TRUE NORTH TWINS: R.M.S. NEWFOUNDLAND & R.M.S. NOVA SCOTIA

 

Newfoundland, Dominion and Liner. 

One of the jewels in an Empire's Crown

Dear to the heart  of  Britain  she's grown,

Mountain and forest, sunshine and snow

A climate  to make the red blood flow

Peopled by men of  the bull-dog breed,

Home and Empire  their proudest  creed,

Down the  ways  of the  sea her products go

To  the Mother Country who needs them so,

And  in return by the  self  same sea

She sends goods to her oldest Colony.

And may  this  vessel which  bears the name

Of fair land, a proud  land, a land of fame,

Safely traverse the old sea ways,

Backwards and forwards for all her  days.

E. Hill

The Daily  News (St. John's, Nfld.), 29 June  1925.

Consigned to  the  curious oblivion  afforded  by  contemporary "ocean liner buffs" to the quietly  successful, honest  and hardworking ships especially those operating  outside of  the Channel  Ports-New  York  run, Furness Withy's sadly forgotten Newfoundland (1925) and Nova  Scotia (1926) were the epitome of  the true workhorses of the Ocean Highway. Linking the Mother Country and  her twin North American Dominions, they were stalwart servants on the  toughest  of all trans-Atlantic routes: salt-stained and ice-encrusted, as stout and steadfast as the seamen who manned her and those of her destination lands. 

Well-loved by those who knew them best-- their officers and crews  and  passengers--  for whom they formed  a familar link in the chain of communication and  commerce between The  Old Country  and the  northern extremities of the New World, Newfoundland and Nova Scotia  safely navigated towering bergs and  epic ice floes off  Cape Race in spring, the zero-zero  fogs of mid summer, early autumn hurricanes and winter westerly gales that flung the  frozen spray  as high  as the masts and coated the superstructure in ice. 

"Thro spindrift swirl, and tempest roar," Newfoundland and Nova Scotia reliably delivered the mails,  the  cargo and  carried passengers  of every description  including  the  various  Premiers of Newfoundland and Prime Minister  Ramsay McDonald.  They belonged to  that remarkable collective of ships that represented a true Golden Age  of  Canadian and Newfoundland liners in  the mid 1920s, and their  tragic ends in the  Second World War, too,  reflected  the  terrible price paid by these ships and their crews. 

On this, the  centenary of R.M.S. Newfoundland  (delivered in June  1925),  discover the  forgotten  Twins  of  the  True  North...

R.M.S.  Newfoundland (1925-1943)

R.M.S.  Nova  Scotia (1926-1942)

Furness postcard (artist possibly Montague  Black). Credit: author's collection.

R.M.S. Nova  Scotia, artist Arthur James Wetherall Burgess (1879-1957). Credit: Christies.com

R.M.S. Newfoundland. Credit: eBay auction photo.

When blinding storm gusts fret thy shore,

And wild waves lash thy strand,

Thro' spindrift swirl, and tempest roar,

We love thee windswept land.

from Ode to Newfoundland, Sir Cavendish Boyle, 1902.

Only nineteen  hundred  nautical  miles separate Mersey Bar from the  cliffs of  St. John's, Newfoundland and Mother Country from her  oldest  colony. But  the shortest  of all  trans-Atlantic  routes is fraught with  more  hazards--  bergs, ice,  growlers, fog and gales--  than any other.  Reflecting  the perils of doing business  in the Great  Waters off  Cape Race,  the  liners  that  plied  the route  not infrequently  repatriated  the rescued fortunates  of  many  a shipwreck. The windswept coasts and tempest  tossed waters of  Newfoundland,  Nova  Scotia and New England  bred  their own  tough race of  North  American  seamen who  owed  nothing  to those of  other parts. 

Then, too, Newfoundland with  its  tiny population and relative remoteness from the well-plied  routes  into the   St. Lawrence, inhibited its seaborne connections with England  more  than distance would indicate and demanded  courage and commercial enterprise to establish.  Business in  Great  Waters indeed  and one uniquely conducted by  the  ships and  men of  Furness  Withy for  the  best  part of 65 years in peace  and war and in spite of  the  rigours of  climate and and vageries of trade.  In so doing, they  wrote for  themselves a full  chapter in the  saga  of seamanship and commercial  grit that forms  the legacy of the  British  Merchant Navy. 

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

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

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

Its small population (124,000 in 1864) and political separation from the newly confederated Canada (1867)  and being slightly off the sea lanes into the St. Lawrence, meant that Newfoundland's place in the rapidly developing network of trans-Atlantic steamship routes was dependent on mail contracts placed by its government and the Home Government in combination with Halifax as inducement for through traffic as well as reflecting Nova Scotia as a principal supplier of produce, meat and vegetables to the island. 

In terms of distances, the Capital of Newfoundland, St. John's on the far eastern side of the island on its own peninsula and having a superb natural harbour that is usually ice free even in the harshest winters, is just 1,933 sea miles from Liverpool, 550 miles from Halifax and 910 miles from Boston, but 1,600 miles distant from Montreal, ensuring its overseas links were entwined with Nova Scotia and New England. 

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

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

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

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

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

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

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

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

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

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

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

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

The lovely Evangeline on trials. 

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

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

The first years of the 20th century challenged British shipping with the trade disruption caused by so many  ships taken up for trooping and supply to South Africa during the Boer War and the creation of the International Mercantile Marine by J.P. Morgan with its attendent rate fixing and traffic consolidation. Rebuffed in his own efforts to create a British shipping combine to compete, Sir Christopher Furness rather dramatically re-oriented Furness Withy away from set passenger trades as result.  

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

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

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

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

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

Lord Furness, 27 July 1912

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

Weekly Commercial News,  12 June 1926

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

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

Plans for the first passenger-cargo ship to be built by Furness Withy since Loyalist and Evangeline were begun in winter 1911 and contracted in spring 1912 by Messrs. Irvine's Shipbuilding and Dry Docks Co., Ltd.. 

During the 21st annual meeting of Furness, Withy  & Co. Ltd. in West Hartlepool on 27 July 1912 1912, it was announced that "Further to develop our old-established lines between Halifax and London and Liverpool, a new steamer of special design for passengers and cargo is in the course of constructions at the Harbor shipyard, G.B. and will be placed on the sailing berth within the next few months. It is intended to augment this service by building two more cargo and passenger steamers for the increasing Canadian trade."

 It's interesting that the emphasis was on the Nova Scotia terminus rather than the Newfoundland call and this was perhaps influential, too, in the choice of name for the first of the new ships for the route. By early autumn 1912, the new ship was known as Digby, named after the small fishing port on Nova Scotia's Bay of Fundy and famous for its scallops. The Evening Mail (Halifax) of 11 September 1912 reported:

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

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

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

Digby on trials, April 1913. Credit: shipsnostalgia.com

Digby would be launched without ceremony owing to the mourning  period  for Lord  Furness on  27 November  1912 and make  her maiden voyage from Liverpool to  St. John's  and  Halifax on  8 May  1913, beginning  a fulsome 23-year-career with Furness and  a life  of some 52 years.  Her ensuing story  is told in detail on this site:

https://wantedonthevoyage.blogspot.com/2023/03/the-doughty-ss-digby.html

The onset of the First World War upset any plans to follow through  with  Digby's  planned  two sisters, but she, at least  survived  the conflict,  serving  with distinction as  the Armed Merchant  Cruiser  H.M.S. Artois from 1915 to January 1919. Digby resumed the Furness-Withy service to  Newfoundland and Nova Scotia from Liverpool on 20  March 1919  and the service  shared  with  the  Warren liner Sachem (1893/5,203  grt, 58 2nd class passengers) which made her first voyage on 3  April. 

Sir Frederick Lewis (Lord Essendon) c. 1920. Credit: Hartlepool Museums and  Heritage  Service. 

One of the  last  of the  truly  great  British  shipping magnates, Frederick  Lewis (1870-1944), reshaped  Furness Withy after  easing out the  last of  the disinterested  Furness  family of  out  of  the shipping business. In the decade  between the 1919 acquisition of  the  Bermuda and  West  Indies trade of the Quebec Steamship Co.  to the  buy-out in 1929 of  the Bowring  Bros. Red Cross Line (linking  Newfoundland and Nova  Scotia  with New  York) and expansion of Prince  Line, replacing Lamport & Holt between New  York and the River Plate, Furness Withy  created a unique  "foreign service"   based on the  Americas  that was akin to that of  British  India  Line  "out east."   

Furness Bermuda brochure cover,  early  1920s.

Lewis' ambitions  had been  expanded  and  expedited by  the  capable Henry C. Blackiston,  manager of  the Furness office  in New York who later became the  first  non British  vice  president of Furness Withy and whose foresight  and drive literally  created Bermuda tourism with  Furness-owned hotels on the island.   With Prohibition and  burgeoning  business in the  Roaring 'Twenties,  Furness Bermuda  Line  was  the  most  profitable  of all British  shipping  enterprise between the wars. By 1938, no fewer than 15 Furness-owned, British  registered ships called New York homeport in addition to the Red Cross fleet based on Newfoundland. 

"On  Foreign Station"  indeed and  with the  officers and  crews of  Furness  Bermuda,  Prince  Line and  Red Cross Line requiring special dispensation including a "U.S.  Cost of Living  bonus" and the spouses and children of  officers given  paid  visits to  their husbands  and fathers serving aboard. Furness-Warren Line,  the  only  direct company-owned connection with the Old  Country and  the  burgeoning  American  and Canadian business, assumed  a vital link and  "on company service"  a not  insignificant  figuring in passenger  lists.  This  prompted, concurrent with the beginning  of the  Furness  Bermuda Line, the addition of  Boston,  long served by  Warren Line, to  the Furness-Withy Newfoundland and Nova Scotia route to provide an American port with  easy  access to New  York, terminal of Prince  and  Furness Bermuda Line for crew rotation, as well as tap the  New  England trans-Atlantic passenger market. 

On 19 April 1920 Furness Withy announced they would start regular Boston to Liverpool passenger service which was known as the Furness-Warren Line.  This initially employed  Fort Victoria (1912/7,784 grt) recently  acquired from Adelaide  S.S. Co., along with  Fort  St. George,  for the  new  Furness Bermuda &  West Indies Line, on a direct Liverpool-Boston run for three round voyages beginning 10  July.  These attracted 1,130 customers but the  "Forts"  were more in demand on the fast evolving New York-Bermuda run as Prohibition kicked on  and that  new  service  enjoyed  immediate and sustained popularity. 

Encouraged by the Fort Victoria trial, Furness  Line announced on 17 March 1921 that Sachem and Digby would add a regular Boston call on their route that season, effectively combining the old Warren Line Boston service with the Furness Newfoundland/Nova Scotia route.  The first departure from Boston would be by Sachem on 28 April and 11 June by  Digby, following  a refit in Ireland. 

Although  the  demand  for  new  tonnage  to replace  Digby and Sachem (dating from 1893) existed by  the early 1920s,  it was not propitious time to contract it with  rampant inflation in shipbuilding costs,  persistent labour problems  and shortages.  So Furness Withy concentrated on building up their Bermuda  routes and hotels as the  Furness Warren operation settled down to  a reasonably  profitable and popular post-war routine.   

In 1920, 1,499 passengers  were carried between Liverpool,  St. John's,  Halifax and Boston (in addition to those carried by  Fort Victoria) and here it  should be  remembered  that the population of  Newfoundland  at  this time was  only  about 240,000 people so that the  route never  featured high passenger traffic.  However, added to  the trans-Atlantic  carryings was  a much larger  market for the short segments between St. John's, Halifax and Boston which  was considerable during  the summer season. This more  than doubled the overall  carryings on  an individual  round  voyage from Liverpool or  Boston. 

In the evolving and often labyrinthine corporate world of  Furness Withy,  what  had been first corporated in 1912  as  the  George Warren & Co. (Liverpool) Ltd. was,  a decade later, liquidated and replaced by  Warren Line (Liverpool) Ltd.. This  set  up  the corporate framework  for  ensuing major  expansion and improvement of company's  existing passenger and cargo  service. 

Prospects of a busy time in the  Barrow shipbuilding and engineering  workshops  are better  than they have been at any  time  since the war. 

Halifax Evening  Courier, 6 May  1924.

By  1924, conditions were better, shipbuiding costs stabilised  and Furness-Withy commenced an ambitious newbuilding  programme which  whilst  centered on their  new  North  Pacific  coast route, via Panama (the nine-strong Pacific Shipper-class of  1924-29), finally  invested, too,  in completely  renewing the  Newfoundland/Nova Scotia/New England run  with a pair  of new cargo-passengers to replace Sachem and Digby, although  ordered one at a time  with a year gap between them.

On 6 May  1924 it was reported  that an order  had  been placed  with  Messrs. Vickers Ltd., Barrow-in-Furness,  by  the Warren Line for  a new passenger and cargo steamer, "specifically designed for  the Liverpool-Canada and Newfoundland passenger service,"  with principle dimensions of  405  ft. by  54.5 ft, and deadweight of 7,030 tons having accommodation for 100  First Class and 80 Third  Class. Single-screw quadruple  expansion machinery would  give  a service  speed  of  14 knots.   The order, placed on the 5th, was the  third big contract for  the yard placed that week. "Delivery  will be  given next spring."

This was  the first Furness-Withy  order  with  Vickers, establishing a relationship that would go on to produce  argueably  their most successful and profitable liners:  Monarch of Bermuda  and Queen of  Bermuda.  The first newbuilding was assigned  Yard no. 617 but when she  was laid down at  Barrow is unknown and  the  new  Furness liner was constructed  in  relative obscurity.  The Liverpool Journal of Commerce, 7  August  1924, only reporting that  "the  building of the Furness Withy  steamer  has commenced."

On 12 January 1925  it was confirmed that the new  ship would be launched on the  24th and to be named Newfoundland. 

The moment of Newfoundland's christening  by  Lady Lewis, at Barrow-in-Furness on the morning of 24 January 1925.  Credit: Shipbuilding & Shipping  Record, 29  January 1925.

