February 1928 and arrived at New York on the 13th at 8:15 a.m..
The Dixie fell into the familiar voyage pattern of the Morgan Line steamers and were an integral link not just between New York and New Orleans but, of course, with the wider Southern Pacific trans-continental trains:
The Dixie is confidently expected to increase the already great prestige of the Southern Pacific Steamship Lines (Morgan Line) in coastwise service. It supplements the popular passenger services rendered by the notably seaworthy and comfortable Momus and Creole between New York and New Orleans. Leaving Pier 48, North River, New York, at 12:45 p. m. (noon hour) on appointed sailing days, these vessels arrive at New Orleans on the sixth morning thereafter in ample time for connection to be made with the famous 'Sunset Limited,' a de luxe train leaving New Orleans at 10:40 a. m. daily for the Pacific coast via the 'Sunset Route.' The train traverses a scenic wonderland through the States of Louisiana, Texas, New Mexico, Arizona and California. Passengers desiring to spend a day of interesting sightseeing in picturesque New Orleans, noted for the excellence of its Creole restaurants and cuisine, may remain over for the 'Argonaut,' which leaves New Orleans for California daily at 11:00 p. m.
Eastbound passengers from the Pacific Coast and intermediate States may arrive at New Orleans at 7:35 p.m. on the 'Sunset Limited' or at 7:35 a.m. on the 'Argonaut.' Steamers will sail from New Orleans for New York at 10:00 a.m. on scheduled sailing days and arrive at New York on the fifth morning thereafter.
The Way-Bill, March 1928.
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| Credit: Los Angeles Evening Express, 28 March 1928. |
Arrangements have been been perfected and reservations being made for the 'Dixie Special' which will take travelers from Pacific Coast points over Southern Pacific's Sunset Route to New York via steamship from New Orleans this month.
This "special" is an annual affair and this year is being run by the Sunset Limited in connection with the Company's palatial new steamship Dixie, which went in service January 28. The Sunset Limited leaving San Francisco April 14 and Los Angeles April 15 will connect with the new steamship at New Orleans on the sailing day, April 18.
Under the direction of Captain C. P. Maxson, veteran 'skipper' of the Company's steamship fleet, special entertainment features are being arranged for the sea journey which will make this year's 'Dixie Special' one long to be remembered by the excursionists from the West.
Southern Pacific Bulletin, April 1928.
Henry Monahan's ‘‘Dixie Special’’ pulled out of Los -Angeles Sunday, April 15 with one-hundred and forty-eight passengers aboard.. Of these ninety-five were booked through to New ‘York on the steamer Dixie from New Orleans.
Southern Pacific Bulletin, May 1928.
Business was buoyed in June 1928 by the Democratic Party Convention in Houston and on the 22nd, Dixie docked at New Orleans with the Eastern delegations aboard who would entrain for Houston via Southern Pacific. "Al Smith enthusiasm ruled aboard the S.S. Dixie as she steamed up the river and anchored at the foot of St. Louis street Friday, bringing nearly 200 delegates from New England, Pennsylvania and New York en route to the Houston convention. Mention of Governor's Smith name brought as loud cheer from the rail of the Dixie as she warped up to the wharf at 7:00 a.m. Despite the early hour a large crowd gathered to meet the delegates and a good number of New Orleans people coming from New York aboard the steamer. Utilities Commissioner William T. Hall, acting mayor in the illness of Major O'Keefe, went aboard and welcomed the visitors, while the firemen's band played on the wharf." (Times-Picayune, 23 June 1928).
When Dixie arrived at New Orleans on 16 November 1928, her passengers told of being "severely buffeted in the gale which swallowed the ill-fated Vestris. They said passengers were not told of the Vestris disaster until three days after SOS signals had been received. The Dixie did not turn back, knowing there were several other ships closer to the scenes of distress." (Times-Picayune 17 November 1928). Among those aboard were 18 delegates attending the American Humane Society convention in the city.
In her role as unofficial Ship of State for the Old South, Dixie hosted a tea dance for the Southern Women's National Democratic Organization aboard the ship at Pier 49 on 30 January 1929 from 2- 9:00 p.m.: "In compliment to the Dixie's special sailing for the mardi gras festival In New Orleans on Feb. 2, an entertainment suggestive of the famous carnival of the South has been planned. The souvenirs and prizes will be typical of New Orleans, and prominent Louisianians living In New York City have been invited to be honored guests. During the refreshment hour there will be a program of Southern songs and dances." (The Herald Statesman, 28 January 1929). A traditional high season for Morgan Line was around Mardi Gras and Dixie had 185 in First Class when she docked at New Orleans on the 8th.
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| Credit: Southern Pacific Bulletin, January 1929. |
From the Golden West through the Old South and back East by rail and water a group of California boosters will unread ihe name and fame of this state on a special excursion leaving San Francisco April 13th.
Known as as the 'Dixie Special' the train will connect at New Orleans on April 17 with the palatial steamship Dixie “for a voyage of 100 hours to New York City. It will be the seventh annual trip of its kind through the Dixieland of song and story.
The excursionists traveling on a special section of the Sunset Limited from San Francisco will follow the scenic Sunset Route through Arizona and New Mexico to Texas and New Orleans Along thp way the Californians will offer the hospitality of the West in exchange for courtesies extended to them.
Advance reservations for the 'Dixie Special' this year indicate that the train will break all records for the trip according to F.S. McGinnis passenger traffic manager of the Southern Pacific Company Many prominent residents of Northern and Southern California have already signed up for the journey
The combined rail and water route to New York City will give the travelers a wide range of longitude and latitude in which to enjoy themselves while telling the South and East abopt the advantages pf about the advantages of California.
Lodi News-Sentinel, 9 March 1929.
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| Credit: Times Picayune, 10 July 1929. |
Among those sailing in Dixie from New Orleans on 10 July 1929 was a group of Beaumont, Texas, Boy Scouts bound for New York to connect with a liner for England for the International Jamboree at Birkenhead. Homewards, the boys left Plymouth on 20 August in Paris and would connect direct with Dixie on the 26th, which "plough them through western waters back into southern atmosphere and thence up Father Mississippi and one at one of the lower city docks." (The Item-Tribune, 11 August 1929). "Every whistle and siren in the harbor will blow long and lustily at 7 a.m. when the Southern Pacific Dixie pulls into the Canal Street docks with her cargo of boys." (The Item-Tribune, 1 September 1929). Dixie and her scouts received a tremendous welcome on their return on 6 September: "The arrival of the steamship Dixie at the St. Louis Street Wharf was the signal that touched off the jamboree. While the liner tied up, its rails lined with jubliant scouts, the waterfront burst into sound, and every boat on the river added to its whistle to the welcome."
Operations of the Morgan Line were under constant scrutiny by SP accountants throughout the depression; it failed to generate net income after 1931, and, as a consequence, older vessels were sold or retired rather than replaced. Lower volumes of traffic were offered the line, but depressed conditions demanded reduced rates to retain even that. Furthermore, the relative value of the Morgan Line to the Southern Pacific to the Southern Pacific had decreased following the acquisition of the St. Louis Southwestern Railway in 1931.
The Southern Pacific, 1901-1985.
Conceived out of the booming economic times and bouyant mood of The Roaring 'Twenties, the harbingers of a reborn American passenger fleet came of age during the depressed and dismal 'Thirties. For some lines and ships, the new economic and government order of the New Deal proved in itself fatal while for others, including Dixie, the cumulative effects of depressed trade and passenger traffic would catch up with them amid increasing military preparedness by the close of the decade. Sailing on her maiden voyage within an hour of Panama Pacific's California on hers, Dixie managed to outlive her in her original role by three years. Dixie would play out most of her career in the 'thirties, achieving her share of favor with passengers and a considerable amount of fame in the course of it.
Upon arrival at New Orleans aboard Dixie on 10 January 1930, Ralph Hamel, former purser with the Fall River and New York Steamship Line was arrested by detectives on charges of embezzlement and travelling under the alias of R.H. Harvey and "travelling with two well-dressed women." Hamel was accused of embezzling $2,210 from the steamship line.
Dixie's Third Class passenger list on her 19 March 1930 was swelled by 26 deportees, bound for New York and thence Europe.
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| Credit: Times-Picayune, 19 March 1930. |
The Times-Picayune of 19 March 1930 reported that Capt. Charles P. Maxson of Dixie was now "the proud guardian of a baby goat. The new pet, according to the captain, will make all trips of the Southern Pacific liners on its runs between New Orleans and New York."
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| Credit: Sacramento Union, 7 March 1930. |
Business remained good into 1930 and the eighth annual "California-Dixie Special," from Los Angeles 6 April attracted 100 Californians. They arrived in New Orleans via the Sunset Limited and embarked aboard Dixie on the 9th "The few hours that they spent in the city before sailing were spent wandering through the French Quarter and inspecting 'The Great White Way' of Canal Street. Captain C.P. Maxson, of the Dixie, greeted the visitors with jovial smiles and the promise of an especially planned program of dances and deck amusement in honor of this annual California excursion." (The New Orleans Item, 9 April 1930).
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| Credit: New Orleans States, 14 June 1930. |
When Dixie departed New Orleans on 13 June 1930 she went out with a record passenger list for the season of nearly 300.
When legendary captain, Commodore Charles P. Maxson, aged 68, announced his retirement from the sea on 20 July 1930 effective 1 October, it was major news especially in New Orleans where the New Orleans States described him as "holding records unmatched by any American sea captain afloat," after 46 years with Morgan line, more than any master in the American Merchant Marine. It was estimated that he had voyaged more than 3 mn. nautical miles or 120 times around the earth in a career that began with Morgan Line in April 1884. "But above all he is the skipper who never spent a Sunday at sea in his life with divine sermon and prayer and hymn in praise of God-- even if he had to preach the sermon himself." Many regular passengers would not take passage unless Capt. Maxson was in command. Prior to arriving at the city for the last time in command of Dixie, Capt. Maxson was made an honorary citizen of the City of New Orleans.
When Dixie arrived at New Orleans on 10 October 1930 she had a new skipper at the helm and Southern Pacific Steamships a new commodore in Capt. R.F. Jacobs. He was literally born to ships and the sea, being delivered aboard the fully rigged sailing ship Merrimac in Mobile Bay, Alabama, on 20 February 1968, of which his father was captain. Seafaring came as naturally and in April 1893 he rose to Second Officer on a freighter of Southern Pacific and following service in the U.S. Navy during the Spanish-American War, got his first command of an S.P. cargo ship on the New York run. In June 1907, he was promoted to command Creole and stayed with her 23 years and four months until being transferred to Dixie.
The annual Mardi Gras sailing from New York landed 190 at New Orleans from Dixie on 13 February 1931.
Dixie's compliment of passengers from New Orleans on 22 April 1931 included a party of 57 "Acadian lassies from Canada" en route home after touring the Evangeline country and spending two days in New Orleans and Baton Rouge. They were seen off by 138 others of the party who would be returning later.
Southern Pacific-Morgan Line inaugurated its new $1.2 mn. New Orleans wharf, at the head of Canal Street, with the docking of El Almirante on 3 September 1931. Formerly as the Bienville St. Wharf, the completely rebuilt new structure was now called the No. 1 Canal St. Wharf
In a tragic accident, Capt. Benjamin Jacobs, slipped and fell during heavy weather and high winds the night before Dixie arrived at New York on 24 November 1931, and hit his head on a rail as he lost his balance and fell on deck. Taken to hospital on arrival, he passed away from his injuries on 10 December, aged 64.
Replacing the Capt. Jacobs as commander of Dixie and Southern Pacific Steamship Lines Commodore was Capt. Harry T. Boyd, 66, who had been with Morgan Line for 35 years, began his seafaring career in sail, aged 15, and survived two torpedoings during the Great War and was master of the Morgan Line's Antilles when she was sunk by a German submarine as a troopship. Capt. Boyd brought Dixie into New Orleans for the first time on 15 January 1932, but the ship was delayed 25 miles below the port and again at Algiers by fog and did not get alongside Southern Pacific Line new terminal at the foot of Canal Street at 10:30 a.m. where she was met by Morgan Line and S.P. officials. "Commodore-Captain Boyd loomed first in sight of those on the wharf, high on the fog-bridge. He was wearing his old rank rating, four gold stripes on the sleeves of his uniform. He had not yet put on the one broad stripe of the commodore of the fleet." (New Orleans States, 15 January 1932). It was reported that Southern Pacific's crack train, the Sunset Limited, "after waiting some 10 minutes, departed westward without 25 of the Dixie's passengers who had ticket on her," owing to the fog delay.