Newfoundland  roars down the ways,  24 January 1925.  Credit: Edward &  Raymond  Sankey photograph, Sankey  Archives. 

Newfoundland  clear  of the ways  and the checking  chains retarding her  further progress.   Credit: Edward &  Raymond  Sankey photograph, Sankey  Archives.

Launched  the morning of  24 January 1925 at Barrow-in-Furness (the same  day  as  P&O's  Ranchi at Hebburn),  no. 617 was christened Newfoundland and sent down the ways by Lady Lewis, wife of Sir Frederick William Lewis, chairman of Furness, Withy & Co. Ltd.. 

Among those present for the launching were Mr. Brian E. Lewis, Commander Sir A. Trevor Dawson, Bart., R.N. (Vice-Chairman of Vickers Limited), Commander C. W. Craven, O.B.E., R.N. (Managing Director of the Naval Construction Works, Barrow-in-Furness), Mrs. Craven, Sir Osborn G. Holmden, K.B.E., Captain M. E. Dunbar-Nasmith, V.C., C.B., R.N., Mr. R. Sargeant, Mr. Wm. McGuinness, Mr. W. J. Sainsbury, Mr. F. P. Longton, Mr. E. W. Harvey, Mr. A. Winspear, Captain Fleuret, Mr. Whyte, Mr. T. Fender, Mrs. Fender, Mr. G. W. Barr, Mrs. Barr, Lieut.-Commander G. O. Maund, R.N., Mrs. Maund, Mr. Wm. Cowie and Mr. K. Inglis (Lloyd's Register of Shipping), Mr. E. W. Black (Board of Trade) and Captain W. C. Craven, R.M.A.

Furness postcard.  Credit:  Hippostcard.com

With due appreciation of the fact that she is designed for the service which connects Liverpool and Newfoundland, the builders have bestowed great pains upon the make-up generally, and special attention has been devoted to the structure at the forward end to enable it to withstand the severe conditions often met with in the North Atlantic. At the same time it has stately appearance, conveying the impression at once of happy combination of strength and beauty. 

Liverpool Journal of Commerce, 10 June 1925. 

Smart in appearance,  admirable  in arrangement,  solid  in construction,  reliable  in machinery  and  comfortable and sensible in their  accommodation and  décor, Newfoundland and Nova Scotia  summed up the admirable qualities of  the  British  cargo-passenger liner of  the early 20th century as well as any  built and earned  a record of  dependable  success  and  service that was second  to none.  Built "battleship tough" in the  Barrow tradition,  their  design  reflected  the rigours of their route  and their modest qualities reflected that of the passengers and  their  handling and seaboat qualities acknowledged  the  seamanship of  their officers  and crew. 

The  epitome of the  British cargo-passenger  liner  of the  inter-war  era:  Nova Scotia in  the  Mersey flying  the  Red Ensign  of the Dominion of  Newfoundland at her  foremast and  the  Red Ensign of the Merchant Navy  at the  stern  staff.  One of  Furness Withy's  own  Mersey  tugs  is in attendence. Credit: benjidog.com

Newfoundland and  Nova Scotia were designed by Messrs. William Esplen, Son & Swainston Ltd. of London, who for years were Furness' "house" naval architectural firm and whose chief naval architect, David Boyd, designed Bermuda, Monarch of Bermuda,  Queen of  Bermuda as well as Aorangi.   The Newfoundland sisters' machinery was  designed by E.W. Harvey (1880-1933), Chief Superintendent of Furness Withy.

As smart and tidy in appearance as any British liner of the inter-war era as one might wish, Newfoundland and Nova Scotia were thoroughly handsome in line and form with their neat cruiser sterns, well raked bows and plenty of sheer and camber as befitted working ships that were, at the same time, vest pocket Atlantic liners that combined passengers and cargo capability as well as any of their era. Their trim good lines were abetted by Furness'  distinctive livery and the whole package was thoroughly pleasing and purposeful. 

Newfoundland (left)  with her original shorter "motor  ship  look"  funnel and Nova Scotia (right) with  the taller funnel as retrofitted to her sister in her first  year in service.  Credit: Sankey  Photo Archives.

The fast evolving Motor Ship Era, which  Furness  Withy  readily embraced, influenced  the  look of ships and whilst Aorangi  (designed  by  David Boyd)  had very  traditional steamship  funnels, the new  era of  Furness and Prince  Line motorships had the squater  coffee can stacks that  imparted a new and progressive look.  Here, the initial choice  to emulate  that  with the very traditionally powered  Newfoundland  proved,  as so often, an immediate failure and her original funnel  was  doubled in height  during  her first  drydocking  and  Nova  Scotia  completed with  a funnel  of comparable height  from the onset. 

With principal measurements of 423 ft. (length overall), 405 ft. (length b.p.), 55 ft. 3 ins. (beam), 6,791 tons (Newfoundland) and 6,796 tons (Nova Scotia) gross register, 3,841 tons (nett), Newfoundland and Nova Scotia, whilst considerably larger than the  3,966 grt, 365 ft. x 50 ft. Digby, still were the smallest liners built for the Canadian run in the interwar era.

Nova Scotia departing  Boston  7 April 1928. Credit:  William B. Taylor  photograph,  Mariners' Museum.

Like Digby, Newfoundland and Nova Scotia's hulls were strengthened in their forward scantlings and plates especially at the load lines to navigate the loose ice and growlers common to their route in late winter and spring. This included  narrowier  spacing  of framing: 18" in fore peak, 24" from fore  peak  bulkhead  to 1/5 length forward and the rest of the hull,  30.5". The ships were among the first to feature  the new "duct keel"  used  on all the new Furness vessels and Orient Line's  Orama which was a interior  watertight  channel or conduit to route piping and provide access to the double bottom, extending from the collision bulkhead  to  the  forward engine room bulkhead.  These were also found  to strengthen the structure  of the double bottom. 

Each had three overall decks plus Bridge, Boat and Forecastle decks and their hulls divided by nine watertight bulkheads into ten compartments: fore peak, no. 1 hold, no. 2, bunker, boiler room, engine room, deep tank, no. 3, no. 4 and after peak as well as a full double bottom fitted to carry fresh water (270 tons), feed water (232 tons), water ballast (up to 1,714 tons) and oil fuel which with the deep tanks carried a maximum of 1,408 tons. 

Classic  combi: Newfoundland  showing off  her  perfect proportions and honest working  ship  character. Credit: author's  collection.

Newfoundland and Nova Scotia were true cargo-passenger combi ships and their cargo capacity and handling gear was extensive and specially designed for their route, especially the carriage of grain in bulk as well as insulated spaces for fruit.  In all her four holds and deep tanks  had a 263,840 cu. ft. capacity (bale) or 292,790 cu. ft. (grain) plus insulated space totalling 22,640 cu. ft. (bale) or 25,730 cu. ft. (grain).  The four hatches were worked by 6-ton Mannesman steel derricks with six at the foremast and another six at the mainmast with steam driven winches as well as steam driven steering gear.  "All hatchways are fitted with the "Fleuret" patent hatch covers, for which it is claimed that, owing to the method employed for securing the covers, they cannot be washed away. This ensures that the holds are kept practically watertight, and the possibilities of the vessel sinking, owing to faulty hatchways, is reduced to a minimum." (The Shipbuilder & Marine Enginebuilder). 

Designed for maximum reliability, economy and with the comparatively slow service speed envisaged, Newfoundland and Nova Scotia were conventionally powered by single-screw quadruple-expansion reciprocating machinery and as such, were among the last new North Atlantic liners so-powered, recalling the Harrison West Indies liner Inkosi (1937/6,618 grt) was similarly powered. This was doubly notable  in that Furness-Withy had thoroughly  and recently embraced the  evolving Motor Ship Era beginning with its Pacific Shipper-class of 1924-28.   

Each was propelled by a single four-crank quadruple-expansion engine (built by Messrs. Vickers, Ltd.), with one high-pressure cylinder with a diameter of 31 ins, the first intermediate-pressure cylinder of 43-in. diameter, a second intermediate-pressure cylinder of 62-in. diameter and a low pressure cylinder of 90-in. diameter, had a 57-in. stroke.  Capable of developing 5,560 i.h.p. at 85 r.p.m., a 14.5-knot service speed was obtained from a single four-bladed solid bronze screw of 19 ft. 4 in. diameter with a 19 ft. 1 ½ in. pitch.  The machinery was balanced on the Yarrow-Schlick-Tweedy system.  Steam was generated at 215 p.s.i. by five single-ended cylindrical boilers measuring 16 ft. 9 ins. diameter and 12 ft. long, each with four Deighton oil-burning furnances (although also designed to burn coal) with a combined heating surface of 16,400 sq. ft. and working under Howden's forced-draught system and smoke tube superheaters were fitted to give 100 deg. F. superheat. 

The auxiliary machinery consists of one independent centrifugal circulating pump having a suction 20in. diameter, coupled directly to two steam engines; one auxiliary circulating pump of the duplex type, 10in. by 10in. by 10in.; one ballast pump, 14in. by 16in. by 24in.; one evaporator of Vickers make, having a capacity of 40 tons per day; two feed pumps, each 13in. by 10 in. by 26 in.; one feed-heater and feed-filter of the Contraflo type; one general-service pump, 10in. by 7in. by 10in.; one fresh-water pump, 4in. by 4in. by 6in.; one emergency bilge pump of the S.O.S. type, electrically driven; one auxiliary condenser of the Contraflo type, having 600 sq. ft. of cooling surface; one fresh-water condenser; and salt and fresh-water calorifiers.

The Shipbuilder & Marine Enginebuilder, July 1925.

Credit: Liverpool Journal of Commerce, 10 December 1925.

The trials of  Newfoundland were  afforded unusual attention in an article, Measured Mile Trials, by Mr. G.S. Baker, OBE, published in a paper read before the  North-East  Coast Institution of Engineers  and Shipbuilders,  and  published also in the Liverpool Journal of  Commerce:

The Newfoundland was built to a tank set of lines, and was fitted with a tank propeller. The general dimensions and data  obtained on the trials are given in Table II. No attempt was made to measure either s.h.p. or thrust:  hence the analysis has not been carried out in detail. The model had been run at a displacement of 9,584 tons, trimmed much the same as on trial, and it was, therefore, possible to make a reliable estimate of e.h.p. for the ship, These are given in Table II, together with the corresponding spending propulsive coefficients. The quasi-propulsive coefficient given in the report on the model experiments was 0.72. Using this figure, and making an allowance of 10 per cent, for air and appendage resistance, the mechanical and transmission efficiency required to balance the tank figures, the actual powers was 0.84. This includes the losses in the tail shaft and in a fairly long tunnel which probably absorbs 5 to 6 per cent., and gives a main engine efficiency of 0.89, a not unreasonable figure.

The tank tests and calculations showed that the screw propeller would absorb 4,250 s.h.p. at the engine at 80 r.p.m. at 14 knots. Using a propulsive coefficient of 0.55 as in Table II, the actual indicated power absorbed at 14 knots was 3,885. at 75.6 revolutions per minute. If the revolutions are raised to 80 p.m. (as designed for ship in deeper condition) the power absorbed by the propeller would become 4,450 against the 4,250 predicted in our report, i.e., the screw absorbs 41 per cent, more power behind the ship than behind the model.

The weather was ideal for the trials, and every care taken to ensure accuracy. The difference is a little more than one would attribute to " experimental" error, but is not a serious one, and on the whole the trial data show that the tank estimates were correct for practical purposes.

 Liverpool Journal of Commerce, 10 December 1925.

R.M.S. Nova Scotia. Credit: pinterest. 

R.M.S.  NOVA SCOTIA

General Arrangement Plans & Side Cutaway

credit: Shipbuilding & Shipping Record, 4 November 1926)

(LEFT CLICK on image to view full size scan)

R.M.S.  NEWFOUNDLAND

Profile,  Midsection and Deck Plans

credit: Lloyd's Register Foundation Heritage &  Education Centre

(LEFT CLICK on image to view full size scan)

Profile.

Midship Section.

Profile and Deck Plan.

But it was in their passenger accommodation, both its capacity and quality, that the new twins most improved upon Digby.  With berths for 105 First and 80 Third Class passengers, Newfoundland and Nova Scotia introduced new standards to the route within the confines of relatively small combi liner dimensions.  

Newfoundland's Boat  Deck showing the original shorter  funnel. Credit: Shipbuilding &  Shipping Record, 4 November 1926.

The ships' layout was simple and straight forward.  Boat Deck had a steel house right forward with officers' accommodation and the bridge and wheelhouse above.   The rest of the deck was devoted to open sports and promenade space and, of course, the lifeboats consisting of three 28-ft. x 8 ft. 6 ins. wood clinker-built boats on each side at Welin-Maclachlan quadrant davits.

Credit: Shipbuilding &  Shipping Record, 4 November 1926.

Credit: Shipbuilding &  Shipping Record, 4 November 1926.

Bridge Deck was mostly devoted to First Class accommodation and pubic rooms with a promenade deck, glass-enclosed for one third its length forward, encircling it.  The forward part was additionally if sparsely furnished to service as an "observation space." The Lounge was right forward in its own house (forming the base of the Bridge Deck house), then the main staircase leading to the Dining Saloon.  In the main house was the best First Class accommodation with two cabines de luxe with private bath on the starboard side forward with four two-berth cabins and one three-berth cabins following and on the portside, eight two-berth and one three-berth cabin. All were outside.  Additionally there was a block of four two-berth inside rooms ahead of the engine hatch. Furthest aft was the Smoking Room,   "finished in sixteenth-century oak" and open deck aft for Third Class. 

Her first-class cabins are most tastefully treated, the panelling being in the new stained wood (of French treatment) which is green in colour and which takes a hard polish like marble. The third-class accomodation is much above the average. 

Liverpool Journal of Commerce, 4 June 1925.

Credit: Shipbuilding &  Shipping Record, 4 November 1926.

Credit: Shipbuilding &  Shipping Record, 4 November 1926.

Upper Deck had the First Class Dining Saloon forward, with ports on three sides, and seating 90 at small tables. The pantry was adjoining on the starboardside followed by a single four berth outside cabin, three inside two-berth cabins,  two outside three-berth rooms and an unusual "family room" with five berths and then engineers accommodation.  On the portside were six outside three-berth cabins, three two-berth outside cabins and 10 inside two-berth rooms. 

Aft on Upper Deck, in its own house with covered promenade space on either side, was the Third Class Dining Saloon and General Room (starboardside) and Third Class Smoking Room and two two-berth outside cabins and two two-berth inside ones followed by public washrooms and bathrooms for Third Class.  

Credit: Shipbuilding &  Shipping Record, 4 November 1926.

Credit: Shipbuilding &  Shipping Record, 4 November 1926.

The balance of Third Class accommodation, comprising 10 four-berth outside cabins arranged on the Bibby "tandem" system, and one inside four-berth cabin, was situated aft on "Second Deck." These were at a disadvantage as the public washrooms were on the deck above.  

From the illustrations it will be noted that the decoration of the first-class public rooms is of a high standard, the work having been carried out by Hamptons Limited. 

Shipbuilding & Shipping Record,  4 November  1926.

Decorated by Hamptons & Sons Ltd., London, who would become Furness' interior architects and furnishers of choice (and went on to redecorate Digby during her ensuing conversion into Dominica for the West Indies service as well as outfit Bermuda), Newfoundland and Nova Scotia's interiors and appointments were exceptional for vessels of their size and quietly traditional in style, suiting  their modest proportions and low deck heads as well as for the low-keyed nature of their passenger traffic and admirably  cosy and comfortable.  

Credit: Shipbuilding &  Shipping Record, 4 November 1926.

The first-class lounge and music room is decorated in the English manner of the late eighteenth century. The walls are panelled with a richly figured veneer of sycamore, applied to a groundwork of 'Ilbus' boarding. The panels are framed with carved astragal bead mouldings, cross-banded margins and painted lines, the veneer of the centres being quartered. The whole rests upon a skirting or surbase of polished mahogany.

The double doors are of cut plate glass, framed in delicately carved tracery in the manner of Hepplewhite. The ceiling and frieze are of plaster modelled in low relief, with fine detail ornament, consisting of flutings, open husks and medallion. panels in the Wedgwood manner, painted and polished to a tone of old vellum. The room is furnished with luxurious easy chairs and settees, covered in black Chinese silk with floral design. The piano, by Messrs. Collard & Collard, Ltd., of London, is in a specially designed case, finished faded mahogany. The curtains are of plain gold-bronze fabric, shot with black. The carpet is of gold colour, harmonising with the colours in the general scheme of the apartment. The electric light fittings and door furniture are of satin antique-gold finish. The lamp shades are of old-parchment colour, enriched with honeysuckle motifs painted in Chinese red. The flooring is of oak parquet.

The Shipbuilder & Marine Enginebuilder.

Credit: Shipbuilding &  Shipping Record, 4 November 1926.

The first-class smoking room is panelled throughout with richly figured walnut in the style of the William and Mary The ceiling and cornice surmounting the walls are of modelled plaster. The dignified effect of the scheme of this room is enhanced by panels of decorative mouldings and a handsome skylight. This skylight is glazed with pale amber antique glass, which, by means of concealed lights, diffuses a mellow light by day as well as by night. The furniture, which is of walnut, consists of deep-seated lounges, easy chairs, comfortable elbow chairs, and tables specially designed for use smoking-room and card tables. The easy chairs and settees are covered in hides of a golden brown colour, slightly polished. The floor is of oak, and is covered with rust-coloured "Ruboleum" with a border of black, manufactured by the Korkoid & Ruboleum Tile Co., of Glasgow. The curtains are of tapestry in plain colour, and the loose covers are of plain golden-brown material.

The Shipbuilder & Marine Enginebuilder.

Credit: Shipbuilding &  Shipping Record, 4 November 1926.

The first-class dining saloon is panelled in oak, fumed to a pleasing tone of grey, with raised mouldings and quartered centres to the panels. Richly carved architraves surround the glazed doors which give access to the main staircase. The apartment is lined throughout with oak wainscoting in the style of the Jacobean Period. The pilaster panels are enriched with curved pearwood pendants of fruit and flowers. The panels are richly carved with festoons of flowers, supported by eagles. The dining tables are constructed for a few people at each table in the modern manner. The chairs are upholstered in horsehair coverings with a diaper pattern in rose and gold. The floor is of oak covered with rose-red Ruboleum, bordered, panelled and finished with plain green margin. The curtains are of diaper-pattern tapestry, woven in colours similar to those of the chair coverings.

The Shipbuilder & Marine Enginebuilder.

Credit: Shipbuilding &  Shipping Record, 4 November 1926.

Credit: Shipbuilding &  Shipping Record, 4 November 1926.

Two three-way flight staircases are arranged between the upper, bridge and boat decks. These staircases are lined throughout with fumed-oak wainscoting. The balustrades and also the skylight are of wrought iron, all designed in the style of the Jacobean Period. The stair treads and passage-ways are covered with orange-coloured Ruboleum, and the furniture is of oak, covered with light, natural-coloured leather.

The Shipbuilder & Marine Enginebuilder.

Credit: Shipbuilding &  Shipping Record, 4 November 1926.

Credit: Shipbuilding &  Shipping Record, 4 November 1926.

There was, of course, less written about and less to marvel over in Third Class which, neverless, quite the equal of comparable accommodation in the inter-war intermediate North Atlantic liners and as one of only two classes, afforded comparatively more space higher in the vessel than on many.  

Credit:  eBay auction photo.

The steamer should prove a great attraction to passengers travelling between this country and Newfoundland, the Maritime Provinces of, Canada and the New England States of America, and will undoubtedly attain great popularity with the travelling public.

Liverpool Journal of Commerce.

Canadians and Newfoundlanders of  the mid 'twenties might  have well thought they  were   at the  nexus of passenger ship development with the successive completion of  Aorangi, Letitia and  Newfoundland and construction of Nova Scotia, Nerissa and Caribou  all in 1925. Here, at least,  the decade was "roaring" when it  came to the twin Dominions'  seaborne links with the Mother County,  the Dominions of the Antipodes, and America and by  the  end  of  it,  fielded a truly remarkable  and memorable fleet of passenger liners  to maintain  them.     

The Roaring Twenties of America  were not universal economically and whilst  shared by Canada to a large extent, was to far less degree in Newfoundland and  decidely not by  Britain.  Newfoundland, in particular, had been  almost literally bled  white of its manhood  and treasury by its  contribution to the Empire's war  effort and suffered one of the  highest rate  of losses per capita of any belligerent.  So Newfoundland and Nova Scotia  came  on the scene in the middle of a decade of differing fortunes along  their route as they  settled down to their first  five  years  in service.  

Official Furness card of  Newfoundland. Credit: author's collection.

1925

Credit: Newfoundland Quarterly, July 1925.

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

31 March Sachem

24 April Digby

16 June Newfoundland

30 June Sachem

14 July Digby

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

On 14 May 1925 it was announced that Newfoundland would sail on her maiden voyage from Liverpool to St. Johns, Halifax and Boston on 16 June, commanded by Capt. Chambers, presently commanding Digby.  She was due at Boston on 2 July.

Newfoundland departing Barrow. Credit: Sankey archives. 

Newfoundland left Barrow on 3 June 1925 for trials and thence to Liverpool for delivery. As already described in considerably more detail in the previous chapter on the ships themselves, the trials were conducted in ideal weather conditions on the Skelmorlie measured mile course and recorded a maximum speed of 15.54 knots at 5,722 i.h.p.

NEW LINER'S SATISFACTORY TRIALS. Making an average speed of just over 15 knots, the newly-built passenger and cargo steamer Newfoundland, which has been constructed by Messrs. Vickers for Messrs. Furness, Withy and Co., Ltd., last week made her maiden voyage from her birth place at Barrow to her English home at Liverpool. Her speed trials proved in every sense satisfactory both to the builders and owners, and those who were on board during the speed trials from Skelmorlie to the Mersey Bar were loud in their commendation of her numerous fine features. With due appreciation of the fact that she is designed for the service which connects Liverpool and Newfoundland, the builders have bestowed great pains upon the make-up generally, and special attention has been devoted to the structure at the forward end to enable it to withstand the severe conditions often met with in the North Atlantic. At the same time it has stately appearance, conveying the impression at once of happy combination of strength and beauty. 

Liverpool Journal of Commerce, 10 June 1925. 

Arriving at Liverpool on the morning of 5 June 1925, Newfoundland  was formally accepted from the builders. Among her principal officers who were formerly aboard Digby included Chief Officer J.W. Murphy, Second Engineer James Lydon, Purser and Chief Steward A. Longmuer, Second Steward J.E. Dale, Chef P. Stanton and a number of leading stewards. 

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

The new oil-burning steamer Newfoundland which Messrs. Furness, Withy and Co, Ltd., have had built specially for their service from Liverpool to Newfoundland, Halifax and Boston, by Messrs. Vickers, of Barrow, sailed from Liverpool last evening, with cabin and third-class passengers and general cargo. 

This steamer, the largest and most up to date, trading regularly with Newfoundland and this country, arrived in Liverpool some days ago from Barrow-in-Furness, after haring made very satisfactory trials. She is expected to make the passage to St. John's, N.F., in six days, and after about two days stay at St. John's, to reach Halifax, NB., two days later. She will discharge her Canadian cargo at Halifax and proceed thence to Boston. 

The steamer should prove a great attractions to passengers travelling between this country and Newfoundland, the Maritime Provinces of, Canada and the New England States of America, and will undoubtedly attain great popularity with the travelling public.

On board are the shipwrecked captain crew of the schooner Florence Swyers, of Newfoundland. 

Among the cabin passengers are the follows: Major J. J. Bailey, F.R.G.S.; Mr. Geo. M. Barr, Mr. Chesley A. Crosbie, Mr. George G. Crosbie, Rev, Canon G. H. Field, Hon. A. J. Harvey, Hon. R. Watson, Rev. Stanley Williams, and Mr. R. H. K. Cochius, Mrs. Cochius and family. Mr. Cochius designed the Bowring Park at St. John's N.F., and is going to Newfoundland to the Government a scheme of road improvement.

Liverpool Journal of Commerce, 17 June 1925.

NEW FURNESS-WITHY LINER SAILS MAIDEN VOYAGE LIVERPOOL The oil-burning steamer Newfoundland which Messrs Furness Withy Co Ltd have built specially for service to Newfoundland, Halifax, Boston by Messrs Vickers Barrow sailed Liverpool last everting with cabin and third-class passengers and general cargo.

This steamer the largest and most up-to-date trading regularly between Newfoundland and this country arrived in Liverpool some days ago from Barrow-in-Furness after having made very satisfactory trials. She is expected to make the passage to St John’s N.F. in six days and after about two days stay at St John’s, to reach Halifax N.S., two days later. She will discharge her Canadian cargo at Halifax and proceed thence to Boston. The passenger accommodation is very fine, and the steamer should prove a great attraction to passengers travelling between this country and Newfoundland the maritime provinces of the  Canada and the New England States of America.

Liverpool Daily Post, 17 June 1925.

R.M.S. Newfoundland (Capt. S.J. Furneaux ) departed Liverpool on her maiden voyage just after 7:00 p.m. 16 June 1925 with 70 passengers (50 First and 20 Third Class). Among them was the captain and crew of the shipwrecked schooner Florence Sawyer, of Newfoundland, returning home.  Among her cabin passengers were  Major J. J. Bailey, F.R.G.S.; Mr. Geo. M. Barr, Mr. Chesley A. Crosbie, Mr. George G. Crosbie, Rev, Canon G. H. Field, Hon. A. J. Harvey, Hon. R. Watson, Rev. Stanley Williams, and Mr. R. H. K. Cochius, Mrs. Cochius and family. Mr. Cochius, who designed the Bowring Park at St. John's N.F., was going to Newfoundland to advise the Government on a scheme of road improvement.

Sailing from Liverpool on Tuesday night, shortly after seven o'clock, good progress was made until about eight o'clock the following morning, when the vessel was off Rathlin. The cabin passengers were at breakfast when it was observed that a steward entered the dining saloon and made a communication to the chief engineer, who at once left his seat. 

The sea was beautifully calm, there being scarcely a ripple, and no significance was attached to the departure of the chief engineer until someone noticed a very visible reduction in the vibration caused by the throbbing of the engines. There was no alarm, however, and breakfast continued uninterruptedly, and it was not until some time afterwards that someone realised the ship was making little or no headway. Inquiries as to the cause elicited assurances that nothing of a serious nature had occurred, and passengers proceeded to settle down to the daily routine of life on board a big liner, some engaging in deck games and others seeking sheltered corners to engage in quiet reading.

Meanwhile the engineer's staff were busily engaged locating the seat of the mishap, the liner eventually being brought to. Apparently the defect was more serious than at first anticipated, and it was finally decided to put into Belfast. Captain S. J. Furneaux, the ship's commander, communicated this decision to the passengers, who though disappointed at the consequential delay, philosophically accepted the situation.

Proceeding slowly under her own steam, the Newfoundland made Belfast Lough in the evening, and was later picked up by a tug and brought into dock, being safely berthed at eleven o'clock. In the course of an interview, a passenger stated that there was no alarm among those on board. Indeed, they thought the breakdown of so trivial a nature that they did not realise its import until the vessel turned and headed tor Belfast. The sea, he added, was almost as smooth as glass, and when the liner lay to there was scarcely a movement. Naturally, he further stated, they were keenly disappointed the voyage had been interrupted, but said the occurrence had its compensation in that they were so convenient to a place where repairs could be expeditiously carried out.

Belfast Telegraph, 18 June 1925.