On her annual Mardi Gras voyage, Dixie arrived at New Orleans on 5 February 1932 with 130 Carnival visitors from New York and northeast cities among the 142 total number aboard and 40 doing the roundtrip. "Crowds lined the wharf as the steamship docked, and the passengers stepped eagerly down the passengers stepped eagerly down the gangplank to take part in historic gayeties of Carnival." (Times Picayune, 6 February 1932).
Making his first trip, after 50 years at sea and 47 with Morgan Line, as a passenger Capt. Charles P. Maxson, arrived at New Orleans aboard Dixie on7 January 1933, to a warm welcome by the line's staff including veteran Bailey M. Clark who joked with the former Captain, "Were you seasick much? I thought maybe on your first voyage as a passengers, you'd be seasick just to let Captain Boyd come down to your stateroom and hold your hand when he got through holding your head." (New Orleans States, 8 January 1933). The same paper recalled that when he was last left the city, "Every steamship in port, as the Dixie steamed out that say, roared a welcome to Captain Maxsom, as men hung on the siren cord. Hundreds jammed the Southern Pacific wharf to bid him farewell. Flags draped the Dixie from stem to stern." Maxson, who lived in Mystic, Connecticut, said one of his main reasons for his visit, other than to visit friends, was to enjoy New Orleans cooking again.
The Depression begin to really set in by 1932-1933 and discretionary vacation spending dropped accordingly, even on "close to home" domestic trips. Before the New Year 1933 was weeks old, Dixie found herself holding down the old Morgan Line service singlehandedly with the arrival of Momus from New Orleans at New York on 23 January. She languished there in lay up until finally sold for scrap to Japanese breakers in 1937.
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| Credit: Courier Post, 3 February 1933 |
Southern Pacific Steamship Lines announced on 26 January 1933 that its departure day from New Orleans for New York would be changed from Wednesdays to Saturdays at 10:00 a.m. with effect with the departure of the freighter El Lago on 4 February. Making the last trip on the old schedule, Dixie docked at New Orleans on 27 January and the last to sail the following Wednesday 1 February. Departures from New York would now be on Wednesdays, at 5:00 p.m. Rates, too were slashed, and effective with Dixie's New York departure on 8 February, the roundtrip fare was reduced from $100 to $75. Reducing the turnaround in New Orleans from five to four days, enabled a cheaper all-expense cruise tour that included four days hotel accommodation and several sightseeing trips for $88 instead of $115. One of the included tours, a "Gay Night Life Tour of New Orleans," was, however, restricted to those 18 and over.
With the partial repeal of Prohibition (which permitted the sale of beer), it was announced on 13 April 1933 that with the departure of Dixie from New York the previous day that "beer will be sold on all Morgan Line ships as soon as the vessels clear New York harbor and up to three miles from the entrance of the Mississippi river."
Depression notwithstanding, Southern Pacific Steamships announced on 28 February 1934 that spring's annual "Dixie Special" excursion beginning from Los Angeles on 11 April to New Orleans via the Sunset Limited and then embarking in Dixie for New York. It was pointed out that the cost for that year's trip were considerably reduced from previous ones.
Sailors, as you know, have great faith in the doctrine of the metepsychosis, writes One of the Southern Pacific Gang, 'They believe that every one of the sea-gulls that you see flying about the river front is the reincarnated spirit of some departed seaman.
On the last sailing of the steamship Dixie, with Commodore Harry T. Boyd on the bridge waiting for the signal from Dock Master O.J. Vinet to cast ff, one of the many sea-gulls that were soaring overhead (as fine specimens as every winged their way in from the sea) lighted on the foremast truck. From that perch he appeared to be taking in what was going on among the sailors who were busy on the forecastle head.
Dock Master Vinet megaphone to the bridge, calling Commodore Boyd's attention to the bird, and said 'The spirit of our departed comrade-- Commodore Jacobs.' Whereupon both Commodore Boyed and Dock Master reverently removed their hats and stood looking at the sea-gull for several moments
Commodore Benjamin F. Jacobs was the former commander of the Southern Pacific steamship Dixie. He died about two and one-half years ago.
The New Orleans Item, 23 March 1934.
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| Credit: New Orleans States, 16 October 1934. |
New Orleans prominence as a popular city hosting large national conventions… political, professional, religious and fraternal… often topped up Dixie's passenger lists. On 15 October 1934, she came into New Orleans with a large party (totalling more than 100) of morticians attend the National Funeral Directors Convention. On her return voyage to New York, New Orleans Chief of Detectives, John Grosch and Mrs. Grosch were among the passengers.
In some corporate housekeeping, the shareholders of the Southern Pacific voted on 15 November 1934 to dissolve Charles Morgan's original Louisiana and Texas Railroad and Steamship Co. which had long been part of S.P. and operated by the Texas and New Orleans Railroad Co. "But Charles Morgan, who purchased, enlarged and operated the old line for many years, also established the steamship line known as the Morgan Line. This is now being operated by the Southern Pacific also but here the name of Morgan Line will remain intact. The steamship line will continue in the trade as the Morgan Line, a monument to one of Louisiana's early transportation figures. The steamship line, while belonging to the Southern Pacific, is operated by a separate corporation from that now handling the old railroad." The New Orleans Item, 16 November 1934
In the wake of the Morro Castle disaster in September 1934, the U.S. Department of Commerce adopted new maritime safety regulations, standards and qualifications for crewmen. This included a navy officer sailing aboard each ship to ascertain the compliance to the new standards. On 11 January 1935 it was reported that the first two ships to regularly call at New Orleans, the Delta Line's Devalle and Dixie had passed their inspections.
Marking the retirement of another veteran Morgan Line commodore, Capt. Harry T. Boyd, aged 69, ended her 36-year career when he took Dixie out of New Orleans for the last time on at 11:00 a.m. on 29 June 1935.
He was replaced by Capt. Elnar William ("Bill") Sundstrom. Born in Brunswick, Ga., of Norwegian-American heritage, Sundstrom had already put in 34 years at sea, starting as a deckhand on a pilot schooner at Brunswick, Ga. In September 1904 he became quartermaster of Morgan Line's El Sigio and rose to captain, commanding Toplia in May 1917. Serving in the war as Lt. Commander in the U.S. Navy, Sundstrom went on to command, after the Armistice, the then largest oil tanker in the world, the 11,170 ton Tamiahua, then El Dia, El Cid, Creole, Momus and El Lago. When Capt. Sundstrom first brought Dixie alongside her Bienville Street Wharf on at 7:00 a.m. 16 July 1935, he told the Times-Picayune reporter: "The bigger the ship the better I like it." Dixie came in with one of her best lists, 276 in all including 125 members of a Knights of Columbus party en route to the West Coast and six high school essay winners sponsored by Metro-Goldwyn-Meyer.
Capt. Sandstrom brought Dixie into New Orleans on 27 August 1935 on her third voyage commanding and would take her out on the 30th on doubtless the most challenging and publicised voyage ever for both ship and captain.
Twenty-six New Orleanians and 21 from elsewhere in Louisiana were on the passenger list of 260, and some 20 of the crew of 140 were from New Orleans when the great $2,500,000 coastal liner Dixie of the Southern Pacific-Morgan Line steamed out of New Orleans Saturday, New York bound, her decks ringing with light-hearted laughter. Most of these laughing, joking passengers were on vacation. The Morgan Line dock in New Orleans was packed with their relatives and friends, waving them joyeous and envious farewell, watching with yearning eyes, as the great white flagship of the line's fleet swung away from the wharf and slid down the Mississippi River, steamed out of sight around Algiers Point that was Saturday.
Less than three days later, before dawn this morning, they were in the grip of the tropical hurricane that came roaring up out of the Gulf of Mexico.
New Orleans States, 3 September 1935.
Fittingly perhaps, it was fate entwined with the very railroad connections that was at the heart of her route, that placed Dixie and her people in peril. Scheduled to sail on 31 August 1935, as usual, from New Orleans at 11:00 a.m., the eastbound Southern Pacific "Sunset Limited" was delayed in Texas owing a washout of the line and waiting patiently for the 25 passengers aboard who were transferring to her, Dixie did not get away until 6:00 p.m. that evening. Aboard were 241 passengers and 131 crew aboard, including 13 officers.
Hurricanes and tropical storms were no strangers to Morgan Line and its route, from the Gulf of Mexico, through the Florida Keys and up the east coast of Florida, was as much "hurricane alley" as any especially in late August-early October. Indeed, the reefs off the coast of Florida had been a familiar menace to Morgan Line vessels for half a century starting with the sinking of the flagship General Whitney in 1899 followed by the groundings of Antilles in 1908 and Momus in 1915.
The year 1935 was as active and as violent a hurricane season as any in recent memory, but the Labor Day Hurricane of 1935 still ranks as one of the most dangerous and destructive in modern history and indeed not exceeded in low barometer readings until Hurricane Gilbert in 1988 with sustained winds up to 185 mph, the highest on record. Its most destructive force was unleashed on the upper Florida Keys, literally wiping the town of Islamorada off the map and causing enormous damage to the Florida East Coast Railway. In all, it was responsible for the death of 423 people and property losses of $100 mn.
There were three ships driven aground by the storm: the motorship Leise Maersk (Denmark) four miles off Upper Matecumbe Key, the American tanker Pueblo on Molasses Reef and… Dixie.
After enjoying a fine day at sea on Sunday on 1 September 1935, Labor Day Monday saw conditions quickly deteriorate with increasing squalls of rain and rising seas driven by ever increasing winds reaching hurricane force by 2:30 p.m.. By afternoon, the driving drenching rain reduced visibility to nil and Dixie had not gotten a sighting since passing Sombrero Lighthouse. Capt. Sundstrom later recalled "The waves were breaking over the bridge, which is 55 feet above the water line. At times I could not see a foot ahead. I have been in hurricanes before, in 1915, 1919, 1926 and 1932, but never one as bad as this. " (Times-Picayune, 6 September 1935). Indeed, Capt. Sundstrom was almost swept overboard by a wave, grabbing an awing stanchion to hold on to as the seas crashed around him. By 5:00 p.m. the ship was in the very center of the storm and the barometer showed 27.70, the lowest the needle could go. Barely answering her helm, Dixie was being blown off course and went hard aground on a reef at 8:14 p.m.
"We first hit the reef about 8:12 p.m., Monday. Two minutes later we felt the rocks again. At 8:16 the first SOS was sent, but I do not believe it was picked up then. The antenna was blown down shortly afterward and we could not tell if were heard after the emergency antenna was rigged. We continue sending the distress signal and finally some vessel picked it up and relayed it to shore. The call was in before midnight, I'm sure."
Capt. Sundstrom, (Times-Picayune, 6 September 1935).
Describing to reporters later when Dixie hit the reef, passenger Mrs. Anna R. Chambers of New Orleans, said: "the sound was horrible, even above the road of the wind and the thunder of the waves. A crunching, grinding sound, and the Dixie shivered like a live thing that had received a death wound."
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| Credit: Democrat & Chronicle, 4 September 1935. |
So unsure of his position, Capt. Sundstrom initially thought Dixie was was on Carysfort Reef, notorious for its jagged coral outcrops, but it was later determined the ship had grounded on the relatively sandy French Reef, six miles south and 54 miles from Miami.
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| Credit: The Boston Globe, 4 September 1935. |
The hurricane winds carried away the main antenna so that her first S.O.S. sent out at 8:16 p.m. was unheard, but a temporary antenna was rigged to enable Dixie to send her first S.O.S. at 12:14 a.m. When the makeshift antenna, too, was carried away in the wind, a second was rigged. At 1:00 a.m. Dixie wired "Main antenna and receiver out. Using emergency transmitters. Heavy seas pounding badly." A passenger aboard, Henry Treger of Plainfield, New Jersey, an NBC engineer and former ship's radio operator, was praised by Capt. Sundstrom for his help in rigging the emergency antenna in atrocious conditions, Treger climbing to the top of the funnel to fit the antenna cable. Operator James W. Hodges was at his station for most of three days straight.
There were no serious injuries sustained by the impact, Sundstrom wiring "Few passengers bruises. Several members crew minor injuries" and with several physicians aboard as passengers, they were well treated.
Passengers were called to muster stations and assembled in the relative safety of the forward music room and lobby which was protected by the enclosed promenade deck. Many of the windows in the aft smoking room and sun parlor aft were broken by the wind and flying debris and the rooms flooded as were many cabins. Passengers donned lifejackets but any thought of evacuating the ship in such conditions was quickly forgotten.
Many ships responded to Dixie's S.O.S. but not only was it exceptionally difficult and dangerous to sail towards her position, it was, in fact, wrong and she was eight miles further south than reported.
That night was unadulterated horror. Nobody could sleep. In our hearts I believe we thought we were lost; that it would only be a matter of minutes before we would be struggling in that mad welter of waters outside. We all wore life preservers. We all thought of sharks and horrible sharp coral reefs that would tear you like shark's teeth.
But that crew and those officers went about their business as quietly as if they were in port in New Orleans, moored to a wharf on a sunny day. They kept reassuring us. They didn't try foolishly to make a joke of it. They just kept telling us we'd come out all right; the ship would not break up or sink under our feet. They told us to stay calm and praised our courage, and somehow we caught courage from them.
Something went wrong with the water tanks under the pounding we were getting from the hurricane wind and hurricane seas and that awful reef. The water supply went short. The minute you know the drinking water is limited, you begin to get thirsty!
Huge waves were breaking aboard the ship all the time, now. There was salt water everywhere. It was sloshing around from ankle to knee deep in the staterooms. Everything was soaked in it. The big dining saloon was a mass of broken glass and crockery under foot. The cooking ranges in the galley were put out of commission. But the stewards came around with bottled soft drinks and crackers and sandwiches of crackers and canned meats. And they kept reassuring us.
Hour after hour of it we waited for death and tried to keep up our courage. I don't know which was the most horrible; that time we realized the rudder and propeller had gone out of business and we were wallowing and rolling and pitching helplessly, or the time we were pounding on the reef.
One of the men passengers started to play an according and others joined him singing. You could hardly hear the voices over the howling of the hurricane and the crashing of the waves hitting the Dixie's hull, and the grinding when the great ship lifted and came down on the reef again. I'll never understand how the whole steel bottom wasn't torn out of that ship. The men who built that hull did an honest workman's job. It was the double bottom that saved us."
But as long as I live, I'll never forget the courage and resourcefulness of the Dixie's officers and men, and the way the passengers caught courage from their example. It was fine. It was splendid."
Anna R. Chambers, Times-Picayune, 6 September 1935.
Dixie and her passengers and crew had a harrowing night with the storm at its height. The official Steamboat Inspection report of the accident detailed the damage wrought to the vessel:
Considerable damage was done all lifeboats on starboard side. #1 lifeboat and davits completely carried away and washed overboard ripping the davits clear of deck. #12 lifeboat was carried away and motorboat was lost. All other lifeboats on starboard side were ripped clear out of chocks and smashed again the house, doing considerable damage to boats. Skylights, upper deck windows and bridge windows were smashed due to tremendous sea, cabins, galley, smoking room were flooded, wrecking furniture and considerable damage to passenger wearing apparel.
Rails and stanchions were ripped free, smashed, twisted and torn as it they were paper.
Wireless antenna was carried away. A temporary antenna was carried and with assistance of wireless engineer aboard, a second temporary antenna was so constructed that messages could be sent.
[Side] hatched forming the continuation of A Deck were ripped and torn free of bodily lifted on their hinges by the wind against the steel house thereby bending the hatched and thereby indicating the tremendous intensity of the storm.
Well secured heavy ice box and dough mixer in the galley were torn adrift and ran amuck in the galley and bake shop doing great damaged therein.
Two Coast Guard cutters had been dispatched, Barrabasset out of Port Everglades and Saukee from Key West but they were forced to heave to in mountainous seas 40 miles from the reef. The United Fruit Co.'s Limon was first to arrive on the scene (by 11:45 a.m. on the 3rd) followed by Platano but could not get close owing to the conditions.
By 10:00 p.m on 3 September 1935, a veritable armada of rescue ships had assembled near Dixie: Platano, United Fruits's Limon, Standard Fruit's Gatun and Morgan's El Occidente were three miles off the reef and the Texaco tanker Reaper also nearby. At dusk, mist from the wind driven waves and rain squalls obscured Platano from view. When Limon arrived, Dixie signalled "the captain sees you okay, but can't transfer passengers now. It's too rough."
Making the wisest decision of the whole affair, Capt. Sundstrom, after ascertaining the condition of his ship "Chief Engineer reports floors plates in fireroom up two inches. Making no water except in double bottom. Ship pounding slightly," delayed any evacuation of his passengers the first night fast on the reef. He added that "morale of passengers high."
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| Credit: Daily News, 5 September 1935. |
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| Credit: Daily News, 5 September 1935. |
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| Credit: Daily News, 5 September 1935. |
Platano radioed at daylight on 4 September 1935 that conditions had finally moderated sufficiently to be able to see Dixie clearly for the first time, about a mile and half off her starboard board. By the late morning, Capt. Sundstrom released Platano from her duties as she was carrying a perishable cargo of 50,000 stems of bananas and 16 passengers and with an abundance of rescue ships on the scene: El Occidente, Gatun, Limon, Reaper, Watertown and El Mundo. The weather remained squally. Capt. Sundstrom wired that the 10 ft. of water that Dixie had taken in two holds had been reduced by strenuous pumping to eight feet, "adding, weather moderating. Expect transfer this afternoon. " But the weather remained squally, frustrating several attempts to launch boats. One of Dixie's oil tanks had been punctured and leaking oil from it helped to eventually smooth the waters between her and the rescue ships.
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| Aerial view of Dixie taken by a passing airplane dispatched from Miami showing the windward side of the vessel with the damaged lifeboats still in place on her starboard side, none of which were usable. Her no. 1 boat and davits being completely swept away. Credit: eBay auction photo. |
A Pan American Airways pilot, Roy Keller, flying an amphibian plane, flew over the scene and radioed at 2:45 p.m. that "work of removing her passengers had begun." He reported that Dixie "looks to be all right, although she lists slightly to starboard. The passengers seem cheerful, unworried. Most are dressed in sports clothes lining the rails, they cheered and waved as we circled about them." A message from Limon, relayed by United Fruit Lines, reported Dixie "is starting to launch life boats."
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| Dixie's no. 4 lifeboat was one of the first to leave the ship with all-volunteer male passengers owing to the rough conditions that prevailed when the evacuation commenced. Credit: eBay auction photo. |
The Dixie was sturdily standing her ground despite her 40-hour pounding on the reef. She is like the focal point of a fane with the rescue ships spread about her. Her hull is scalloped with white as the sea breaks around her. Waves dash up almost to her superstructure.
W.P. Depperman, passenger aboard Platano, Times-Picayune, 5 September 1935.
But the work was slow and perilous. For hours the gallant rescuers plowed through the angry sea, skillfully taking passenger after passenger from the stranded ship and making their way foot by foot to the waiting mercy fleet.
Times-Picayune, 5 September 1935.
Finally, conditions improved by 2:00 p.m. on the 4th that after two days and two nights marooned aboard, the first passengers were safely evacuated totalling 111 passengers and 54 crew (165 in all) in five hours of heroic and strenuous work by boat crews until rising seas and rain curtailed operations at 7:00 p.m. for another night. The first three boats (all Dixie's) were loaded only with men volunteers as the waves still were 20 ft high and it was considered still to rough to risk women and children in them (a lesson learned from the Vestris disaster). As it was, the boats were nearly swamped and the occupants soaked while struggling to row against the seas. Capt. Sundstrom decided to have any boats towed by motorboats to the rescue ships insteads and as conditions improved, women and children filled the succeeding boats.
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| One of the dramatic aerial photos taken of Dixie from buzzing airplanes as she prepares to evacuate the first of her passengers and crew. Note the missing Morgan Line houseflag circular plate on her funnel which was blown off in the hurricane. Credit: eBay auction photo. |
At the height of the operation, a plane, piloted by William K. Brown, flew over the site and reported, "Choppy seas and winds made the task difficult. As we flew over, there were three lifeboats in the water carrying passengers. A power board was towing them, but all boats had their oars in the water. The boats were bobbing up and down like corks in the rough water-- sometimes you could see them, sometimes waves hid the them. But the passengers, apparently unworried by the danger, seemed cheerful. They waved eagerly at us." (Times-Picayune, 5 September 1935). In all some 12 boats were spotted, the passengers being embarked, wearing lifejackets, from the ship's leeward side and the boats pulled around the bows and to the open sea towards the rescue boats. Those rescued were distributed among a remarkable number of ships:
Atenas (United Fruit): 20 passengersEl Occidente (Morgan): 26 passengers, 14 crewEl Mundo (Morgan): 20 passengersCarrabassett (USCG): 24 passengersReaper (Texaco): 10 passengersSan Benito (United Fruit): 40 crew
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| Dixie passengers arriving at Miami aboard the Morgan Line freighter El Mundo. Credit: eBay auction photo. |
Of these, El Mundo and Carrabassett proceeded at once to Miami, 60 miles distance and arrived late that day with Dixie's purser, V.J. Slovin aboard. Atenas proceeded to Charleston, S.C. after being released from further duty by Capt. Sundstrom.
Capt. Sundstrom radioed that "expect transfer rest of passengers tomorrow and baggage."
The arrival of the first of Dixie's passengers and crew provided the first accounts of their often harrowing refuge aboard the ship as the storm raged around them.
The passengers unanimously praised the courage and the efforts of the officers and crew to lessen the terrors of their predicament.
Music, refreshments and fruit helped keep their mind off their difficulties, the passengers said.
Edward B Brommeli of New York, one of the first passengers removed said the battered condition of the Dixie, which he said had lost the use of all its small boats and suffered damage to its glass and superstructure, was 'proof of what we went through. It was in the late afternoon we were driven on the reef where we were cushioned on the sand. The hull of the vessel was pounded up and down by the waves and we were forced to take refuge in the saloon.
After the vessel had been driven on the reef by a wind said to be 120 miles an hour at the stern, the crew did everything for our comfort.
Short circuiting caused the light to burn out at one time. It was caused a small blaze quickly extinguished by the crew. Several passengers suffered bruises.
James Ross, second officer, had two fractured fingers and fractured ribs. I was bruised and shaken up. Not a soul was hysterical.'
Times-Picayune, 5 September 1935.
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| Photo taken aboard Dixie as passenger began to evacuate the ship. Credit: Boston Public Library, Boston Herald Traveler Collection. |
Another passenger, Florence E. Stieler, who arrived in Charleston, S.C. aboard Atenas, on 5 September contributed an account of her experience to the Associated Press:
Little did anyone realize when we steamed down the placid Mississippi, with the new moon just showing, what lay in store for us. Sunday, too, held no warning of our fate, and it was a gay crowed that cavorted under the deck showers and played in the water and at other sports.
The rain started about 10 o'clock on Monday morning, with the wind gradually increasing, so that by 11 o'clock it was necessary for everyone to go indoors and about that time passengers began taking to their staterooms and thinking the windows decided that would be the most comfortable place.
The pitching and rolling was terrific and I was thrown out of my berth several times and by 4 o'clock there was three inches of water on the floor. Two heavy suitcase careened back and forth across the room.
About 4:30 the storm abated and for an hour everyone thought it was over. But at 5:30 the storm came again suddenly and was even more terrifying.
Around 8 o'clock the ship evidently went aground, for there was an awful vibration and I felt like the ship was going to part. I went out into the lounge and people were sitting about looking so ill and scared.
A young man was lying on the floor asleep, with the water swishing over him, his head on a soaking wet pillow. Just then a member of the crew came in, saying so quietly: "Get up everybody-- on with their lifebelts."
The crowd was electrified.
There was not the slightest commotion, not a single outcry, but everyone quickly obeyed orders and took his position for the lifeboat, where we stood for more than an hour.