The voyage was cut-short when, off Rathlin Island, the North Coast of Ireland, one her piston rods became disarranged.  After temporary repairs by her engine room crew, Newfoundland proceeded at slow speed for Belfast where she arrived late on the 17th, coming alongside York Dock.  Taken in hand by Messrs. Workman, Clark & Co.,  Repairs were effectively and expeditously made whilst her passengers explored the city and environs or remained aboard.  

Credit: Belfast News Letter, 22 June 1925.

Credit: Belfast Telegraph, 18 June 1925.

Credit: Belfast Telegraph, 18 June 1925.

Lying in the York Dock, where she is now in the hands of skilled workmen from Messrs. Workman, Clark & Co.'s yards, the Newfoundland presents a picturesque spectacle with her freshly painted bull,  deck-rails and fittings, and the familiar Withy line funnel of black with red bands. Although the local agents emphatically decline to give any information as to the nature and extent of the damage sustained. it was ascertained that the piston-rod had in some way become impaired, necessitating the abandonment of the Atlantic crossing until the defect was remedied. It is further ascertained that the work will occupy two or perhaps three days. 

Belfast Telegraph 18 June 1925.

Newfoundland resumed passage at 5:00 p.m. on the 20th. Enjoying "fine weather with intermettent fog" across, she averaged 240 nautical miles a day  and arrived at St. John's at 5:30 a.m. on the 26th, logging 5½  days for the trans-Atlantic passage.  Pilot Phil Malone had the honour of bringing in the ship which went straight to the Furness pier. 

Captain Furneaux states that she is one of the best boats he has ever sailed on. A very noticeable feature was the absence of vibration, and the passengers speak in the highest terms of the ship's sailing qualities. The voyage was a most enjoyable one for those on board, who spent most of the time playing various games on the decks. The catering service and attention in both classes was most up to date, and all passengers spoke in high terms of it. 

Daily News, 27 June 1925.

Credit: Daily News, 29 June 1925.

In command of Capt. S. J. Furneaux. who was so popular when in charge of S.S. Sachem, the new ship proved an excellent sea boat and splendid sailer. Her average speed for the passage was 13½ knots, but had her engines been opened out full she could have made 15 knots. On the third day out from Belfast a strong breeze with heavy sea was encountered but the passengers felt not one bit of discomfort. Nothing but praise is heard of her facilities.

Last night a concert was held on board and a collection for the Newfoundland Marine Disasters' Fund was taken up. Hon. R. Watson presided, and the affair proved very enjoyable. A presentation of a handsome silver mounted travelling flask, inscribed, as a momento of the voyage, was presented to Capt. Furneaux. Mr. A. J. Harvey, who made the presentation, in a brief speech expressed the confidence the travelling public had in the genial commander and spoke in glowing terms of his luxuriously fitted ship. Capt. Furneaux replying, thanked the donors for the gift and expressed his pleasure at being once again amongst friends in the Newfoundland trade. 

Evening Telegram,  26 June 1925.

Newfoundland came in with 500 tons of cargo for St. John's. Among her deck cargo was a new self-propelled steam coach with 45 seats  for the Railway Commission for the route between St. John's and Kelligrews, built by Cammell, Laird & Co.

On Saturday the 27th, Capt. Furneaux and Furness local agent Mr. Carey hosted 150 guests, including His Honor Mayor Cook, for luncheon aboard.  The ship was then  opened for public inspection and some 400 local citizens availed themselves of the opportunity.  

Credit: The Evening Mail, 30 June 1925.

Newfoundland sailed for Halifax shortly after 8:00 p.m. on 27 June 1925 with 41 passengers. Passing Chain Rock at 8:20 p.m., she "made a splendid run up the coast" and passed Cape Race at 12:30 a.m. which was very fast going indeed.  However, "a great deal of fog" was encountered en route and Newfoundland arrived at Halifax early on the afternoon of the 29th, "greeted by many whistles and horns along the waterfront as she steamed up to Pier 2." (The Evening Mail).  She brought in five First Class and five Third Class passengers through from Liverpool and eight First and one Third Class passengers from St. John's and had 22 First and six Third in transit for Boston.  Newfoundland departed for Boston on 1 July. 

Newfoundland at the Hoosac Tunnel Piers, Charlestown, Boston on her maiden call. Credit: The Mariners' Museum.

Arriving at Boston late on 2 July 1925, Newfoundland had to anchor for the night off Quarantine before proceeding to her berth at Pier 41, Hoosac Tunnel Docks, Charlestown, the following morning.  She landed 36 passengers: four from Liverpool, 23 from St. Johns, and nine from Halifax. 

The Boston Globe, on reporting her arrival, had a interesting aside on the origins of the Warren Line houseflag:

In connection with the coming of the Newfoundland, it is interesting to note that the house flag, a red background with a white diamond, was first adopted as a private signal by the old Boston firm of merchants and shipowners, Enoch Train & Co, in 1841, and flew at the masthead of such famous ships as the Dorchester, Cairo, Governor Davis, St Petersburg, Joshua Bates, Anglo Saxon, Washington Irving, Ocean Monarch, Daniel Webster, Staffordshire, Bostonian, Flying Cloud and the Empress of the Seas. Many of them were designed by Donald McKay of East Boston. After the panic of 1856 the business was taken over by Frederick W. Thayer and George Warren and subsequently merged into Warren & Co. Later the sailing vessels were superseded by steam, and some years ago the company was purchased by Furness, Withy & Co..

Since the arrival of the handsome new vessel on her maiden trip last week she has been inspected by shipping men who have pronounced her one of the finest vessels of her size seen in Boston in years.

At a luncheon tendered the press and a few steamship agents yesterday afternoon, it was announced by Cyrus F Judson Jr. New England passenger agent that another steamer, larger than the Newfoundland, has Just been competed, and that still another vessel has been ordered, both of which will be added to the Boston service.

The Boston Globe, 7 July 1925.

Newfoundland embarked more than 100 passengers before sailing from Boston at 3:00 p.m. on 7 July 1925 for Halifax, St. John's and Liverpool.  Among those aboard was H.C. Blackiston, U.S. director for Furness Withy and Mrs. Blackiston. During the ensuing call at Halifax on the 8th, Blackiston revealed that a sister ship would be ordered and be named Nova Scotia.  "Whilst in Halifax and Boston the steamer was visited by thousands of people, all of whom expressed themselves as being greatly pleased with the splendid fitting found on board." (Daily News).

Credit: The Evening Mail, 11 July 1925.

With 50 passengers, Newfoundland left Halifax for St. John's at 10:00 p.m. on the 11th and docked there at 9:30 a.m. on the 13th, logging 39 hours 30 mins. For the passage despite dense fog all the way across.  She sailed for Liverpool at daylight the following day and concluded a successful maiden voyage there on the 20th. 

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

Credit: The Moncton Transcript, 9 July 1925.

The receipt of an order front the Furness Withy Company by Messrs. Vickers, Ltd., for a steamer similar to the Newfoundland, built at Barrow, and which has just concluded a highly-successful maiden trip, will make a welcome addition on the slipways at the Barrow Shipyard, for there are more vacant places than is comfortable to behold.

Liverpool Journal of Commerce, 30 July 1925.

On 24 July 1925, Furness Withy followed up with a contract with Vickers for a sister ship to Newfoundland, a welcome order coming after the launch of the Orient liner Otranto and the near completion of the Cunarder Carinthia. The new Furness liner was partly funded by a £155,400 loan under the provisions of the Trade Facilities Act which provided Treasury loan guarantees. 

Speaking at the annual meeting of Furness, Withy and Company, held recently in London, Sir Frederick W. Lewis, Bt., who presided, said that the steamship services were being well maintained, and whenever developments has justified expansion there has been no hesitation in providing additional tonnage. He added that the company had just taken delivery of a new vessel from Messrs. Vickers, of Barrow-in-Furness, for the Liverpool, Halifax and St. John's trade, which has been named the Newfoundland.

Though not of the same size as the largest Atlantic liners, she is beautifully appointed and designed to give passengers the maximum of comfort. This vessel is expected to make the passage from Liverpool to St. John's in five and a half days, and in order to encourage travel by this route a second order has been placed with the builders for a duplicate ship. 

The Digby, said Sir Frederick, which has been a popular vessel in that service, will be transferred to the New York-West Indies service, and is now being overhauled and refitted for that purpose.

The Gazette, 5 August 1925.

When Newfoundland left Liverpool on her second voyage the evening of 28 July 1925 she numbered among her passengers 16 school boys and girls returning to Newfoundland from school holiday, "representative of many well-known Newfoundland families.  The passengers also included Captain Hugh Campbell and Mrs. Campbell; Miss M.A. Pressley-Smith, the daughter of the Dean of Argyle and the Isles who is going out to assist Lady Allardyce the wife of the Governor of Newfoundland in connection with social lire work in the outports and Mr and W McGuinness Mr McGuinnes is the manager of Messrs Furness Withy and Co's Canadian and Newfoundland department. He is paying a business visit to Newfoundland and Canada." (Liverpool Daily Post, 29 July 1925). 

"After a splendid passage of 5 days 18½ hours,"  (Daily News, 4 August 1925) Newfoundland arrived at St. John's  at 4:00 p.m. on 3 August. It was added that "the trip across was a pleasant one for all on board, fine weather being experienced until Sunday when much fog was met off this coast, which somewhat impeded the ship's progress." She sailed for Halifax and Boston on the 5th, reaching Halifax on the 7th and sailing for Boston the following evening. On her second visit to Boston, Newfoundland  had 85 passengers (48 First and 17 Third) to land as well as 270 tons of cargo on the 10th.  During her call she was inspected by  100 travel agents and Boston businessmen the afternoon of the 12th at her Hoosac Tunnel pier, hosted by Capt. Furneaux.  

Credit: The Evening Mail, 15 August 1925.

Newfoundland sailed the following afternoon at 3:00 p.m. with 128 passengers and nearly 1,000 tons of cargo for Liverpool via Halifax and St. Johns. It was a miserable run up to Nova Scotia with "considerable fog and rainy weather," and Newfoundland docked at Halifax's Pier 3 at 8:30 p.m., landing 56 First and two Third Class passengers there with 22 in transit for St. John's and three for Liverpool.  Sailing for St. John's on 18 Augist 1925, she reached there a 9:30 a.m. on the 19th after a fast run.  Leaving for Liverpool at 4:30 p.m. on the 20th, Newfoundland arrived there on the 25th.

Newfoundland was drydocked in Glasgow between voyages and left there on 1 September 1925 (with passengers) for Liverpool and thence from there to Newfoundland on the 5th at 6:30 p.m., amid a strike and she was lucky to get away with just two deserters out of a crew of 96. The crossing was enjoyed in fine weather except for the first two days with a heavy swell.  She arrived at St. John's at 3:00 p.m. on the 11th with 129 passengers, of whom 69 were landing there, and over 3,000 tons of cargo. However, with all the berths occupied on her arrival, her passengers, baggage and mails were landed by the Furness Withy tug Mounton as she lay in the stream.  Upon arrival,  the Daily News enthused: "The passage to this port from Liverpool of the R.M.S. Newfoundland was most enjoyable for the passengers on board, and every day was a continuous round of pleasure." 

In her first role as Ship of State for the Dominion of Newfoundland, Newfoundland embarked members of the Dominion Government for Boston and thence to Washington, D.C. for the Inter-parliamentary Conference there. The party was led by the Hon. W.S. Munroe, Premier of Newfoundland; the Hon. C.J. Fox, Speaker of the House of Assembly; Hon. W.J. Higgins, Hon. F.C. Alderdice; Hon. R.K. Bishop and J.A. Young.  Departing St. John's the afternoon of 16 September 1925, she went out a full ship with 186 aboard. 

Breaking her previous record for the passage, Newfoundland arrived at Halifax quarantine station at 5:30 p.m. on 18 September 1925, having made the run from St. John's in 34½ hours. She came in with 34 passengers and 860 tons of cargo from Liverpool and 30 First and five Third Class passengers from St. John's to land there.   Newfoundland sailed for Boston on the 20th where arrived shortly after 8:00 a.m. on the 21st, coming alongside  Pier 41, Hoosac Docks with 137 passengers aboard: 34 from Liverpool, 92 from St. Johns and 11 from Halifax.   Sailing for Liverpool the following day, she took out a large cargo including a big shipment of apples.  

Credit: The Evening Mail, 26 September 1925.

At Halifax on 25th-26 September 1925, Newfoundland embarked 13 First and 30 Third Class passengers for Liverpool and another 20 for St. John's before sailing at 6:00 p.m. on the 26th.  Among those bound for St.  John's were J.G. Gardiner, director of the Canadian National Railway, and wife; and W.H. Coverdale, President of Canadian Steamship Lines; and Mr. H. Carey, Furness manager at St. John's, and wife. Newfoundland reached St. John's at 8:00 a.m. on the 28th, doing the run in 38 hours and coming in with 108 passengers. She proceeded to Liverpool the following afternoon where she docked  the morning of 6 October, having been delayed by fog in the Mersey for almost a day.  Among those landing was the captain and crew of the tug Coalopolis (175 grt) which they delivered from Middlesborough to Halifax after a most arduous voyage, making St. John's with only 14 tons of coal left and the entire trip accomplished in appalling weather. 

During her turnaround at Liverpool, Newfoundland was inspected by The Lord Mayor, Alderman Thomas Dowd, accompanied by the Lady Mayoress, in Hornby Dock on 7 October 1925 and shown over the vessel by Mr. William McGuiness of Furness Withy. 

Credit: Newfoundland Quarterly, October  1925.

Newfoundland sailed from Liverpool on  13 October 1925 and for first time encountered "weather" en route as described by the Daily News:  "The trip was a good one up to Sunday when the ship ran into a heavy westerly gale which continued all that day and Monday, and very little progress could be made. Despite this, however, there was not the slightest damage done to the ship and those on board were not subjected to any inconvenience. This was the first big test the ship got in heavy weather and she stood it admirably, her sea going qualities been found to be up to a very high standard. When the storm abated on Tuesday, full speed was put on the ship and she came through without further incident." Newfoundland arrived at St. John's at 6:00 a.m. on the 21st with 18 First and two Third Class passengers for the port and 12 First and 13 Third Class through to Halifax and four for Boston.  She also brought news that her sister ship, Nova Scotia, "will probably be ready in April. Newfoundland departed for Halifax and Boston the following afternoon. 