The morale of the passengers was magnificent. It seemed impossible that the ship could withstand the terrific sea and death seemed inevitable, for none of us felt we could survive the sea.
Considerable confidence was restored by the sight of eight ships standing by. Wednesday morning was clear and everybody in good spirits. Apples and oranges tasted like the finest meal.
At 2 o'clock the first lifeboat took off with only men permitted, as the sea was still running high. About this time we would see many lifeboat approaching from the vessels and soon the passengers were climbing down the rope ladders into the boats. Again the spirit of fun rather than fear was manifested.
'Here comes a good looking one, grab her tight,' was called down, and 'Don't drop this sweetheart,' when a little girl started down, 'Take good care of grandma,' 'Here comes an athlete,' and so on as each was announced as descended and words of encouragement went up from those already in the boat.
Immediately on leaving the ship a motorboat attached itself and we were towed to out host ship. The ride over was like a having a continuous trip on a roller coaster. And then came the most difficult feat of all, climbing the ladder hampered by the life preserver.
But, oh! The smiling faces of the captain, crew and passengers on the receiving ship. Their manifest joy at having rescued us. The kindness of the stewardess and the feeling of complete safety which overcame me when she put her arms around me and said: 'What can I do for you? And my reply: 'Honey, just give me a bath,' will be indelible in my memory.
The Times-Picayune, 6 September 1935.
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| Credit: The Stuart Times, 7 September 1935. |
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| Credit: Daily News, 6 September 1935. |
The rescue of the remaining (121) passengers and most of the crew, 231 persons in all, was effected the morning of 5 September 1935 by the Coast Guard cutters Saukee, Pandora and Carrabassatt and the Morgan liner El Occidente, and taken to Miami, making their second such trip in two days. All of the passengers' baggage, too, was taken off and put aboard El Occidente. The one dog aboard, a Boston bull puppy, was landed at Miami on the 5th by USCG Patrol Boat 185 and a steward saved his pet canary. Remaining aboard Dixie, the ship's cat was seen "strolling languidly this morning… remained unperturbed throughout the horror filled hours."
Morgan Line arranged to special Seaboard Air Line train of 14 cars to take passengers and crew to New York which left Miami at 10:47 p.m. on the 5th who were greeted at Pennsylvania Station amid "scenes of joy, of glad hysteria and weeping." Morgan Line paid the crew for the full month but could not promise when they would be signed back aboard or indeed on what with Dixie's fate still hanging in the balance.
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| Dixie passengers arriving from Miami at New York's Pennsylvania Station. Credit: eBay auction photograph. |
When Capt. Sundstrom's wife and 17-year-old daughter were interviewed at their home in Little Neck, N.Y., the daughter asked: "But what about the Dixie. They're not going to leave her, are they? She's such a grand a ship-- they'll have to save her." (Times-Picayune, 6 September 1935).
Captain Sundstrom did not abandon his Dixie and remained steadfastly aboard her together with Second Officer Dennis Folds, Chief Steward A.J. Tuck and seamen, a skeleton crew of 57 in all. Although "haggard from long duty on the bridge and suffering from injuries to his back and legs," Sandstrom was joined on the afternoon of the 5th by A.S. Hebble who designed Dixie to begin "a survey of the wrecked, water-soaked interior of the vessel and its smashed keel plates in an effort to judge the amount of damage. Making short work of the inspection, Hebble and others "were encouraged over the prospect of floating her within a short time, possibly tomorrow. However, representatives from the salvage firm of Merrit, Chapman and Scott who boarded the ship from the tug Warbler were more more pessimistic about Dixie's chances, saying she might never float again.
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| One of Dixie's heavy steel side hatch covers ripped off and flung against the superstructure by the force of the winds and waves. Credit: The Buffalo News, 18 September 1935. |
The Steamboat Inspectors' report detailed the damage to Dixie's hull and machinery:
The fire room floor plate and frames are set up about two inches causing boiler casings of after boilers to open up about three quarters of an inch. Indications in the Engine Room show possible setting up of Propelling machinery. Main and auxiliary condenser and sea suctions pulled and filled with coral, sand and debris due to vessel grounding. Temporary sea suctions arranged to provide circulating water for refrigerating plant and distillers.
All cargo holds show more or less water in them but so far pumps have been able to take care of this leakage without great effort.
Stern frame is apparently carried away, rudder and post twisted to port side. Wheel apparently not damage so far according to divers report.
Salvage operations underway
If fair weather conditions prevail, vessel in no immediate danger.
Passenger Ivy G. Kittredge, New Orleans attorney, recounted to the Times-Picayune (9 September 1935) his experiences and the battering the Dixie received from being pummeled by the storm for three days:
He saw a crumpled square of steel, three inches thick, that had once been a hatch covering. It had been jerked loose and flung against the upper deck structure. The edge had bent a right angles like a piece of cardboard.
He saw splintered remains of deck chairs, banged from wall to wall of a promenade deck. He saw a deck littered with glass from jagged panes against which gallons of spray had dashed. He saw staterooms inches deep in filthy water, hurled through the remnants of iron doors that once shield passages to the promenade.
Broken chairs, dismantled sofas, ruined carpets, smashed dishware, soaked foodstuffs, clothing that resembled soiled dish rags, burst open valises and trunks were what the hurricane left of the Dixie.
Coming as it did after series of maritime disasters to American passenger ships which reflected scant credit on standards, safety and seamanship-- Morro Castle and Mohawk-- in particular, Dixie was entirely different in character, both literally in terms of exemplary conduct by her officers, crew and owners, and in perception by both passengers and the public. As such, the incident elicited a veritable torrent of sincere appreciation and kudos, both private and public. True to her name, the conduct of Dixie's officers, crew and passengers, many of whom were Southerners and especially from New Orleans and Louisiana, reflected credit on the best regional qualities. In an instant, Dixie became the most famous and heralded ship in the American Merchant Marine.
The Master and officers went among the passengers assuring them to remain calm and that there was no danger of the vessel sinking, that help was en route and the lifeboats on the port side lowered and ready for use in any emergency."
From all reports obtainable in Miami and Coast Guard cutters in attendance, passengers were removed quietly, efficiently and with safety and had nothing but the highest praise for the Officers and crew of this vessel.
It is our opinion also from every indication, that the Master, Officers and crew should deserve nothing but praise and have live up to the highest traditions of the sea.
Director, Bureau of Navigation and Steamboat Inspection,
Department of Commerce, Washington, D.C.
9 September 1935.
The succor of the broken liners and its 231 passengers and 122 crews adds a bright page in the history of the American Merchant Marine and the men of the merchant fleet.
Times-Picayune, 6 September 1935.
The morale was wonderful. The passengers accepted the situation courageously, made the best of everything. The crew behaved wonderfully. The captain showed himself a real man and a seaman."
passenger Robert B. Smither
Times-Picayune, 6 September 1935.
The captain and the crew maintained the gallant traditions of the seas an added to them. The captain helped the passengers to the lifeboats when they were able to get alongside the ship to take them off.
passenger Thomas M. Wade
Times-Picayune, 6 September 1935.
The way the passengers and the crew of the Dixie acted during this awful storm, the heroism they showed, the calmness with which they went about their affairs, the courage with which they carried on in the face of the awful possibilities, would not seem possible in a fiction story. In real life, however, they were commonplace.
I wish I could have felt as calm as the crew acted. I suppose other passengers had the same. But under the inspiration of their conduct, we kept our heads.
passenger Mrs. Jules G. Fisher
Times-Picayune, 6 September 1935.
Before they dispersed to their homes and loved ones, the passengers wrote a letter of commendation to Capt. Sundstrom, officers and crew:
We resolve to go record expressing our heartfelt appreciation and eternal gratitude to Captain Sundstrom, his officers and crew for the heroic manner in which they, to a man, have conducted the care, comfort, and security and general welfare of the undersigned comprising the passengers of the above-mentioned S.S. Dixie.
Special credit was due to the Texaco tanker Reaper, which in addition to taking 10 passengers to Wilmington, N.C., had spent most of Monday night searching for the Dixie as did Platano using her radio location director. The United Fruit Co. contributed Limon, Tanamo, San Benito and Atenas and Morgan Line's El Occidente, El Mundo, El Estero and El Capitan, Coast Guard cutters Saukee, Carrabassett and Pandora and patrol boats 2254 and 185 were constantly on the job.
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| Dixie aground on French Reef during salvage operations. Credit: Mariners' Museum. |
On 7 September 1935, the tug Warbler continued to take soundings and waves washed Dixie a bit higher off the reef. Work began to unload some of her cargo to lighten her and a final group of passengers left Miami by special Seaboard Air Line train the previous day. On the 10th it was reported that "the last load of warped, water-soaked baggage" was taken off and shipped to its owners in New York by rail. A flotilla of lighters plied between the marooned liner and Miami carrying her salvaged cargo.
Merrick, Chapman and Scott Corp. were awarded the contract on 15 September 1935 to float both Dixie and the Maersk Line motorship Leise Maersk. Capt. Sundstrom and his 55-man crew, still aboard, reported the following day that salvage operations were "proceeding satisfactorily," but had estimate when he felt she might be refloated.
Meanwhile Morgan Line maintained the New York-New Orleans, at least on a cargo basis, by dispatching El Admirante (Capt. R. Lang) from New York on 11 September 1935. She docked at Canal Street late on the 17th and departed for New York on the 21st.
Few ships come back after so fierce a struggle, and fewer preserve the confidence of crew and public. We hope she can be repaired, resume her run and again become flagship of the Morgan fleet. Patrons shun a vessel with a bad name, but the Dixie has established herself a reputation which should prove a magnet. Not only that, but she has restored or strengthened confidence in travel by water and the ancient rules of the sea and traditional devotion of men who go down thereto. Here is certainly no need to disguise the liner or drop the title, as some hotels omit the number 13 from their rooms. Put to the supreme test, the Dixie made her own omens, and they should stand her in good stead.
The Times-Picayune, 20 September 1935.
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| Credit: Democrat & Chronicle, 21 September 1935. |
A shirtless Capt. Sundstrom, working every bit as hard as his crew, told a reporter "Why, sure, we'll get off," while some of his crew said of their skipper, "he's one grand man." With a shortage of water, the crew decided to grow beards and lived out of cans with the galley largely out of commission. Almost every window on the ship was broken out and the interior was wrecked.
With giant hawsers already hooked to the grounded Dixie, two tugs waited in deep water a quarter mile away today for the signal to start pulling her off the reef where a tropical storm shoved her.
Aboard the stricken liner, 55 bearded seamen, stripped to the waist, worked to get the ship ready for tugs. Captain E.W. Sundstrom said he would have her in deep water 'before a week.'
The winds that drove the Dixie ashore Sept. 2 twisted 40-foot metal hatches, brokee her windows, carried ventilators 100 yards, and rolled salt water over her polished hardwood floors.
She is fast aground in 16 feet of water, 400 feet from the depths that will float her. The tugs will have to pull her off stern first.
Captain Sundstrom called his screw together last year after the Morro Castle disaster and cautioned against taking any chances that might lead to a repetition on the Dixie. After the vessel went aground he ordered all dry furniture and other combustible articles thrown overboard to lessen the danger of fire.
When the Dixie floats again, she will be taken to Miami for two days in order to give the crew a chance to go ashore. Then she will be towed to New York and placed in drydock and reconditioned.
The New Orleans Item, 18 September 1935.
After 17 days on French Reef, Dixie was finally pulled free by two tugs and into deep water at 1:00 a.m. on 19 September 1935. With ideal weather conditions prevailing, Capt. Sundstrom decided to forgo the planned two-day call at Miami and instead begin the tow, by the tug Relief, immediately to New York. In the event, the tow did not commence until the temporary repairs to her hull were ascertained to be holding. It was announced that it was the intention to have her restored to service "about January 1, 1936." The other tug returned to Key West while Relief proceeded to Miami to fuel and provision for the tow to New York with Dixie safely anchored in deep water.
The inquiry into the grounding was announced on 20 September 1925 to commence on the 25th, in New York, conducted by Capt. George W. Fried, supervising inspector of the United State Steamboat Inspection Service of the Commerce Dept.
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| Credit: Times-Picayune, 21 September 1935 |
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| American Scantic Line's Scanmail. Credit: eBay auction photo. |
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| Credit: New Orleans Item, 26 September 1935. |
The same day Southern Pacific Lines announced in New York the charter of the American Scantic Line's Scanmail (1919/5,301 grt) to resume the Morgan Line passenger service while Dixie was repaired. She would depart New York on 9 October 1935 for New Orleans and make her first northbound sailing on the 19th. Subsequent departures from New York would be on 30 October and 20 November and from New Orleans, 9 and 30 November and with the usual days of arrival and departure as maintained by Dixie. With all First Class berths for 102, air-conditioned dining room, a built-in swimming pool and hot and cold running water in all staterooms, the 390 ft. x 54 ft. Scanmail was an ideal replacement for Dixie and on some levels, superior. Moreover, she would be skippered by Capt. E.W. Sundstrom.
Relief commenced the tow of Dixie to New York early on 22 September 1935. That same day, President Franklin Roosevelt, in a letter to I.M. Nobel, chairman of the committee of Dixie passengers, declared that the "heroic service" of the officers and crew of Dixie, had brought "great credit to our American merchant marine." "The courage and efficiency of the captain and his entire organization bring great credit to our American merchant marine and I am very much gratified by the same."
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| The salvage tug Relief towing Dixie, arriving at New York, off Sandy Hook. Credit: eBay auction photo. |
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| Credit: Daily News, 6 October 1935. |
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| Dixie docking at New York. Credit: eBay auction photo. |
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| A somewhat battered Dixie alongside Pier 51. Note the bent, upright side hatch over and missing lifeboats. Credit: Daily News, 1 October 1935. |
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| Credit: San Antonio Light, 17 May 1936. |
Dixie reached New York on 29 September 1935, anchored on arrival, and the following day docked alongside at Pier 51, North River. Mr. S. Ira Cooper, Morgan Line general manager, said the ship would be taken to a drydock for a survey of damage, newspapers noting "to all outward appearances, the ship did not look badly damaged."
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| Capt. Sundstrom welcomed home by his wife and two daughters. Credit: Democrat & Chronicle, 2 October 1935. |
Capt. Sundstrom was reunited with his wife and two daughters, aged 24 and 18, and given a "hero's welcome" upon his home in Little Neck Park, Nassau County, New York.
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| Credit: The Orlando Sentinel, 11 October 1935. |
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| Credit: Daily News, 8 October 1935. |
On 9 October 1935, Dixie was towed across the North River to drydock at Fletcher's Shipyard in Hoboken, New Jersey, for a preliminary survey of her hull and structure.
During the inquiry it was made known that Dixie's ship's radio direction finder had been shorted out by the water as the ship was healing some 35 degrees and could not be repaired as the ship lacked the electrician with the skill to mend it. Officers also testified that "the boat always had been slow in answering the helm," and went on the reef at full speed. On 10 October 1935 the inquiry absolved Capt. Sundstrom, officers and crew of any negligence in the accident which was attributed to "extreme weather conditions."
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| Rotterdam and Dixie (sans funnel) undergoing repairs at the Todd Robbins' plant in Brooklyn, New York, following their respective groundings. Credit: eBay auction. |
The contract for her repairs was awarded on 16 October 1935 to the Todd Shipyards Corp. for $368,000, the lowest bid of seven submitted.Other yards bidding were Federal Shipbuilding ($552,100), Bethlehem Shipyard ($433,019), Sun Shipbuilding ($430,925), United Drydock ($391,000), Maryland Drydock ($384,900) and Tietjen & Lang, $378,500. Dixie was then moved to the Robbin's Plant, Brooklyn, New York, Eire Basin, and was joined there by Rotterdam, which had been seriously damaged by her own grounding the previous month on a cruise to Jamaica.
Southern Pacific announced on 22 November 1935 that Dixie would be restored to service upon her sailing from New York for New Orleans on 11 December with improvements including a swimming pool, "modern bar and modern furnishings." Her first sailing from New Orleans would be on the 21st. During her period in dry dock, 108 new plates were installed in her hull, 8,000 gallons of paint expended, all new furnishings, linen and crockery taken aboard. Virtually the entire bottom of the hull was replated and the stern frame removed, repaired and replaced, the main turbine opened, the rotor balanced, shafting removed and replaced, stern tube renewed, etc. A much more efficient steamlined rudder and solid screw was installed and reckoned to given an extra knot of speed. In all, the line expended $468,000 on the liner which Todd completed 14 days ahead of contract and said to be "one of the most complete contracts undertake by an American yard in several years." Many of the safety improvements were in anticipation of the new safety requirements coming in effect in 1937.
Reconditioning of the vessel included considerable repairs and renewals to bottom plating, framing and shell riveting, and to the port fuel tank. The stern frame was renewed, and miscellaneous repairs and renewals were made to deck equipment and fittings. An entire new set of lifeboats was installed, the motor lifeboat being equipped with radio transmitting and receiving set. The entire passenger accommodations, dining salon, and officers' quarters were repainted, new rubber tiling floors were laid, deck houses and hull were repainted, and a new smoke stack was installed.
While the Dixie was undergoing reconditioning, additional facilities were installed and improvements made to promote safety of operation of the vessel and to add to the comfort and convenience of passengers. Such improvements included electrically-operated winches, and wire ropes for lowering and hoisting lifeboats, a fathometer for registering the depth of water under the vessel at all times during navigation, a contra rudder which permits an increase in the speed of the ship and a reduction in fuel consumption, extension of bulkheads, water-tight door control, and fire alarm system and additional ventilating equipment; a swimming pool on "A" deck, improved bar facilities, and additional furniture for various assembly rooms.
Railway Age.
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| Dixie's new swimming pool. Credit: eBay auction photo. |
Completely reconditioned, and with added recreational and service facilities, the Dixie will offer the finest steamship accommodations for the comfort and pleasure of her passengers.
There will be a swimming pool between "A" and "B" decks; a ten-foot bar will be installed in the smoking room, and a service bar near the pantry for convenience during meals; there will be additional electric fans and individual switches for fans in the room; smoking room and library furniture is being improved.
Among the several improved safety devices being installed is a new arrangement for the hoisting and lowering lifeboats. The ship will be also be equipped with a Fathometer, which is a mechanical instrument registering continously the depth of water in which the ship is operating. A new type rudder will save fuel and at the same time increase the speed of the ship.
In conditioning the Dixie, third class passenger is being eliminated.
Southern Pacific Bulletin, December 1935.
The Morgan liner Dixie, fresh from drydock and showing no signs of the hurricane that drove her on a Florida reef on Sept 3, will sail today for New Orleans, taking up her regular schedule where she left off three months ago.
Today, looking as if she had just come from the shipyards where she was built, the Dixie puts out to sea again, ready for anything that the sea may offer.
The Morgan line has issued a small leaflet that lists the New York to New Orleans cruises from today until Jan. 2, 1937. In the column designating the vessel is listed the liner Dixie. Nothing is said about hurricanes, rescues, safety at sea, heroism or resumption of service. Of course, the line really couldn't say anything like that and they probably want to forget that particular hurricane as soon as possible, but we think it's swell that the Dixie is sailing again.
The Brooklyn Daily Eagle, 11 December 1935.
Morgan Line officials announced in New Orleans on 5 December 1935, that "the steamship Dixie, pride of the Southern Pacific fleet," was to depart New York on the 11th and arrive in New Orleans at 7:30 a.m., and after a four-day turnaround, clear her Canal Street wharf on the 21st and dock at New York on the 26th at 8:00 a.m.
A totally repaired and revitalized Dixie left the Todd shipyard on 6 December 1935 and shifted to Morgan Line's North River pier 49 to begin loading for her return to service five days hence.
Before Dixie departed from New York on 11 December 1935 for New Orleans, she hosted a reunion aboard, alongside Pier 49, of 124 survivors of her hurricane interrupted voyage:
Bound together by memories of discomfort and danger while being shipwrecked, these men and women were not the usual shipboard acquaintances who forget each other's names and faces at the end of a week together in the comparatively limited space of decks and lounges. The women expressed their delight and the pleasure at meeting again those who had shared their strange but harmless experience.
While they recognized each other they could scarcely believed were aboard the Dixie which, when they last saw it was littered with the wreckage of its furnishings. The line has spent $468,000 not only to do over the interior of the boat completely and to repair the plating and open seams in the hull amidships but to make such improvements as a new permanent swimming pool and a streamlined rudder that it is said will increase by one knot.
Above the rattle of derricks hoisting aboard the cargo before the Dixie sailed at 5 p. .m with forty-seven passengers on its first run to New Orleans since the accident, Captain Einar W. Sundstrom, master of the liner in whose name invitations to the luncheon were issued, told his former passengers that he hoped 'You can all make another trip with me on the Dixie some time.' He was greeted by cheers.
The captain, who was absolved completely of blame by the local steamship inspection board for grounding of his vessel, was the central object of admiration by former passengers.
'We just wouldn’t know this-boat now captain!' exclaimed one of a group of young girls.' It’s really nice to be back here again You look-marvelous captain! Did you --have a vacation?'
'No we worked day and night for seventeen days after the passengers left and then I look the Scanmail out.'
The staterooms were open for any one to return to the spots where they went through the experience of grounding. Throughout the boat were cries of happy meetings followed by animated discussion of their adventure.
The line sent out 151 invitations to every former passenger who was within likely distance of the city. Miss Edna W. Towne, supervisor of music in the schools of Gardiner, Me., probably traveled the greatest distance just to be on hand.
'Certainly,' she exclaimed, 'I came down just for this? I wanted a happy ending to my trip on the Dixie. It’s like a fairy tale It was all so dirty and wet before and I was just thankful to get away with my life. Then, she admitted, as an afterthought: 'Now I'm here, though, I am going to stay a week.'
There were lots of nice: things said about the treatment the passengers received from the line. Charles D. Reagan, an electrical inspector for the city of Boston, who came down just for the lunch, wanted to make sure he was quoted on that score. 'You can put it down,' he said, puffing at the stub of a cigar, 'that no company in the could treat as well as they treated us.'
Springfield Daily Republican, 13 December 1935.
Among those sailing in Dixie, was her designer, A.S. Hebble, eager to show off the improvements to the vessel, which he lauded had been all accomplished in only 53 days. 'I didn't think it could be done then and if you ask me now how we managed to do it I wouldn't be able to tell you.'
Capt. Sundstrom brought Dixie "home" to the Crescent City, which she last departed on 30 August, on 17 December 1935, right on time, coming alongside her Bienville Street Wharf at 7:00 a.m. W.C. McCormick, Southern Pacific general passenger agent, was on the wharf to welcome Dixie and Capt. Sundstrom and Hebble, whom he paid tribute for designing so staunch a vessel whose qualities were now nothing short of legendary.
Hale and hearty, like a person who has recovered from great illness, the S.S. Dixie, steamed up a rosy-rouged river at sunup this morning to dock in New Orleans for the time since the eventful Labor Day.
Not a trace, not a scar is left aboard her to recall the merciless beating she suffered in September while caught fast on French Reef, off the coast of Florida, during a hurricane.
Tall and straight, Captain. E.W. Sundstrom, the skipper whose bravery throughout those three hazardous days of peril has been told many times before, stepped off the gangway to be met by happy Southern Pacific officials.
'I'm certainly glad to be back here again with the old ship,' he beamed at them. 'A man gets a certain affection for a ship once he's been aboard her for a time. Yes, things looked pretty bad for awhile, but we came through all right-- and here you are!'
'I can't say too much for the passengers. Their bravery all during the time the Dixie was stuck on the reef was beyond words. And the crew and officers, too, behaved nobly to the man. This is a glad day for all of us.'
New Orleans Item, 17 December 1935.
There is a new modern bar in the smoking room, replacing the soft drink bar which was installed when the ship was built in 1927, when the 18th Amendment was still in effect. Presiding over the bar is a new member of the Dixie's personnel. He is Alex Clausen, jolly red-faced Norwegian-born Brooklynite who held a similar job on S.S. Scanmail, which was chartered by the Southern Pacific Lines for several voyages while the Dixie was undergoing repairs. 'Better than ever, mused Captain Sundstrom as he surveyed his ship with pride, 'but she was a mighty good ship before. With all the pounding she took on that reef there was never a hole driven through her-- only dents and stoved-in plates.'