Among the 87 arriving aboard Newfoundland at Boston on 26 October 1925 was Sir Thomas H. Gratton Esmonde, a Senator from the Irish Free State.  Proceeding to Halifax, she docked at Pier 3 there at 6:00 p.m. on the 29th, landing 11 passengers.  Proceeding to Halifax, she docked at Pier 3 there at 6:00 p.m. on the 29th, landing 11 passengers.  She departed for St. John's on 1 November, arriving there the following day at 4:00 p.m. and off for Liverpool at 7:00 p.m. on the 3rd with 45 passengers. 

Distant  lands continue  to make contributions of prime fish from their own seas, lakes, and rivers.  The Furness-Withy liner  Newfoundland arrived at Liverpool at the beginning of  the month with the large consignment of 117,717 lb. of  prime chilled salmon, carefully laid in 1,003 boxes. Of the total, Atlantic Fishers shipped  80,339 lb. and Messrs. Job, Ivory  & Co., Ltd. of Liverpool and Newfoundland 37,378 lb. 

Ice & Cold Storage,  November 1926.

Newfoundland left Liverpool on the evening of 18 November 1925 on her last roundtrip of her maiden year. After "a fine run across," she reached St. John's at 1:00 p.m. on the 24th and "would have reached port at 3 a.m. this morning but for delay due to storm." (Evening Telegraph, 25 November 1925).  She came in with 11 First Class and four Third Class passengers for the port.  Newfoundland arrived at Halifax on the 28th.

Homewards, Newfoundland left Boston on 3 December 1925 for Halifax where she arrived on the 5th and left for St. John's at 4:00 p.m.  on the 8th, reaching there "after a fine passage" at 12:30 p.m. on the 10th.  When she left for Liverpool at noon the following day, Newfoundland had 18 First and eight Third Class passengers aboard, and concluded her voyage there on the 18th. 

In 1925

Newfoundland completed

• 5 westbound crossings carrying 284 passengers  and 5 eastbound crossings  carrying 287  passengers  for a total of 571 passengers.

NB: These figures do not include Boston carryings or  interport (i.e.  St. John's-Halifax or Halifax-Boston etc)  carryings.

Credit: Truth, 28  April  1926.

1926

On her first voyage of the New Year, Newfoundland cleared Liverpool on 4 January 1926 and reached St. John's at 9:00 a.m. on the 13th. It proved a tedious seven-day passage as described by the Daily News:  "During the early days of the voyage, fine weather was experienced but later heavy westerly winds were encountered and progress was delayed somewhat." She brought in seven First and two Third Class passengers and departed for  Halifax at daylight on the 15th. Coming into Boston the morning of the 20th with 40 passengers and a small cargo,  The Boston Globe reported that "The liner after leaving Halifax ran into heavy fog, which continued most of the way to Boston. Fog was also encountered east of St. Johns.

Beginning her homeward voyage, Newfoundland managed to dock at Halifax at 9:00 a.m. on 23 January 1926 amid a winter gale during which the temperature dropped 40 degrees in 17 hours amid high winds and driving snow.  She brought in three passengers for the port with 18 in transit for St. John's and three for Liverpool.  Departing there at daybreak on the 25th, she got  into St. John's the next day.   Newfoundland departed St. John's for Liverpool at 7:00 a.m. on the 28th.

Nova Scotia was launched at Barrow-in-Furness on 29 January 1926 by Mrs. Burnett, wife of Mr. R.E. Burnett, Vice-Chairman of Furness, Withy & Co. Ltd. Present at the launching were Mr. and Mrs. R. E. Burnett, Mrs. Mendl, Commander and Mrs. C. W. Craven, Messrs. R. Sargeant, W. McGuinness, E. W. Harvey, and A. Winspear, Mr. and Mrs. G. W. Barr, Mr. and Mrs. J. Callander, Mr. and Mrs. G. W. Jackson, Mr. W. E. Prichard, Captain J. Fisher, Mrs. Roberts, Miss Fisher, and Messrs. W. Whyte, W. Cowie, J.H. Ferguson, C.E. Rawbone, D. McLachlan, J.S. Redshaw, W. Taylor, W. Johnson and G.W. Johnson." 

Nova Scotia alongside the fitting out berth at Vickers, Barrow.  Credit: Sankey Archives.

The launching was rare bright spot amid gloomy prospects for British shipbuilding and a generally depressed shipping industry beset by overtonnaging and low freight rates. "At the subsequent luncheon Mr. Burnett said the position at present in shipowning is to go backward and be was afraid some steamers now in building would have to be laid up if freights did not improve. Tramp steamers had little in prospect. The Nova Scotia, however, was specially built to bring Newfoundland even closer to Great Britain so that shippers in future would not have any excuse for trading with the United States in preference to Great Britain. " (Liverpool Journal of Commerce, 30 January 1926). "G. W. Graven RN managing director the Naval Construction Works said however optimistic one might it difficult to see any of the dark in shipbuilding industry improvement would find the shipyards thoroughly efficient state to meet any demands on them ." (Liverpool Evening Express, 29 January 1926).  On 1 February is was reported that Nova Scotia would sail on her maiden voyage from Liverpool on 19 May.

.  

Following drydocking at Glasgow, Newfoundland left there on 19 February 1926 and sailed from Liverpool on the 26th for St. John's.  Among her 26 passengers were the captain and crew of the  Newfoundland schooner Novelty which had to be abandoned in mid-ocean on 11 February after being severely damaged in one of the many fierce gales that winter. They were rescued by the steamer Vindemore, en route from Vancouver to England. Now, they were headed home and Newfoundland reached St. John's at 6:00 a.m. on 4 March, "after making a good run… since leaving Liverpool on Wednesday week, the ship experienced fairly good weather, except when coming on this coast when it was thick and rather stormy, but it had no effect on the ship's progress. No ice, however, was sighted on the voyage which was made in splendid time for this time of the year." (Daily News, 5 March 1926). Resuming her voyage at 8:00 a.m. on the 7th,  Newfoundland arrived at Halifax  on the 9th and Boston on the 11th.

Credit: The Evening Mail, 16 March 1926.

The eastbound Newfoundland docked at Pier 25 at Halifax the morning of 15 March 1926, landing five there and another 18 in transit from Boston.  She loaded her first large cargo of grain-- 48,000 bushels-- there before shifting to Pier 3 in the afternoon to load 2,500 barrels of apples before continuing her voyage to St. John's at midnight the evening of the 17th where she arrived at 7:00 p.m.  on the 19th, "since leaving Boston the weather experienced by the ship has been good so the trip was a pleasant one… the work of discharging the Newfoundland was continued all night in an effort to have her ready to sail to Liverpool with the greatest possible despatch." (Daily News). Newfoundland sailed for Liverpool on the 20th with 30 passengers including Major J.C. Strand, A.D.C. to the Governor of Newfoundland and arrived there on the 27th.  

In anticipation of the introduction of Nova Scotia, there was a general reassignment of captains  as announced on 19 March 1926.  Former Chief Officer J.W. Murphy was promoted to master of Sachem, succeeding Capt. W.A. Westgarth who assumed command of Newfoundland and Capt. S.J. Furneaux going to Nova Scotia.  It was further announced that the veteran Sachem would be withdrawn after one more roundtrip. 

April Fools Day proved real enough for Newfoundland (Capt. W.A. Westgarth)  on departure for her namesake Dominion with 22 passengers for St. John's and five for Halifax on a protracted crossing that did not see her arrive at St. John's until daybreak on the 10th. "After leaving Liverpool fair weather was experienced and continued until Wednesday last when strong head winds and high seas were encountered and the progress of the ship was much impaired as a result," explained the Daily News (11 April 1926). Fast work was made working her cargo to make up some of the delay and had her off for Halifax at noon on the 11th.  She docked there at Pier 2 the morning of the 15th, landing five passengers from Liverpool and 12 from St. John's and 150 tons of cargo.  

Embarking eight passengers for Boston, Newfoundland departed at noon and arrived there the morning of 17 April 1926, one of no fewer than seven vessels including the Leyland Line's Belgian, Nessian and Colonian, Blue Funnel's Oanfa, Portland Maru, Corsican Prince and West Nooskea.  Newfoundland came in with 108 passengers and 200 tons of cargo and The Boston Globe reported that "The steamer had been delayed by adverse weather conditions and was late in reaching port. In order to maintain her schedule a large gang of longshoremen was put at work and the inward cargo was speedily landed and about 50.1 tons of outward cargo taken on board. She will sail this evening on her return trip, carrying 40 passengers for the three ports of call. Capt. Westgarth is making his first trip in the Newfoundland, having recently been transferred from the steamer Sachem."

Mersey-Bound, Newfoundland left Halifax at noon  on 21 April 1926 for St. John's, arriving at daybreak on the 23rd, "after making a good run from the Canadian port where she left on Wednesday afternoon. Some ice was met on the trip which the ship had to alter her course somewhat to avoid but otherwise the weather was good." (Daily News, 24 April 1926). Departing  for Liverpool the following day with 32 passengers including the retiring Governor General of Newfoundland, Sir William Allardyce, K.C.M.G., Newfoundland arrived there on 1 May.  

Nova Scotia departs Barrow-in-Furness, 1 May 1926.  Credit: Sankey Archives.

Nova Scotia left Barrow-in-Furness on 1 May 1926 for her sea trials and thence to Liverpool where she arrived on the 3rd, docking at Alexandra No. 3 Branch to begin loading for her maiden voyage. 

With some 250 tons of her original inbound cargo still aboard, mostly lumber, Newfoundland departed Liverpool at 9:00 p.m. on 7 May 1926 on schedule despite the General Strike, with 40 passengers and reached St. John's the morning of the 14th, continuing to Halifax at noon the following day. She had 151 passengers aboard on arrival there, at Pier 3, the morning of the 17th, with 40 landing, and carried on to Boston at 9:00 a.m. the next morning.  She berthed at Hoosac Docks on the 19th with four passengers from Liverpool, 107 from St. John's and 16 from Halifax.

Departing Boston on 22 May 1926 for Liverpool via Halifax and St. John's, Newfoundland, after calling at Halifax on the 26th,  embarked 16 First and 27 Third Class passengers, arrived at St. John's at daylight on the 28th and had 53 passengers for Liverpool on departure at noon the following day. 

R.M.S. Nova Scotia (Capt. J.S. Furneaux) sailed from Liverpool on 14 May 1926. Among her 47 passengers were Mr. J. A. Paddon, manager of the Bank of Montreal in St. John's; Lady Reid, whose late husband was identified with the Reid Newfoundland Co; Mr. J. Forsyth Smith, the Canadian Trade Commissioner in Liverpool; Lt.-Col. C. Durr; and Messrs. William L. Bennett, G. H. Hales, C. W. Manson, R. Rendell, A. W. Sapworth, and Hugh Gray. She also went out with 2,120 tons of cargo.

R. M. S. Nova Scotia at Sea, 31st May, 1926. Captain Furneaux: As we are nearby St.John's, and when there many of us will be completing our voyage on this good ship, we desire to put on record the pleasure this maiden voyage has given us. We found the service in every way excellent, the food was all that could be desired, and this, combined with a smooth passage, made the voyage delightful. Those of us who were privileged to examine all parts of the steamer found everything first class and upto-date. We hope the enterprise of the owners in their venture of putting on two first class steamers to serve the passenger and freight service between Boston, Halifax, St. John's and Liverpool will meet with the abundant success it deserves.

Testimonial by passengers.

Nova Scotia arrived at St. John's on 31 May 1926. "The work of discharging the cargo of the new Furness liner Nova Scotia is being carried out with the greatest possible speed as is the loading of the outward cargo but it is not expected that the ship will be ready to sail for Halifax and Boston before six o'clock this evening." (Daily News, 1 June 1926). In the event, she did get away until daybreak the following morning.

Credit: The Evening Mail, 5 June 1926.

Making her her maiden arrival at her namesake province on the evening of 4 June 1926, Nova Scotia landed 26 First and 23 Third Class passengers at Halifax.   Her passenger numbers were swelled upon departure at midnight  the following evening for Boston when over 100 members of the Boston Assoc. Of Railway and Steamship Passenger Agents embarked after spending two days in Halifax. 

Credit: The Boston Globe, 6 June 1926.

Making what the Telegraph-Journal called a "hectic arrival" at Boston on 7 June 1926, Nova Scotia, "swinging at the head of Charles River near the Charlestown Navy Yard, the big steamer had very little clearance, and with her speed insufficiently slackened as she made for her berth at Hoosac Tunnel docks, it was necessary to throw out both anchors to avoid ramming the pier. The anchors held in the mud just quick enough to prevent disaster."  The Montreal Gazette added that Nova Scotia had "made an excellent trip from Halifax." She docked at Pier 41 after being met in the lower harbour by Engine 44 and 47 of the Boston Fire Department, "the two fireboats ran alongside the liner all the way up the harbor, saluting her with their sirens and powerful streams of water." (Boston Globe, 7 June 1926).  It was added that "she was bedecked in flags of all kinds as she came steaming up the harbor, and in other ways dressed in gala array for her maiden trip to Boston."

Credit: The Evening Mail, 11 June 1926.

Commencing her maiden eastbound crossing, Nova Scotia cleared Boston late on the afternoon of 8 June 1926 with 82 passengers-- two for Liverpool, 30 for Halifax and 50 for St. John's.  Making her return call there, Nova Scotia docked at Halifax on the evening of the 9th, landing 21 passengers there and another 59 for St. John's and one for Liverpool in transit.  She departed at noon on the 12th after embarking 31 passengers, "a fine showing for the first homeward bound trip out of Halifax of the Nova Scotia." (The Evening Mail, 11 June 1926). Nova Scotia arrived at St. John's the morning of the 14th and left for Liverpool noon the following day, arriving there on the 21st.