The Times-Picayune, 18 December 1935.
A celebratory luncheon was held aboard Dixie on 18 December 1935 hosted by Capt. Sundstrom, New Orleans Mayor T. Semmes Walmsley; Seymour Weiss, president of the dock board, and Col. John P. Sullivan, grand exalted ruler of the Elks, E.E. Lamberton, assistant manager of the Southern Pacific Steamship Lines and Southern Pacific president Angus D. McDonald and the honored guests were 26 passengers who were aboard the hurricane voyage. In addition to Capt. Sundstrom, Chief Engineer George Gale, Chief Officer Torjus Nilssen and Chief Purser Victor Slevin. A.S. Hebble was also present.
Reflecting the long association between the ship's officers and crew with the lodge, the New Orleans Lodge of the Benevolent Protective Order of Elks celebrated on the 18 December 1935, the 50th anniversary of its founding with 11 officials of Southern Pacific, Capt. E.W. Sundstrom and six of his officers and A.S. Hebble. The President of Southern Pacific, A.D. McDonald, "promised that there would be more passenger ships between New Orleans and New York, "as soon as thing improve a little more." (New Orleans States, 19 December 1935).
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| Brochure for the 1936 summer season "Sea Breeze" tours originating from the Midwest, comprising a 12-day tour using rail, Hudson Day Line and a Dixie voyage visiting Niagara Falls, Hudson River, New York and New Orleans. Credit: author's collection. |
Mardi Gras season remained the ship's busiest and Dixie had 213 passengers aboard on arrival at New Orleans on 18 February 1936. Sailing time of her northbound voyage on the 22nd was put back from 11:00 a.m. to 2:00 p.m. so that intending passengers could see the children's Carnival parade.
Among those arriving in New Orleans on 10 March 1936 was her former captain, Capt. Harry T. Boyd, and his wife, as well as Mrs. B.F. Jacobs, widow of a former Morgan Line captain.
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| Credit: New Orleans States 30 June 1936. |
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| Credit: New Orleans Item, 14 July 1936. |
It was back to the humdrum routine of a coastal liner for Dixie with the occasional celebrity or group to "get her in the papers." When she arrived at New Orleans on 14 July 1936, among those landing were a group of "16 Northern Beauties," who had won a contest in their jobs as bill collectors (!). The convention season in autumn continued to populate Dixie's passenger lists and on 17 November she landed 16 delegates for the National Association of Real Estate Boards for their convention in the city.
The author of the Broadway play, "The Green Pastures," which ran for five years and made into a film in 1936, Marc Connelly, told reporters: "I was sort of commuter between New York and Louisiana, where I went to pick up atmosphere and dialect while writing the playing and went to and fro on the liner Dixie. I made four and five round trips, and found it was quiet and peaceful on shipboard and an idea place to work." (Seattle Daily Times, 22 August 1936).
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| Credit: Times-Picyune, 10 February 1937 |
For first time in some years and the reduction to a single vessel service, Morgan Line offered a Mardi Gras sailing in 1937. This left New York on 3 February 1937 and offered as a 14½-day roundtrip cruise if desired. It proved a difficult arrival and after being delayed more than half a day by fog at South Pass at the mouth of the Mississippi, a swift current further retarded her coming alongside on the 9th, it taking two broken lines and an hour and a half to accomplish. She was a full day off her schedule and, ironically, had been advertised to be making a fast trip to land her passengers on the 8th, in time for Shrove Tuesday. The New Orleans Item described her as "bringing a cheering crowd of several hundred men and women," and Dixie arrived in company with the new U.S. Navy Mahan-class destroyer U.S.S. Cummings DD-365. In all, the Southern Pacific flagship brought in 238 passengers.
Never has the Dixie sailed with such a large passenger list or been enlivened with such merriment during the “100 Golden Hours at Sea,” as on the voyage from New Orleans to New York, March 6-11, when 220 young ladies of Stephens College were aboard with all the charm and personality that has long been distinctive of students from the women’s college at Columbia, Missouri.
“From Columbia to the Gem of the Ocean,” was the apt title one of the ship's officers gave the memorable voyage, the “Gem of the Ocean,” of course, referring to the gallant ship and crew that won world acclaim in September 1935 during a severe hurricane off the Florida coast.
Canvassing the field for an attractive late winter educational trip for a large group of its students, the college authorities chose a rail journey by special train to romantic and historic New Orleans, then the five-day ocean voyage to New York, and back to Columbia by rail through Washington, D.C.
The young ladies were escorted by President James Wood of Stephens College, and by representatives of ‘The Travel Guild of Chicago, who had charge of transportation arrangements.
The Dixie has only 1st Class accommodations and permanent sleeping facilities for 273 passengers, so by the time applications for reservations from the college were received there was not sufficient unsold space to take care of all the young ladies eager to make the trip. By installing cots in several of the larger staterooms—which was done only at the urgent request of college authorities—it was possible to take care of 220 students, while 40 more made the trip to New York by other means.
As a result of this special booking, the Dixie sailed with 286 passengers, the largest number carried on any single voyage since the ship entered service nearly ten years ago.
The steamer, regularly scheduled to sail from New Orleans at 11 a.m., was held at the wharf until 4 p.m., while 250 students from Tulane University and the Tulane Band were aboard the ship to entertain the young ladies at a tea dansant.
After a very pleasant voyage, during which Captain Einar Sundstrom reported record orders of fruit salads and “cokes,” the Dixie docked in New York slightly ahead of schedule, where the traveling collegians organized for shopping and sightseeing tours before swooping down onto West Point and ‘Annapolis for receptions and entertainments with cadets and midshipmen.
It is said this was the largest group of women students ever to visit New York and the northern cities in a body.
Southern Pacific Bulletin, April 1937.
Two hundred Tulane students were marched, not unwillingly, down to the Southern Pacific docks at 2 p.m. today and onto the steamship Dixie. With them went their band. Aboard ship they were introduced by Hugh Gray, official of the shipline, to 200 girls from Stephens College in Columbia, Mo. The boat delayed sailing until 4 p.m. today so that the Tulane boys and Stephen's girls could dance, get acquainted and have a fine time, then the girls sailed off to New York for their spring trip on the Dixie.
New Orleans States, 6 March 1937.
In all, the college party comprised 222 persons including faculty, chaperones and several mothers.
A monster sea turtle, hoary with age and covered with barnacles, for three hours Sunday morning impeded the progress of the Morgan liner Dixie off the Florida coast, according to Captain Einar William Sundstrom, members of the crew and passengers who arrived in New Orleans aboard the ship this morning.
The turtle was evidently sleeping on the surface of the water off Key West when it was struck by the Dixie, Captain Sundstrom reported, while excited passengers told of the efforts of the ship's crew, ultimately successful, to dislodge the sea monster from the vessel's bow with an ice hook.
'The ship's bow must have penetrated some eight inches deep into the turtle's shell,' Captain Sundtrom said.
'The engine room didn't notice it at first, Captain Sundstrom continued, 'but shortly after the turtle was discovered across our bow between 7 and 8 o'clock Sunday morning our speed had been cut from 14 to 13½ knots'
'I never saw such a turtle,' the captain said. 'He must have weighed at least 400 pounds and his shell measured about six feet by four feet.' Members of the crew took turns for about three hours with a ice hook suspended at the end of a rope trying to dislodge him and finally pulled him loose.
'He was dead, of course.' Captain Sundstrom said. 'He was badly bent over and no attempt was made to drag him aboard. We just swept on past the carcass and soon had left it far behind."
'He must have been an awfully old fellow about ready to die anyway,' Captain Sundstrom said, 'because he was all covered with barnacles.'
New Orleans States, 4 May 1937.
It was added that the incident occurred not far from where Dixie had grounded in the Labor Day Hurricane but then again, there were few references to the ship after that not lacking some association with that event.
When Dixie arrived at New Orleans on 25 May 1937, Capt. Sundstom reported a passenger, Lawrence Ucci, "nervous little Rochester, N.Y. dyer," had gone missing on the 22nd, about 150 miles off Jacksonville , Florida. Described by passengers, chief steward and night watchman as being "a queer fellow and highly nervous," Capt. Sundstrom had spoken to him earlier in the voyage and he expressed a feeling of "being watched."
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| Credit: Corsicana Daily Sun, 21 September 1937. |
In a period of endless labor disputes in the American shipping industry, Morgan Line was not immune. Dixie's 22 September 1937 departure for New Orleans was in doubt when engineers refused to make her ready for sea the day before. A stop work order was issued at noon by the engineers union. A similar situation was in hand for the departure of El Mundo for Galveston. In the end, both sailed following successful negotiations.
It was announced on 12 November 1937 that Dixie was now equipped with a public address system, "invaluable in times of emergency," and something being installed in all American flag liners.
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| The management of Southern Pacific Steamship Lines began taking a hard look at the future prospects of the operation by 1937. Credit: Southern Pacific Bulletin, January 1938. |
Mr. S.I. Cooper, New York general manager of Southern Pacific Steamship Lines, was among those arriving aboard Dixie at New Orleans on 30 November 1937 for inspection visit. "Passenger business of the steamship lines is above the level of last year, but at present is below that of the past summer's traffic," Mr. Cooper told the New Orleans States.
At the time, Southern Pacific management was taking another hard look at its steamship operations:
Not surprisingly, an internal study in 1937 urged disposal. H.M. Lull, who was in charge of steamship operations, took exception. He admitted the urgency of the problem and counseled President A.D. McDonald to curtail operations if necessary but 'to continue the Morgan Line without making any heavy investments.' In any event, said Lull, 'would be difficult to find a purchaser for an operation which itself has not been profitable for a long time." McDonald took Lull's advice, but the end was clearly in sight.
The Southern Pacific, 1901-1985.
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| Credit: New Orleans States, 22 February 1938. |
John Monks and Fred Finkelhoff, both 27, and authors of the successful play "Brother Rat," about life in the Virginia Military Institute, arrived in New Orleans aboard Dixie on 22 February 1938. Capt. Sundstrom's daughter, Florence, aged 20, was taking a leading role in the play in Philadelphia. Northbound, Dixie's sailing on the 26th was delayed for the Nor Procession, one of the highlight of Mardi Gras, which closed Canal Street and she was joined in port by the Holland America liner Veendam on a cruise.
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| Credit: The Times, 30 March 1938. |
On 7 April 1938, it was announced that Dixie had enjoyed her best year in 1937, carrying a total of 6,629 passengers, nearly 20 per cent over the total in 1936. "The traffic on the route is limited only by the ship's capacity, for it is booked almost solidly on many sailings."
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| Credit: New Orleans States, 17 May 1938. |
Capt. Sundstrom's beautiful daughter, Miss Florence Sundstrom, aged 20, and an accomplished stage actress for the last four years, was among those landing at New Orleans from Dixie on 17 May 1938.
Upon her sailing from New York for New Orleans on 26 October 1938, Dixie set a new record for her passenger carryings, carrying more during the preceding 10-month period than at anytime in her career to date.
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| Dixie at her North River Pier, late 1930s. Credit: Mariners' Museum. |
It was reported on 6 January 1939 that all of the principal steamship lines operating into and out of New Orleans had registered increased passenger traffic in 1938 compared to the previous year. Dixie carried a total of 6,717 fares or 86 over 1938.
Early into a voyage to New Orleans, a passenger, Mrs. C.B. Drake, fell while climbing a ladder to her upper berth aboard Dixie on 20 January 1939 and broke her leg. It was decided to detour to Norfolk where she was transferred to Coast Guard cutter CG-288 off Cape Henry, for treatment ashore at Norfolk General Hospital.
Owing to passenger demand (spurred by the 1939 World's Fair in New York), it was announced on 26 January 1939 in New Orleans by E.A. Turner of Morgan Line that effective 31 May to 7 October, Dixie would sail from New York and New Orleans every two weeks instead of the usual every three week frequency. Instead of departing New York every third Saturday at 11:00 a.m., Dixie would sail every second Wednesday at 5:00 p.m. Arrivals in New Orleans would continue to be on Mondays at 7:00 a.m.
All this was reconsidered for on 6 February 1939, E.A. Turner announced that Dixie would instead depart New Orleans every second Saturday instead of every third Saturday and be maintained through 2 September. From New York, Dixie would depart every second Saturday at 11:00 a.m., arriving New Orleans the following Thursday at 7:00 a.m. and from the Crescent City the succeeding Saturday at 5:00 p.m., arriving New York the following Thursday at 7:00 a.m. In all, the faster turnarounds provided for three extra roundtrips. It was now possible to do the round voyage in 12 days instead of the previous 14½ with hotel accommodation provided in New Orleans for three days and two nights during the ship's turnaround there.
It was Mardi Gras season and fog in the Mississippi again and Dixie, with 260 passengers, due to dock at 7:00 a.m. on 14 February 1939, did not come alongside until 1:00 p.m. owing to a six-hour delay in the lower river owing to fog.
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| Credit: Times-Picayune 26 May 1939. |
A bizarre incident was related to the press by Capt. Sundstrom when he docked Dixie at New Orleans on 25 May 1939. While in the Gulf of Mexico, the ship's water tender, Casto Athanasaki, who had been diagnosed with a stomach ailment, lept over the starboardside of the ship in a suicide attempt. Spotted at once, Capt. Sundstrom immediately turned Dixie around to within 100 feet of where the man was in the water and within four minutes, a lifeboat, commanded by Second Officer Aden Tooker and manned by eight seamen was lowered and in the water and man rescued. In all, the entire rescue occupied only 38 minutes after the man lept overboard. He was treated by physicians traveling as passengers aboard and on arrival, transferred to a hospital ashore.
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| Dixie at New York, late 1930s. Credit: flickr, jericl cat |
In September 1939, Dixie's New York terminal was changed from Pier 49 to Pier 51, foot of Jane Street, North River. "This arrangement offers greater conveniences in handling passengers. A ticket office and waiting roam on the street level at the pier entrance is connected by stairs to an upper level mezzanine leading directly to the steamer's promenade deck, so that passengers are entirely separated from freight operations on the ground level. Baggage service and taxicab facilities are also improved." (Southern Pacific Bulletin, September 1939).
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| Dixie outbound in the North River, 7 October 1939, with Nieuw Amsterdam across the river at her Hoboken pier. Credit: William B. Taylor photograph, Mariners' Museum. |
During the past few summers, said H.H. Gray, general passenger agent, 'we have been turning away hundreds of applicants for reservations for whom spare was not available, but by providing the additional sailings this summer we have been able to accommodate nearly 800 more passengers in each direction between May and September and still had to turn away scores of applicants because on every sailing there was a lack of available accommodations.'
Hartford Courant, 24 September 1939.
On 26 September 1939, The Miami News reported that: "Encouraged by its increased bookings on the liner Dixie since last May, when the vessel's voyages were speeded up between New York and New Orleans to provide three extra round trips from May to September, the Southern Pacific lines (Morgan Line) has decided to make the schedule permanent."
A strike was called on 3 November 1939 in the Port of New York against nine coastwise lines, including Morgan Line, by the International Longshoremen's Association, over a demand for a 10 cent hourly pay increase and a 40-hour week. Ships immediately impacted were the Savannah Line's City of Birmingham, Eastern's George Washington, Boston, St. John and New York, Clyde Mallory's Shawnee and Morgan's Dixie, all sailing or arriving on the 3rd or 4th. At mdnight on the 3rd, 300 longshoremen ceased work at the Morgan Line pier with Dixie due to arrive the following day. With her southbound voyage, booked by some 200, cancelled, the liner was laid up at her berth, among the four Morgan Line ships idled. The strike was not settled until the 20th.
Unknown at the time and revealed in congressional hearings in 1944, the strike proved the last straw for Southern Pacific apparently:"Beginning about November 1939 Southern Pacific executive officials communicated with or contacted a number of interests for the purpose of sale of these Morgan Line ships."
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| Credit: Shreveport Journal, 1 December 1939. |
On 19 November 1939, Bailey M. Clark, New Orleans general agent, announced the resumption of Southern Pacific's cargo and passenger service. El Oriente would make the first sailing from New York on 25 November and from New Orleans on 2 December. The passenger service would recommence with Dixie from New York on 9 December and from New Orleans on the 16th.
Her first arrival at New Orleans since the beginning of the strike was further delayed by thick fog which blanketed the city and the Gulf Coast. Due to dock at 7:00 a.m. on 7 December 1939, Dixie and United Fruit Co.'s Santa Marta had, instead, to anchor in the Mississippi River 80 and 90 miles respectively from the port until the weather improved.
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| Credit: Evening Express, 22 January 1940. |
With 15 states widely scattered between the Atlantic and Pacific coasts, the District of Columbia, the Province of Ontario, and France represented on the passenger list, the Southern Pacific Steamship Lines S. S. Dixie sailed from New York for New Orleans Saturday, Jan. 27, with every suite and state-room occupied, according to H. H. Gray, general passenger agent.
'There is gratifying evidence in this,' said Mr. Gray, 'that the view is widely held that travel in American ships in American coastal waters is perfectly safe; and we confidently expect continued heavy bookings made up largely of persons who, in normal times, would be voyaging in foreign ships and waters in connection with winter vacations in Europe, of which they are now deprived by war conditions.'
The News Journal, 31 January 1940.
Although missing Mardi Gras that year (6 February), Dixie's sailing from New York on 27 January 1940, arriving in the Crescent City on 1 February and departing on the 3rd, still attracted a capacity list with the city already decorated in anticipation of the Shrove Tuesday parade.
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| Credit: Birmingham Post, 5 May 1940. |
In another tweak to her sailing schedule, Southern Pacific Steamship Lines announced on 26 April 1940 that Dixie would, effective 17 May, sail from New York and New Orleans on Fridays instead of Saturdays. Dixie would be programmed to depart New York at 7:00 p.m. every second Friday, arriving at New Orleans at 7:00 a.m. the following Wednesday and sail northbound Friday at 7:00 p.m. This schedule would hold except for 20 July and 28 September from New Orleans, both being Saturdays. With the Friday pattern, round trip passengers would have three days in each port instead of 2½.
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| 1940 sailing list, April-December. Credit: eBay auction photo. |
There was some 150 Boston College football fans disembarking at New Orleans on 25 September 1940, looking forward to rooting for their team in the big game on the 27th against Tulane University. Among them was Massachusetts State Sen. James C. Scanland, who played fullback for Boston College 20 years previously. There were two Tulane fans aboard. To accommodate the game, Dixie sailed for New York at 7:00 p.m. on Saturday rather than Friday.
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| Credit: The Brooklyn Daily Eagle, 24 November 1940. |
On 4 December 1940 Southern Pacific Steamship Lines announced suspension of the direct cargo service from New Orleans to Norfolk, Va., New Bedford and Boston, Mass. It was the latest in a series of terminations or curtailment of American coastal services arising from rising costs, more efficient overland transport and losses and disruptions arising from persistent labour strife. El Oceano made the last arrival at Boston from Texas on the 9th.
On 5 January 1941, the New Orleans Item-Tribune reported that shipping line trading out or calling at the port had experienced substantial gains in business in 1940 owing to the increase in Latin American and U.S. coastal passenger trade owing to the European war. United Fruit and Delta Line all experienced increase in traffic. Morgan Line's Dixie, too, notched a 20 per per cent improvement in passenger carryings.
The Morgan Liner Dixie, one of the most popular American flag passenger ships in operation today, has been sold to the Navy for an undisclosed sum, it was announced today by H.M. Lull, vice present in charge of operations, Southern Pacific Steamship Lines.
The New Orleans Item, 21 January 1941.
The ever encroaching world war and the Roosevelt Administration putting the country on a wartime footing with a tremendous increase in defense spending and size of the army and navy would not be denied. This and the overall losses experienced by the Morgan Line passenger operation, made worse by the long 1938 longshoreman's strike and a general decline in the viability of many of the traditional U.S. Eastern Seaboard coastal shipping services, did not make the announcement in New Orleans on 20 January 1941 that Southern Pacific had sold Dixie to the United States Navy any less surprising.
Dixie, which was due to arrive in New Orleans from New York on 23 January 1941, would be withdrawn from service at the end of her next round voyage, upon docking at New York on 26 February with delivery to the U.S. Navy on 3 March.
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| Credit: Times-Picayune. |
The Times-Picayune of 21 January 1941 reported that "The United States Maritime Commission, acting on behalf of the navy department, recently requested a conference with officials of the Morgan Line to discuss terms and conditions under which ownership of the Dixie might be transferred to the navy, said H.H. Lull, vice president of line's operations, at New York. At the conference, which was held several days ago in Washington, he declared, the line's officials were told that the navy was interested in acquiring the Dixie as being better adapted to its proposed use in connection with the national defence program than any other ship of similar class which it had under construction. "
Not revealed at the time, the Maritime Commission paid Southern Pacific $1,325,000 for the vessel, an offer "too big to refuse" for a ship that was popular while not being profitable and had not been really since the onset of the Depression.
Dixie would be 13th American merchant ship purchased by the Navy since early 1940 in addition to another 24 taken over on the stocks from the Maritime Commission newbuilding program. The War Department had, in addition, requisitioned 10 more merchant ships. There was no immediate word as to what purpose Dixie would serve with the U.S. Navy although it was speculated she might be converted into a hospital ship.
"An important tourist traffic will be lost to New Orleans since the ship's owners have no plans for replacing her, at least for the immediate future, and there will be no passenger service by sea between the two ports," observed the New Orleans Item, 21 January 1941.
Farewell to Dixie
We very much regret to lose the fine, staunch liner Dixie from our coastwise service between New Orleans and New York. But since that is the cost of defense we are glad to pay it, and hope the Dixie served the navy well. The pains of war are falling heaviest on civilians. When the sufferings of the English are considered, who are we to mind the loss of the Dixie's comforts.
Many Orleanians retain pleasant personal impress of the Dixie and her officers. Here's a hope that her luck will hold it by any chane she happens to be transferred to British operators. For any ship is lucky that get on an exposed reef in the fringes of a tropical hurricane, and then get off again without hurting a passengers, as the Dixie did not long ago.
We hope the Southern Pacific will be able to build her successor in the yard soon to be erected in New Orleans.
The New Orleans Item, 22 January 1941.
It is therefore necessary to discontinue this service coincident with the withdrawal of the Dixie or shortly thereafter. It is with much regret that we have reached this conclusion that this course cannot be avoided under existing circumstances.
H.M. Lull, vice president in charge of operations, South Pacific Steamship Lines, 14 February 1941.
The day before Dixie sailed on her last voyage from New York, Southern Pacific Steamships announced on 14 February 1941 that the 100-year-old Morgan Line passenger service between New York and New Orleans would, also, be ending, "the line said no passenger ships of the type need were available on the market." (Arkansas Gazette, 15 February 1941). The New Orleans Item, the same date, added: "Hundreds of persons, skilled and unskilled workers, will be left jobless. Among them are seamen, longshoremen, stevedores, dock watchmen, office employees, and other wharf employees. Local officials of the line declined to comment on their status."
On 16 February 1941 the Sunday Item-Tribune reported that "a city-wide effort will be made to prevent discontinuance of the Morgan Line operations between New Orleans and New York. It was pointed out that the line still had 12 steamers on the New York-Texas run and the cargo ships on the New Orleans had not yet been sold. On the 18th, Louisiana Gov. Jones stated he had personally asked Southern Pacific to continue its freight service. But the very next day, S.P.'s Lull said it would be "impossible" to continue, stating that of the line's remaining dozen ships, two were 40 years old. Compared to the 850,000 tons of cargo the line handled between Texas and New York and the 400,000 tons to Baltimore, the New Orleans trade was only 180,000 tons annually.
When Captain E.W. Sundstrom, master of the Morgan liner Dixie brought his ship into New Orleans Thursday for the last time, he comment sadly, 'It's mighty hard to lose your home.'
The Dixie has been 'home' to Captain Sundstrom for the past six years during which time he figures he has chalked up approximately 429,049 miles on the New Orleans-New York semimonthly run.
The Times-Picayune, 21 February 1941.