Credit: Daily News, 18 June 1926

Newfoundland, which left Liverpool on 11 June 1926, put in a capital passage in fine weather, and came into St. John's at 8:00 p.m. on the 17th, logging 5 days 20 hours for the passage. "The passage was a splendid one and was much enjoyed by those on board. The weather was fine throughout and the ship made excellent time." (Daily News, 18 June 1926).  She had 36 passengers for the port and 29 in transit for Halifax.  Newfoundland arrived at Boston on the 24th,with nine passengers from Liverpool, 39 from St. John's and eight from Halifax. "A company of vaudeville actors, who have been touring the provinces, returned on the steamer and brought two Newfoundland dogs. The cargo consisted of shelled walnuts, raw cotton, fleeced wool, earthenware, mohair, machinery, fertilizer, etc." (Boston Globe, 24 June 1926). 

When Newfoundland commenced her homeward voyage from Boston on 26 June 1926, she went out with a capacity list for Halifax and St. John's as well as 1,500 tons of cargo including 800 tons of grain. Calling at Halifax on the 27-30th, she went out with 28 First and 13 Third Class for Liverpool and a full list for St. John's where she arrived at 9:00 a.m. on 2 July.  Embarking 29 First Class and eight Third Class for Liverpool, she sailed the following day.  

Credit: Liverpool Journal of Commerce, 28 June 1926.

During her turnaround at Liverpool, Nova Scotia, in Hornby Dock, was visited by the staff of Messrs. Cammell, Laird & Co. Railway Carriage and Wagon Works, Nottingham, on their annual picnic on 26 June 1926, "the Nova Scotia being brand new, was greatly admired." (Liverpool Journal of Commerce, 29 June 1926). 

On her second voyage from Liverpool on 29 June 1926, Nova Scotia arrived at St. John's at 4:00 p.m. on 5 July. "After a splendid run from the Newfoundland port, fine weather attending the voyage throughout," (Evening Mail), Nova Scotia reached Halifax the evening of the 8th with 100 passengers aboard, 47 landing there at Pier 3. and had considerable cargo to land from Liverpool.  She had 42 passengers for Boston from St. John's.  And her first stowaway, 18-year-old George Heald, who was handed over to immigration authorities and would be return in Nova Scotia on her return voyage.  Nova Scotia arrived at Boston on 12th, landing 54 passengers from St. John's  and 21 from Halifax.  She departed  the following day for Halifax with 175 passengers for her three ports. 

The eastbound Nova Scotia docked at Halifax the evening of 14 July 1926, doing the run up from Boston in 15 hours.  She had 60 passengers to land there, six in transit for Liverpool and 111 for St. John's, including a party of six from the National Geographic Society of Washington, D.C..   When Nova Scotia cleared St. John's for Liverpool on the 17th, she had 78 passengers for the trans-Atlantic crossing. 

Credit: The Evening Mail, 26 July 1926.

Among the 36 passengers landing at St. John's by Newfoundland (from Liverpool on 16 July 1925) on the 21st were Their Excellencies Governor Sir William  and Lady Allardyce who had been seen off from Hornby Dock by the Lord Mayor and Lady Mayoress of Liverpool.  The liner had set a new record for passage from Liverpool of 5 days 14 days.  Landing 840 tons of cargo there, she had 390 tons and 22 through passengers for Halifax but on arrival there at 8:00 a.m. on the 26th, her compliment had swelled to 136, 32 landing there, five from Liverpool to Boston and 89 from St. John's to Boston.  Newfoundland berthed at Hoosac Docks on the 28th: "According to the official log, considerable fog was encountered, but the passage across was on the whole seasonable. The steamer brought a box of articles made at the Grenfell Mission in Labrador. In the cargo were 1978 ingots and 989 bundles of tin, shipments of jute yarn, furniture, leather, etc." (Boston Globe, 29 July 1926). 

Newfoundland left Boston on 30 July 1926 on her homeward voyage, numbering among passengers a party of tourists to Nova Scotia arranged by Mrs. Julius Freeman, manager of the travel bureau of the Merchants and Miners Transportation Co., Baltimore.  It was first of three such groups to visit the Province.  Docking at Halifax at 5:00 p.m. on 1 August, Newfoundland had 74 passengers landing there in addition to 99 in transit for St. John's and six for Liverpool whence she sailed on the 3rd. Upon departure from St. John's at daybreak on the 8th, Newfoundland had 58 passengers for Liverpool.

Credit: Syren & Shipping, 11 August 1926.

Credit: The Evening Express, 3 August 1926.

Credit: The Evening Mail, 13 April 1926.

With  a distinguished passenger list, including Furness Director Sir Osborne George Holmden, K.B.E., and Lady Holmden, with son and daughter who were making the roundtrip; Sir Bartle Temple Frere and Sir Thomas Henry Gratton Esmonde,  as well as a party of 41 boys from Manchester Grammar School off on a camping and sailing  trip to Newfoundland, Nova Scotia left Liverpool on 3 August 1926 and arrived at St. John's at midnight on the 9th. In all she disembarked 45 First and 52 Third Class passengers there and had 13 First and 17 Third Class in transit for Halifax. She arrived at the Nova Scotian port at 5:00 a.m. on the 13th, coming alongside Pier 3 at 8:00 a.m. with 192 passengers of whom 98 landed there.  Proceeding Boston where she docked early on the 16th, Nova Scotia brought in 17 passengers from Liverpool, 76 from Newfoundland and 60 from Nova Scotia.  

Mersey-bound, Nova Scotia left Boston at 5:00 p.m. on 17 August 1926 with 175 passengers aboard (23 for Liverpool).  She put in a quick passage and came into Halifax at 9:00 p.m. on the 18th, logging 28 hours for the run.  Landing 81 passengers there, Nova Scotia left on the 21st and reached St. John's at 6:00 a.m. on the 23rd and left the following day at 10:00 a.m. for Liverpool with 88 passengers. 

From Liverpool on 19 August 1926, Newfoundland arrived at  St. John's at midnight on the 26th.  On arrival at Halifax on the 30th, she had 190 passengers to her credit, landing 28 from Liverpool and another 17 from St. John's with 30 from Liverpool and 116 from St. Johns carrying on to Boston.  Newfoundland reached Boston the morning of 2 September with 194 aboard. Her call there was marred by the tragic death of a crewman, William O'Neill, aged 27, Liverpool,  who fell from the crow's nest whilst working on her rigging just before the ship's arrival, falling 50 ft. to the deck and later died in hospital from multiple injuries.  He was burned in the seaman's lot of Roxbury cemetary. 

First Advertisement for Nova Scotia's winter programme to the West Indies from New York. Credit: The Montreal Star, 28 August 1926.

It will be recalled that the former stalwart of the Newfoundland/Nova Scotia run, Digby, had been transferred and rebuilt as Dominica for Furness Bermuda Line's New York-West Indies run upon the introduction of Newfoundland.  Such was her popularity on the route, that Dominica would be joined in winter 1926-27 by the new Nova Scotia.  First advertised on 28 August, the ship would undertake five 21-day roundtrips from New York on 16 November and 14 December 1926 and 13 January, 15 February and 16 March 1927 calling at St. Thomas, St. Croix, St. Kitts, Antigua, Guadeloupe, Dominica, Martinique, St. Lucia, Barbados and Trinidad with rates beginning at $175.

Sailing from Halifax at 6:00 p.m. on 8 September 1926, Newfoundland went out with 12 passengers for St. John's and an equal number for Liverpool. Arriving at St. John's at 8:00 a.m. on the 10th, "after making the run from Halifax in the splendid time of 35½ hours." (Daily News), Newfoundland left for Liverpool the following day with 52 First and 25 Third Class passengers. 

Nova Scotia cleared Liverpool on 7 September 1926 and after "a splendid passage of six days and two hours," (Daily News) reached St. John's at 4:00 a.m. on the 14th.  It was added that "for the first part of the passage the weather was fine, but towards the end strong head winds were encountered delaying the ship's progress somewhat. However, the passage was a most pleasant one for all on board."  She came in with 38 passengers to land there and an equal number for Halifax whence she sailed the following evening and arrived on the 17th.  

Beginning her homeward crossing, Nova Scotia departed Boston's Hoosac Docks on 21 September 1926 and reached Halifax the evening of the 22nd. She left there on the 25th after embarking 28 passengers for Liverpool and many more for St. John's whence she sailed for Liverpool on the 28th with 57 passengers, among them being the Hon. W.S. Monroe, Premier of Newfoundland, bound for the Imperial Conference in London and accompanied by Hon. W. J. Higgins, K.C., Minister of Justice; The Hon. A. B. Morine, IC.C., Leader of the Government in the Upper House; and Mr. W. J. Carew, private secretary.  Nova Scotia arrived at Liverpool on 5 October 1926.

"After making a splendid run," in fine weather, Newfoundland (from Liverpool on 23 September 1926) arrived at St. John's at 1:00 a.m. on the 30th  with 20 First Class and seven Third Class for the port as well as 28 in transit for Halifax and Boston.  Proceeding to Halifax at noon on 2 October, she docked there on the 4th, departing there on the 5th for Boston where she came in on the 7th with 159 passengers.

Credit: The Evening Mail, 11 October 1926.

With 50 new embarks for Halifax and St. John's, Newfoundland left Boston at noon on 9 October 1926. Making a fast run of 26 hours, the eastbound Newfoundland arrived at Halifax on the 10th with 13 landing there and 31 in transit for St. John's where she docked at 6:00 p.m.  On the 15th.  She sailed on the 16th for Liverpool with 21 passengers. 

After being drydocked in the Langton Graving Dock the afternoon of 11 October 1926 to undergo tail-end repairs by Harland & Wolff, Nova Scotia returned to Hornby Dock to load for her last westbound trans-Atlantic crossing of the season before proceeding to New York to take up her West Indies programme.  

Credit: Daily News, 26 October 1926.

With 38 passengers, Nova Scotia sailed on 19 October 1926, reaching St. John's at 1:30 p.m. on the 25th, logging 5 days 14 hours for the passage. "Leaving Liverpool at eleven o'clock on the night of the 19th inst., the ship met very good weather throughout the entire passage and good time was made, the trip being a most pleasant and enjoyable one for all on board." (Daily News).  It was added that the ship will now take up the service between New York and the West Indies. After leaving here she will complete the voyage to Halifax and Boston. She will return to the Liverpool, St. John's, Halifax and Boston service, next spring.  The same officers and crew will remain on the ship for the winter. Their many friends in the city will wish them a pleasant winter and many voyage and they will be glad to welcome them back again in the spring." Nova Scotia sailed for Halifax the afternoon of the 27th where she docked the afternoon of the 19th with 92 passengers, 21 of whom landed there.  Ending her westbound voyage on arrival at Boston the morning of 1 November, Nova Scotia landed three passengers from Liverpool, 90 from St. John's and 13 from Halifax. 

Deadheading to New York, Nova Scotia left Boston on 2 November 1926 and docked the following day at Pier 24, Brooklyn. to prepare for her new role as a West Indies mailship under the aegis of Furness-Bermuda.

Newfoundland, teamed with Sachem for the winter, sailed from Liverpool on 3 November 1926 with 34 passengers and came into St. John's on the 12th, landing 19 passengers there and departing for Halifax on the 13th and docked there on the 16th. When Newfoundland docked at Boston on the 18th, with 77 passengers and 400 tons of cargo, only one of whom remained aboard from Liverpool.  She departed for Liverpool on the 20th. 

Making her eastbound call at Halifax on the evening of the 21st, Newfoundland landed three passengers there and had another 34 in transit for St. John's. "A most pleasant trip was reported, weather condition being ideal." (Evening Mail).  She departed for St. John's on the 23rd and arrived there on the 26th. Departing the following day, Newfoundland had 58 passengers for Liverpool. 

Inaugurating her new West Indies programme, Nova Scotia sailed from Pier 24, Brooklyn, at 1:00 p.m. on 16 November 1926 for St. Thomas, St. Croix, St. Kitts, Antigua, Guadeloupe, Dominica, Martinique, St. Lucia, Barbados and Trinidad. "carrying first class passengers only, luxuriously appointed with suites de luxe and all modern comforts and convenience."

Making her final round voyage of the year, Newfoundland cleared Liverpool on 10 December 1926. She went out commanded by Capt. S.J. Furneaux who replaced Capt. W.A. Westgarth at the last minute owing to a serious illness of his wife.  On arrival at St. John's at 12:30 a.m., on the 17th, 18 passengers landed later that morning with another seven in transit for Halifax and Boston. "The ship let the other side on last Saturday morning and had fair weather until this coast was reached. Yesterday she experienced much fog as a result of which her arrival was delayed a few hours." (Daily News). Newfoundland departed for Halifax on the 18th, docking the evening of the 20th with 11 First and 13 Third Class passengers. 

Newfoundland docked at Boston on 22 December 1926 after an especially fast run from Liverpool: "The Newfoundland hung up a new record for a speedy Winter passage, and incidentally made the fastest run to Boston of any steamer in the Furness Line service. The time consumed in making the trip from the Mersey, including a stop of two days at St. John's and two days more in Halifax was just 11 days." (Boston Globe). 

Loading for England, Newfoundland took on 48,000 bushels of Canadian wheat from the East Boston elevator before being shifted on 23 December 1926 to her regular berth at Pier 41, Hoosac Dock for final loading. Sailing on Christmas Eve for Halifax, St. John's and Liverpool, Newfoundland departed Halifax on the 29th with eight passengers for England and from St. John's on New Years Eve with an additional 27 embarks. 

Credit: The Evening Mail, 29 December 1926.

Christmas Day was marred by the tragic loss, by drowning, of Nova Scotia's long serving chef, Harry Marr, aged 33, from Liverpool, who was lost when one of the ship's boats conveying crew ashore at Trinidad capsized. Formerly serving aboard Sachem, he had been chef on Nova Scotia since her entry into service and left a widow and three young children. 

In 1926

Newfoundland completed

• 5 westbound crossings carrying 418 passengers  and 5 eastbound crossings  carrying  495 passengers  for a total of 913 passengers.