Capt. Sundstrom brought Dixie alongside her Bienville wharf for the last time on 20 February 1941. He told reporters that he expected to be transferred to El Oriente, one of the 12 remaining ships in the Morgan Line fleet, but was considering rejoining the U.S. Navy, having served as a Lt.-Commander during the last war. In the six years he commanded Dixie, he had missed just one trip. As for his immediate future as skipper of a freighter, Sundstrom said "It's going to be rather lonesome not to be on passenger ships, since I have made my home on this type of ship for 16 years. And I hate very much to lose my wonderful crew. I wish I could take them all with me. Most of them have been with me a long time on the Dixie and some other have served under me on other ships."
As for Dixie, which would depart New Orleans for the final time at 5:00 p.m. on 22 February, she would, after being unloaded at New York (arriving there on the 27th), sail to Baltimore with a skeleton crew where she would be turned over to the Navy. Most of the ship's 140-strong crew would be paid off on arrival at New York.
Pan-Atlantic Steamship Corp., a subsidiary of the Waterman Steamship Corp., announced on 21 February 1941 that it had purchased El Valle (4,605 grt) and El Dia (4,504 grt), the two remaining freighters on the New Orleans-New York run, which would remain on the route for their new owners with delivery expected about 15 March.
Pan-Atlantic has announced that immediately after taking delivery of these ships about March 15 they will be placed in that company’s yards at Mobile for extensive general reconditioning and remodeling, on completion of which they will promptly be placed in service to operate directly between New Orleans and New York as an addition to the service that the Pan-Atlantic is now affording with its other nine ships in coastwise trade between Gulf and North Atlantic ports.
Southern Pacific Company has also announced discontinuance of its service between New Orleans and New York, the last sailings to be El Valle from New Orleans about March 1 to New York, El Dia from New York about March 7 for New Orleans, and El Valle from New York about March 10 for New Orleans. SS Dixie sailed from New Orleans on February 22 on its final trip before delivery to the Navy.
Southern Pacific Bulletin, March 1941.
With her master, Captain E.W. Sundstrom, silhouetted against the bridge, the liner moved clear of her berth, swung her bow around and steamed downstream until she was lost in the evening haze.
The Times-Picayune, 23 February 1941.
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| Credit: Sunday Item-Tribune, 23 February 1941. |
The Dixie is Gone!
The famed Morgan liner, whose decks were trod for more than a decade by over 100,000 passengers from New Orleans and New York, sailed out her home port shortly before dusk Saturday on her last voyage as a passenger ship.
A little knot of forlorn one-time passengers aboard the liner gathered on the dock and waved a last goodby to the ship as she pulled out into the middle of the river and headed downstream. Another forlorn group gathered on the deck, the last passengers of the Dixie, and waved back to those on the shore.
Sunday Item-Tribune, 23 February 1941.
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| Credit: Times-Picayune, 23 February 1941. |
As Dixie sailed from New Orleans for the last time on 22 February 1941 in the gathering dusk of a late winter afternoon, many of her 225 passengers, mostly Easterners on a round trip tour, were unaware of the significance of the farewell, and "stood on the deck waving cheerily as the ship swung into midstream."It's like losing a dear friend, the Dixie has been home to me for six year, and it will be hard to say good-bye," Capt. Sundstrom was quoted by the Times-Picayune and George R. Bays, clerk of the the traffic department of the Morgan Line. The loss of the Dixie is a catastrophe."
Dixie arrived at New York on 27 February 1941 with nary a press mention. During the final phases of unloading her cargo and destoring, a "small fire of undermined origin," broke out on the following in the starboard crew's quarters, but "the blaze was extinguished quickly." Dixie was able to sail from New York on schedule, with a skeleton crew under Capt. Sundstrom, for Baltimore.
It was the end of an era when the Southern Pacific Steamship Lines offices in the Pan American Building in New Orleans closed on 31 March 1941. Some of the 100 employees were sent to the line's office in Houston and Bailey M. Clark, General Agent, who started in the office as a messenger boy 48 years previously, retired, as did Eugene Rob who had put in 55 years with the office.
On 11 June 1941 H.M. Lull, vice president of operations, Southern Pacific Steamship Lines, announced in Houston, that the 10 remaining vessels of the Morgan Line fleet were to be taken over by the United States Maritime Commission for defense purposes and would be handed over over the course of six weeks. "The officers of the company greatly regret the circumstances which require the taking over of these ships by the government and the consequent discontinuance of the service of this line. They desire also to express their thanks to the many patrons who have utilized the services of the Morgan Line for so many years." (Times-Picayune, 11 June 1941). The following day it was announced that the vessels would be transferred to Panamanian registry and operated by the British carrying American materials.
As final coda to the storied old Morgan Line and Dixie, Captain Charles Potter Maxson, aged 78, passed away in his home at West Mystic, Connecticut, on 7 August 1941.
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| Credit: The Baltimore Sun, 9 August 1941. |
Delivered to the U.S Maritime Commission on 3 March 1941 on arrival at Baltimore, Dixie was taken in hand by the Bethlehem Steel Co. Key Highway Plant, there for conversion into "a naval auxiliary." The next press mention of her was a piece in the Baltimore Sun, 9 August, which stated she would "be commissioned as a naval auxiliary by October 1, officials in Washington announced yesterday." It added that "it is expected the work will be completed by September 1 and the Alcor then will be sent to the navy yard at Norfolk to be outfitted with stores and spare parts, and to undergo test, before it joins the navy's Atlantic fleet… Guns are to be mounted on the vessel here, but their size and types were being withheld by authorities. Work is being rushed night and day."
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| U.S.S. Alcor (AG-34) at Baltimore following completion of her conversion and commissioning, September 1941. Credit: Naval History and Heritage Command. |
The destroyer tender U.S.S. Alcor (AG-34) was commissioned 4 September 1941. The lone ship, of course, of her class, the former Dixie was named after a star in the constellation Ursa Major. Commissioned and commanded by Commander E. A. Mitchell, she served initially as flagship of Commander, Service Force, Atlantic Fleet. Alcor was armed with four single 3"/50 caliber guns, two single 40 mm anti-aircraft guns and eight single 20 mm anti-aircraft guns. She was manned by a compliment of 34 officers and 700 enlisted men.
Alcor sailed on 7 December 1941, the day Pearl Harbor was attacked, to Casco Bay, Maine, for shakedown and working up excercises before proceeding to Norfolk, Virginia. A change of command was made there on arrival on the 10th when Commander Leroy White Busbey, Jr., became captain. Alcor was made flagship of Command, Train, Atlantic Fleet and as such reclassified as AR-10 on the 22nd. Remaining based at Norfolk, she undertook remained and equipment upgrades to units of the U.S. Atlantic Fleet for the next 30 months. On 15 April 1942, Lt. Commander George Blaine Evans assumed command of the ship.
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U.S.S. Alcor (AR-10) at pier at Norfolk, 4 May 1943,
photographed from U.S.S. Ancon (AGC-4). Credit: U.S. National Archives, via
navsource org. |
A change in Alcor's routine finally occurred on 4 July 1944 when she left Norfolk for Casco Bay, Maine, arriving on the 14th at which she became flagship of Commander, Destroyers, U.S. Atlantic fleet. Based out of Casco Bay, she continued to as a repair ship for the Atlantic Fleet. On 6 November she was redesignated as AD-34 as Destroyer Tender. In August, Commander Junius Weakley Millard, USNR, assumed command.
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| U.S.S. Alcor (AD-34) at Norfolk Navy yard, 5 January 1945, after refitting for service in the Pacific Theatre. Credit: U.S. National Archives, via shipscribe com |
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| U.S.S. Alcor (AD-34) at Norfolk Navy yard, 5 January 1945, after refitting for service in the Pacific Theatre. Credit: U.S. National Archives, via shipscribe com |
As part of the build-up in the Pacific for the anticipated invasion of Japan, Alcor was reassigned to the Pacific Fleet and given a major refit in late 1944. Her 5"/51 gun on the stern was replaced with a twin 40mm mount and her gravity boat davits removed except for a pair forward and one amidships.
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| In waters familiar to her as Dixie, Alcor off the Florida Coast, January 1945, en route to the Panama Canal. Credit: U.S. Naval History and Heritage Command. |
Departing the East Coast in early January 1945, she transited the Panama Canal and joined the U.S. Pacific Fleet on 16 January. Arriving at Pearl Harbor on 3 February, Alcor remained based there as a tender ship until June.
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| U.S.S. Alcor at Pearl Harbor, early 1945, photographed on "laundry day" apparently. Credit: U.S. Navy History and Heritage Command. |
Sailing for the Philippines on 4 June 1945, Alcor was diverted to Eniwetok to assist there in an urgent construction project and after a four-day stay, proceeded to Leyte where she arrived on the 26th. Assigned to Service Squadron 10, she continued in her previous role as a repair ship during which the war ended on 15 August. After a month in the Philippines, Alcor sailed on 14 September for Okinawa, arriving at Buckner Bay on the 18th. There she carried out her usual tender and repair duties through the end of March. Her final duty station was occupied Japan, at Yokosuka, which lasted until 8 May. Homewards bound, Alcor sailed for Pearl Harbor for a call there en route to San Diego where she docked on 3 June. Making her second Panama Canal transit, Alcor arrived at Norfolk on 22 June.
Alcor's final captain, Capt. Thomas Hartwell Doughty, USNR, assumed command on 24 May 1946.
Part of the epic disposal of naval ships of all description at the end of the war, Alcor was destored at Norfolk and decommissioned on 5 August 1946. Laid up in the James River, she languished there for more than two years. On 24 February 1949 she towed to the Norfolk Naval Shipyard for the removal of the shop machinery aboard. The Virginian-Pilot of 27 February noted, "She is to be taken back to the James probably next week and her future is in doubt."
The Daily Press of 27 April 1950 reported that "the USMC also reveals it has invited bids for the purchase of the U.S.S. Alcor, now located in the James Fleet." The same paper reported on 5 June that the Maritime Administration had received five bids for the ship. The high bid ($617,128) was Boston Metals Co. of Baltimore and the lowest ($56,165) from L. Chenman, Inc., of Norfolk with other tenders submitted from Patapsco Scrap Corp., Bethlehem, Pa., Northern Metal Company, Philadelphia, and Allegheny Iron and Metals Co., Philadelphia. In the end, though, she was sold to Patapsco Scrap Corp. for $113,500 on 25 July 1950 and towed from the James River Reserve Fleet on 10 August to Baltimore for breaking up. The demolition of the former Dixie was completed on 5 October 1951.
So ended the last of the Morgan liners, a name as forgotten as Dixie herself in the selective recollection of the American merchant marine. Today, what remains as an essential capability of cargo shipping-- the intermodal combination of sea and surface transport as well as specific ports and facilities to facilitate it-- would not exist were it not for the visionary efforts of Charles Morgan. Less enduring was that once delightful 1,950-mile voyage-- 100 Golden Hours at Sea-- that once linked Manhattan and Mississippi and last plied by that staunchest of American ships… s.s. Dixie.
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| Sailing Down South to Dixie, Dixie, North River, New York, 23 February 1929. Credit: William B. Taylor photograph, The Mariners' Museum. |
Built by Federal Shipbuilding & Dry Dock Co., Kearny, New Jersey, no. 89
Gross tonnage 8,188
Length: (o.a.) 445 ft.
(b.p.) 426 ft. 5 ins.
Beam: 60 ft. 2 ins.
Machinery: two DeLaval steam turbines geared to single-screw 8,000 s.h.p
Speed: 15.75 knots service
16 knots trials (approx.)
Passengers 279 First Class 100 Third Class (as built)
279 First Class only (December 1936 --)
Officers & Crew 114
American Passenger Ships, The Ocean Lines and Liners, 1873-1983, Frederick E. Emmons, 1985
Category 5: The 1935 Labor Day Hurricane, Thomas Neil Knowles, 2009
A Historical Dictionary of the U.S. Merchant Marine and Shipping Industry, René De La Pedraja, 1994
The Southern Pacific, 1901-1985, Donovan L. Hofsommer, 1986
Southern Pacific Water Lines, David F. Myrick, 2007
Steamboat Days, Fred Erving Dayton, 1925
Journal of Society of American Naval Engineers
American Shipping
Marine Engineering &
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Railway Age
Shipping Age
The Sperry Scope
Marine Review
Nautical Gazette
Naval Engineers Journal
Pacific Marine Review
Port of New York
Southern Pacific Bulletin
The Traffic World
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World Ports
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© Peter C. Kohler