Nova Scotia  completed

• 5 westbound crossings carrying 377 passengers,  4 eastbound crossings carrying 195 passengers  for a total of 572 passengers and 2 voyages New York-Trinidad.

NB: These figures do not include  carryings to  and from Boston or interport (i.e.  St. John's-Halifax or Halifax-Boston etc)  carryings.

1927

Credit: Daily News, 21 January 1927.

Whilst her sister enjoyed the warmth of the West Indies, Newfoundland faithfully plied the Winter North Atlantic run.  Departing Liverpool on her first voyage of 1927 on 12 January, she had only 18 passengers aboard for the initial crossing of whom 14 landed at St. John's on her arrival there at 9:00 a.m. on the 20th.  Hitherto spared really rough Atlantic weather, she made up for it on the protracted seven-day run across as described by the Daily News (21 January): "During the trip the ship experienced terrific weather practically the entire way and progress was much impeded as a result. On Wednesday the weather moderated somewhat but yesterday it was bad again."  Newfoundland left St. John's at daybreak on the 22nd and still two days late, she reached Halifax on the 24th and Boston at 8:00 a.m. on the 26th.  She berthed at Pier 3 East Boston to take on 40,000 bushels of wheat before shifting to her regular Pier 41, Hoosac Docks.  She brought in 25 passengers from St. John's and 10 from Halifax.

Mersey-bound, Newfoundland left Boston on 27 January 1927 with three passengers for the full voyage. At Halifax on the 30-31st, she loaded 10,383 barrels of apples and embarked another seven passengers for Liverpool. However, as she was taking Canadian mails to England, she had to wait for a delayed shipment and did not sail for St. John's until 6:00 a.m. on  the 31st.  She arrived there at 8:00 p.m. the following day, making "a splendid passage of 38 hours… the ship had fair weather until yesterday morning when high seas and frosty weather were experienced as a result of which the ship's hull became rather badly iced up." (Daily News).  She sailed for Liverpool on 2 February where she arrived on the 9th with 57 passengers. 

Off across the winter North Atlantic again, Newfoundland  (Capt. Westgarth) cleared the Mersey on 16 February 1927 and had another protracted and stormy crossing, not reaching St. John's until the the morning of the 24th. "Fairly good weather was experienced on the passage but when coming near this coast ice was encountered through which she had to steam for twenty-four hours." (Daily News).  The field ice, met 180 miles from port, extended for miles and numerous icebergs-- some 50 in all-- were seen including two bergs which her officers said were the largest they had seen. Newfoundland landed  12 passengers there with 20 in transit for Halifax where she docked on the 28th and with a quick turnaround there to make up lost time, left for Boston that evening. She reached there on 2 March, landing 66 passengers. 

Credit: The Evening Mail, 5 March 1927.

Newfoundland left Boston on 3 March 1927. The annual grain export season was a busy one and during her outbound call at Halifax, where she docked at Pier 25, late on the 4th, the liner  took on 64,000 bushels as well as 300 standards of deals and 400 barrels of apples.  She came in with four passengers for the port, eight for St. John's and one for Liverpool. On departure for St. John's the evening of 8th, she added seven passengers for Liverpool and more for St. John's. On departure from there on the 10th, she went out with a total of 32 passengers for England. 

Following drydocking, Newfoundland resumed service upon her 6 April 1927 sailing from Liverpool with 58 passengers. She came into St. John's on the the morning of the 13th. "The passage from Liverpool was made in six days and fair weather was met although the ship had to go well south to avoid meeting ice." (Daily News).  She left for Halifax the following day where she docked on the 17th and thence to Boston, arriving there on the 21st with 120 passengers, most of whom embarked at St. John's.  

Homewards, Newfoundland cleared Boston on 23 April 1927 for Halifax (26-27) and St. John's where she arrived on the 29th "after a fine run". She sailed for Liverpool at 4:00 a.m. on the 30th with a total of 45 passengers. 

Nova Scotia, which left New York on her fifth and final West Indies roundtrip on 16 March 1927, reverted to her North Atlantic run with her arrival at Boston on 13 April, which occasioned a luncheon aboard hosted by Capt. Furneaux and Harry L. Porter, Furness manager in the city to steamship officials and agents.  Nova Scotia departed for Halifax late  the following day with 70 passengers and 1,300 tons of cargo where she berthed late on the 15th at Pier 25.  Departing there on the 20th, Nova Scotia returned to St. John's on the following day, "after making a splendid run." 

Credit: Evening Express, 28  April 1927.

Departing for Liverpool on 22 April 1927 with 31 passengers, including Sir William Allardyce and Lady Allardyce and the actor-vocalist Mr. William Heughan, Nova Scotia arrived on the 28th. 

Credit: The Evening Mail, 14 May 1927.

Nova Scotia sailed for Newfoundland on 4 May 1927 with 76 passengers of whom 48 disembarked on arrival at St. John's on the 11th at 1:00 a.m., "after making a splendid run across."  (Daily News), but owing to new immigration laws, no one was able to disembark until later that morning.  She departed on the 12th at noon for Halifax and had 134 passengers aboard on arrival there at 7:00 a.m. on the 14th, including 86 from St. John's for Boston and 48 landing at Halifax.  She brought in 700 tons of cargo and departed that evening for Boston where she docked on the 16th. Capt. S.J. Furneaux related to The Boston Globe (16 May 1927), "that it has been a very exceptional year because of the tremendous amount of ice off the Newfoundland coast. Within a radius of 200 miles east of St Johns. Capt Furneaux sighted 75 icebergs, some of them as large as towering hills, and 100 growlers in the track of shipping bound to St Johns. The ice was setting to the southward. He said he had never before seen so many bergs and growlers at this season of the year."

With only four passengers for Liverpool but a good list for Halifax and St. John's,  Nova Scotia left Boston on 17 May 1927 and on departure from Halifax at 6:00 p.m. on the 21st, she had 21 for St. John's and 31 for Liverpool and a large cargo.  Arriving at St. John's on the 24th, she was off before the day was out, with 49 passengers for Liverpool.

Newfoundland cleared Mersey Bay on 19 May 1927 with 89 passengers and of these, 43 disembarked at St. John's on the morning of the 26th. She resumed her passage on the 28th, arriving at Halifax on the morning of the 30th. There, she landed 49 from Liverpool and another 20 from St. John's with 85 in transit for Boston whence she departed at 6:00 p.m. on the 31st. Arriving there on 2 June, Capt. Westgarth told The Boston Globe that "disagreeable weather, rain and fog" prevailed for most of the voyage over. "Off the coast of Newfoundland five monster icebergs were sighted before a blanket of fog settled down which obscured everything from view. It was necessary to run at reduced speed because of the danger of collision with ice."

Credit: The Evening Mail, 9 June 1927.

When Newfoundland left  Boston eastbound on 4 June 1927, she took out about 135 passengers and was a full ship on departure from Halifax at 6:00 p.m. on the 8th, with  163 aboard:  89 for St. John's from Boston, 23 for Liverpool from Boston, 9 from Halifax for St. John's and 51 for Liverpool.  Clearing St. John's for Liverpool on the 11th, she had 102 passengers for the trans-Atlantic passage. 

During Newfoundland's call at Boston, it was reported on the 3rd that Sachem, that stalwart veteran and the last of the classic 19th century trans-Atlantic liners still run by her original owners and her original route, had been sold "to European parties for about $50,000."

Delayed a few hours on departure on 7 June 1927 when one of Nova Scotia's passengers, Mrs. Halloran, wife of John Halloran,  Irish immigrants bound for Nova Scotia, gave birth to a son just as the liner was ready to cast off and had to be removed to hospital.  The family was rebooked on the next sailing of Newfoundland. Nova Scotia came into St. John's at midnight on the 13th, "after making a splendid run from there of five days and fourteen hours. Since leaving the other side the ship experienced good weather except on Sunday, when off this coast, some fog was experienced. " (Daily News).  Nova Scotia had 41 to land there with another 35 in transit for Halifax where she docked on the 17th with 109 passengers and  640 tons of cargo to discharge.  On arrival at Boston on the 20th, Capt. F.J. Furneaux told the Boston Globe that the ship had sighted "several monster icebergs aground on the east coast of Newfoundland, about 50 miles from St. John's. They had been carried in shore by strong winds and currents. The bergs were hard aground and out of the steamship track." 

On departure from Boston on 21 June 1926, Nova Scotia went out "carrying her largest passenger list of the season. Advance bookings point to the best season in years." (Boston Globe).  Among her passengers was the first group of boys, numbering 26,  mostly students from private schools, to leave the U.S. for the Pickwick Travel Camp at Eastbourne.  Upon sailing from Halifax on the 25th, Nova Scotia had 80 passengers for Liverpool. She docked at St. John's on the 27th and departure for Liverpool the following day, went out with 126 passengers. 

With 85 passengers, including the returning Governor of Newfoundland Sir W.L. Allardyce and Lady Allardyce,  Newfoundland departed Liverpool on 23 June 1927 and came into St. John's at 5:00 p.m. of the 29th.  Proceeding to Halifax where she arrived on 4 July and departed the next day for Boston where she docked at Pier 40, Charlestown, the morning of the 7th, "after an uneventful 13-day voyage," landing her final 53 passengers: three from Liverpool, 33 from St. John's and 17 from Halifax. Capt. Westgarth had Newfoundland past Deer Island Light at 6:40 p.m. the previous evening and she anchored off Quarantine for the evening.  

With every single berth booked with 182 passengers, Newfoundland's  departure from Boston at noon on 9 July 1927 required some artful work by her  Purser:  "When Chief Engineer Nicoll of the Javanese Prince and Chief Engineer Reader of the Brazilian Prince applied for tickets on the Newfoundland it was found that the legal passenger limit of 180 had been booked. The two men accordingly were signed as members of the crew, retaining, however, their passenger standing. The majority of the passengers bound for the Maritime Provinces were vacationists." (Boston Globe, 9 July 1927).  Three passengers almost missed the ship, including one who actually lived in Charlestown, a short distance from the pier, and were rushed aboard as the last gangway was ready to be raised.  Doing the run up to Halifax in a smart 26 hours, Newfoundland came in at 2:00 p.m. on the 10th, bringing in 40 passengers for the port with 106 in transit for St. John's and 34 for Liverpool.  According to The Evening Mail, "the run from port to port was made in delightful summer weather." She sailed for St. John's at 6:00 p.m. on the 13th with every berth taken, the Newfoundland and British mails and a full cargo. Newfoundland came into St. John's the morning of the 15th with more than 100 passengers landing there. With 100 passengers, she left St. John's for Liverpool on the 16th on the final leg of an exemplary voyage. "On the outward passage to Liverpool the steamer picked up two fishermen who had lost their vessel in a fog and had been adrift for several days. They were in a serious condition from exposure and lack of food." (Boston Globe, 11 August 1927).

Leaving  Liverpool on 12 July 1927,  Nova Scotia went out with 62 passengers of whom 28 disembarked on arrival at St. John's at 2:15 p.m. on the 18th. She sailed at noon on the 20th for Halifax where she docked on the 22nd where she landed 34 passengers from Liverpool and more from St. John's.  Nova Scotia arrived at Boston on the 25th. 

Nova Scotia was an even busier ship on her eastbound crossing, beginning from Boston on 26 July 1927 and although there were only 11 embarks for Liverpool, there were far more for Halifax an St. John's at the height of the summer season.  She was a "full ship" on arrival at Halifax the evening of the 27th, Having aboard 71 to land there, 99 in transit for St. John's and 11 for Liverpool. Nova Scotia embarked another 89 passengers including 24 for Liverpool and 164 for St. John's and described "as a full ship in respect to general cargo" when she left at 6:00 p.m. on the 30th.  Arriving at St. John's on 1 August, Nova Scotia commenced her trans-Atlantic crossing the following day, with 124 passengers aboard,including 50 members of the crew of the Hudson Bay Co.'s Bayrupert which sank off Labrador on 22 July and rescued by  the Reid Co. steamer Kyle and taken to St. John's.  During the voyage, Nova Scotia added to her survivors of maritime misfortune:

Credit: The Western Mail, 9 August 1927.

A fight for life at sea, under conditions of almost undescribable hardship, was narrated by two men on the arrival of the Furness-Withy liner Nova Scotia at Liverpool on Monday. They were French fishermen and were picked up by the liner, after having spent eight day a in a boat and having encountered a gale. Jean Menguy, 39. and Louis Lebreton, 37, fishermen, of Granville, France, were members of the three-masted schooner Theresa, from Granville, which experienced a disastrous fishing expedition to the northern banks of Newfoundland. One of the passengers of the Nova Scotia gave a dramatic account of their experiences.

On arrival at the fishing ground the crew of the Theresa went out in the dories to lay lines. Menguy and Lebretou occupied one of the dories. A thick fog came on, and a strong tide was running at the time. The boat was carried away during the fog, and when it cleared the schooner had disappeared.

The two unfortunate men were left at the mercy of the seas for eight days with only a small pannikin of water and a few ship's biscuits. For three days rough seas swept the tiny 'craft, and waves were breaking over the boat. and their misery was added to by freezing cold at night. During this time the men had little sleep as they had to be constantly on the watch and keep the boat baled out. All they had to eat was half a ship's biscuit each day, and a small ration of water.

The last biscuit had been consumed three days before they were picked up, and all the water had gone after three days in the dory. They had subsisted on rainwater and sea-water during the rest of the time. When picked up the men were 60 exhausted that they had to be fed very carefully to prevent injury by the sudden change.

The Western Mail, 9 August 1927.

There were 117 takers for Newfoundland's 28 July 1927 westbound crossing.  " the second day out from Liverpool, George Camden, the chief baker, had his right forearm badly crushed in a dough mixer. Dr D. H. O'Brien, the ship's surgeon, set the compound break but the man was so seriously injured that it was feared amputation would be necessary and he was taken to the hospital when the steamer reached St Johns." (Boston Globe, 11 August 1927). Newfoundland came into St. John's at 7:00 p.m.on 3 August, landing 68 there and on arrival at Halifax at 7:00 a.m. on the 8th, she had no fewer than 182 passengers, 38 from Liverpool and eight from St. John's to land there and 11 passengers from Liverpool and 117 from St. John's for Boston where she berthed at Hoosac Docks on the 11th. 

Newfoundland took leave of Boston on 13 August 1927 with 17 aboard for Liverpool and considerably more for Halifax and St. John's.  After embarking 24 passengers for Liverpool and 13 for St. John's, in addition to the over 100 already aboard, Newfoundland left Halifax at 6:00 p.m. on the 17th for St. John's, arriving there on the 19th. She left for Liverpool the following day with  61 passengers. 

Leaving Liverpool on 16 August 1927, Nova Scotia had a "splendid run across" (Daily News) and arrived at St. John's at 6:00 p.m. on the 22nd with 35 passengers landing there and another 34 for Halifax, reached on the 26th.  She came into Boston on the 29th with 40 passengers including 25 boys returning from a summer camp in Nova Scotia and Lt. Gen. Sir L.J. Bois, the new Governor of Bermuda, and Lady Bois.  

Nova Scotia, outbound from Boston.  Credit: John O' Leary photograph.

Departing  Boston for Halifax, St. John's and Liverpool on 30 August 1927, Nova Scotia numbered among her passengers 18 members of a tour group organized by the Merchant and Miners Transportation Co. bound for Nova Scotia.  "In contrast to the heavy seas of last week, the Nova Scotia had a pleasant voyage from Boston, the water being described by some of the passengers, shortly after the ship had been warped into the dock at Pier 5, at about eight o'clock last evening, as being like a mill pond." (Evening Mail, 1 September 1927). She left Halifax at 6:00 p.m. on 3 September for St. John's where she docked at 10:00 a.m. on the 4th with 87 passengers, 33 in transit for Liverpool and on departure the following day, went out with a total of 91 fares. 

On arrival at St. John's on 7 September 1927, Newfoundland (from Liverpool on the 1st) landed 51 passengers and another 54 at Halifax on the 12th  in addition to about 25 from St. John's.  "Fine weather was met with during the voyage with exception of a slight storm on Sunday. The voyage was uneventful.  There remain on board 55 cabin and 61 third class passengers en route to Boston, for which port the Newfoundland will sail at six o'clock tomorrow night."  (The Evening Mail, 12 September 1927).   Nearly a half day ahead of schedule, Newfoundland arrived off Boston Light  at 8:00 p.m. the evening of the 14th, too late to come in, so remained anchored off Quarantine until the following morning to berth at Piers 40 and 41, Hoosac Docks. Among her 137 passengers (55 First and 61 Third Class with (27 from Liverpool) was "the youngest bridal couple ever landed here" (Boston Globe): John Wiltshire, 18, of Lynn, and his 16-year-old bride from St. John's, who were married there on the 10th. Also aboard from Liverpool was Capt. H.J. Davis, and Mrs. Davis, captain of the Furness Bermuda Line's Fort St. George. 

Going out with nearly 100 passengers, Newfoundland sailed from Boston at 11:30 a.m. on 17 September 1927. Departing Halifax the evening of the 21st, her 43 passengers embarked there for Liverpool including the Rt. Hon. Sir Halford Mackinder, chairman of the Imperial Economic Commission.  Among her outbound cargo was 787 barrels of apples.  On departure from St. John's, Newfoundland had 91 passengers for Liverpool.

Departing Liverpool on 20 September 1927 with 78 passengers, Nova Scotia had 33 disembarking on arrival at St. John's at 8:00 p.m. on the 26th. Departing there on the 28th, she came into Halifax at 11:20 a.m. on the 30th, landing 82 passengers from Liverpool and 17 from St. John's as well as 660 tons of cargo. " Leaving Halifax at 6:00 p.m. on 1 October, "After a pleasant run from Liverpool," (Boston Globe), Nova Scotia arrived at Boston the morning of the 3rd.

Homewards, Nova Scotia cleared Boston on the afternoon of  4 October 1927 for Liverpool, taking out five for that port and rather more for Halifax and St. John's.  Sailing from Halifax on the 8th, she arrived at St. John's  on the morning of the 10th and departed the following day for Liverpool with 40 passengers.

Credit: Cumberland  and Westmorland Herald, 1 October 1927

Newfoundland (from Liverpool on  October 7, 1927) came into St. John's the evening of the 12th. "After making a splendid voyage over from England, S.S. Newfoundland arrived here at 9:30 p.m. last night.  The ship experienced fair weather throughout the entire passage which was a very pleasant one for all on board." (Daily News, 13 October 1927). She landed 30 passengers there and another 32 on arrival at Halifax at 8:30 a.m. on the 17th with 79 in transit for Boston, reporting "a pleasant and uneventful voyage." Departing at 6:00 p.m. on the  18th, Newfoundland docked at Boston on the 20th with 121 passengers, Capt. Westgarth reporting "pleasant weather and an uneventful voyage."

The eastbound Newfoundland left Boston at 11:30 a.m. on 22 October 1927 with 32 passengers, all but four for Halifax and St. John's.  Calling at Halifax 24-25th, she departed St. John's for Liverpool on the 30th with a total of 63 passengers aboard.   

Credit: The Philadelphia Inquirer, 6 November 1927.

Departing Liverpool on 1 November 1927, Nova Scotia was making her final westbound crossing of the season being once again detailed to the West Indies run for the balance of the year and into early spring starting with her first departure from New York on 17 November to St. Thomas, St. Croix, St. Kitts, Antigua, Guadeloupe, Dominica, Martinique, St. Lucia, Barbados and Trinidad. Experiencing a rough crossing over, she arrived at St. John's on the 8th with 18 landing there and 24 at Halifax on the 13th plus 85 from Newfoundland. 

Credit: The Boston Globe, 15 November  1927.

Departing Boston on 16 November 1927, Nova Scotia deadheaded to New York where she arrived two days later, berthing at Pier 30, North River. She sailed for the West Indies on the 19th. This was followed a second 23-day voyage commencing on 17 December. 

Newfoundland continued faithfully on the North Atlantic, taking leave of the Mersey on 22 November 1927 with 31 passengers.  At St. John's on the 30th, 10 disembarked and she came into Halifax on 7 December to land 16.  A voyage notable for the complete press disinterest in it, concluded at Boston on the 10th where Newfoundland landed her remaining five passengers from Liverpool.

Homeward on her final crossing of the year, Newfoundland left Boston on 11 December 1927, called at Halifax 12-13th and upon departure from St. John's on the  morning of the 16th had 60 passengers for Liverpool who landed there on the 22nd, just in time for Christmas.

In 1927

Newfoundland completed

• 9 westbound crossings carrying 640 passengers  and 9 eastbound crossings  carrying  584 passengers  for a total of 1,224 passengers.

Nova Scotia  completed

• 6 westbound crossings carrying 482 passengers and 6 eastbound crossings carrying 461 passengers  for a total of 943 passengers and 3 voyages New York-Trinidad.

NB: These figures do not include interport (i.e.  St. John's-Halifax or Halifax-Boston etc)  carryings.

Nova Scotia at Hoosac Docks, Charlestown 15 January 1928. Credit: Leslie Jones photograph, Boston Library.

1928

Newfoundland started the New Year on the Winter North Atlantic and not spared the rigours of the season.  Departing Liverpool on 10 January 1928 with 26 passengers, she sailed into an Atlantic soon to be swept by winter gales.  Two days late, the battered liner finally reached St. John' s the morning of the 20th, "after having a very stormy passage. Since leaving the other side the ship encountered very heavy weather and her progress was much delayed as a result. Some damage was done to the ship; the breakwater on the forecastle deck was smashed, as well as two windows on the starboard side and one door on the port side." (Daily News, 25 January 1928).  When she got into Halifax on the 24th, Capt. Westgarth told the Evening Mail he had missed the brunt of the storm but the ship was still seven hours off her schedule despite a fast turnaround at St. John's.  She came in, too, with three unwilling passengers: 

Credit: The Evening Mail, 26 January 1928.

Three persons, William Edney, Mrs. May Tobin and Miss Minnie Dodd, all of St. John's, were unwilling passengers on the Furness Withy liner Newfoundland, Captain Westgarth, which arrived after a stormy passage from the Newfoundland port. Mrs. May Tobin, accompanied by the two others, went aboard the steamer in St. John's to big good-bye to her husband, who was leaving on the ship. 

They were in conversation in one the state rooms at the time and did not hear the warning given by the steamer when leaving her berth. A blinding snow storm was raging and it was found impossible to set the three astonished visitors ashore. The Newfoundland sailed from Halifax early this morning to continue her voyage to Boston. During the voyage provision was made for the impromptu passengers and accommodation for them was provided.

On arrival here they were taken to the immigration building at Pier 2, where they will remain until the Newfoundland re-turns to Halifax next week from Boston, when they will be given passage back to their home. 

The three were totally surprised at their fate, but realizing the impossiblity of being set ashore owing to the severe weather when the Newfoundland got under way, they are said to have become resigned and to have made the best of their forced visit to Halifax. In the past on frequent occasions pilots have been carried out of the port by liners during severe storms, and often stowaways have been taken away and brought here by various vessels but this is the first occasion for a considerable period at least that passengers have been brought to this port under such conditions.

The Evening Mail, 26 January 1928.

There was no respite from the weather even on the coast and when Newfoundland sailed for Boston at 9:30 a.m. on 26 January 1928, she was held up off Chebueto Head until 4:45 p.m. to let another gale subside before continuing.  "Showing signs of her encounted with the elements," Newfoundland arrived at Boston the morning of the 28th with 82 passengers, "all of whom appeared glad that the passage was ended."  The Boston Globe added:  

Gales, hurricanes and battering seas combined to delay the arrival of the steamer four days and she reached here only a few hours before the time she was scheduled to depart on her return trip. When the lines were made fast at the end of Piers 40 and 41, the landing of the cargo began. Considerable outward freight was waiting to be loaded and the longshoremen will work overtime in order to get this on board so that the steamer can leave Monday on her return trip.

During the passage the bridge was damaged, rails torn away and twisted, windows smashed and other loss sustained.

On Jan 16 there was consternation among the passengers, when a fierce sea crashed board, throwing out the electric switch and plunging the ship in darkness for a time until the electrician could repair the trouble.

The belated Newfoundland left Boston on her eastbound crossing on  31 January 1928 and arriving  at Halifax on the morning of 1 February, she had but two passengers, returning from their wedding trip, to land there and 17 in transit for St. John's. She sailed at 6:00 p.m. the following evening, having embarked three for Liverpool and additional passengers for St. John's where she arrived at noon on the 4th. Leaving for England on the 5th, Newfoundland  went out with 26 passengers.

Nova Scotia's West Indies programme was a brief one that season with Fort St. George joining Dominca for the winter season.  Docking at at Pier 30 North River on 12 January 1928, Nova Scotia departed Boston for Halifax, St. John's and Liverpool at 4:00 p.m. on the 17th. Among those aboard was the shipwrecked crew of the British schooner Gaspe Fisherman, Capt. Robert Mosher and eight men, rescued from the burning vessel by the Coast Guard cutter McCall off Nantucket.   She sailed from St. John's on the 24th for Liverpool with 50 passengers.

Westbound, Nova Scotia cleared Liverpool on 7 February 1928 with only 17 passengers with 11 landing at St. John's on the 15th. She arrived at Halifax on the 20th and  Boston on the 21st. 

Homewards, Nova Scotia sailed from Boston on 24 February and from Halifax on the 29th. Whilst alongside at Halifax before sailing that evening, Nova Scotia hosted the Premier of the Province,  E.N. Rhodes, for a luncheon aboard and the vessel presented with a provincial flag to be displayed in her dining saloon. 

A Nova Scotian flag, painted on satin, with gold cord and tassels, accompanied by suitably inscribed silver. plate, was presented to the Furness Withy Line steamer Nova Scotia by Premier E. N. Rhodes, on behalf of the people of Nova Scotia, at a luncheon on the ship at noon today. The gifts were accepted by, Captain S. Farneaux. Speaking behalf of the owners of ship, he expressed deep appreciation to the people of the province for their kindness.

The flag was placed in an oak case that matches the finish, of the ship and set up in the centre of the main entrance, while the silver plate was given the central position in the main dining saloon, illuminated by lamps bearing Nova Scotia scenes.

Telegraph-Journal, 29 February 1928.

Arriving at St. John's on 2 March 1928, Nova Scotia sailed the next day for Liverpool with 16 passengers. 

Newfoundland left Liverpool on 28 February 1928, and arrived at St. John's on 6 March, disembarking 18 there and Halifax on the 11th where 12 of her Liverpool passengers landed. She came into Boston on the 15th with four passengers from Liverpool and 58 from Halifax and St. John's.  

Homewards, Newfoundland left Boston at 11:30 a.m. on 17 March 1928, Halifax on the 21st and arrived at St. John the morning of the 23rd.  On departure from Liverpool the following day, she had 27 passengers aboard. 

Without her regular skipper when Capt. S.J. Furneaux was taken ill, Nova Scotia (commanded by Capt. A.W. Foxworthy, of Rexmore), left Liverpool 22 March 1928. She had 27 passengers to land on arrival at St. John's on the 29th with 18 in transit for Halifax, reached at 6:50 a.m.  on 2 April by which time her total list had swelled to 34 landing there and another 103 in transit to Boston. "A pleasant voyage was recorded," noted  The Evening Mail, which called it "one of the largest passenger lists ever carried into Halifax by any steamer on the Furness Withy Boston-Halifax-St. John's-Liverpool route." Departing on the 3rd, Nova Scotia arrived at Boston on the 5th with a total of 109 landing there.

Nova Scotia departing Boston on 7 April 1928. Credit: William B. Taylor photograph, The Mariners Museum.

Mersey-bound, Nova Scotia sailed from Boston on 7 April 1928 and from Halifax at 7:00 p.m. on the 11th. As announced on the 12th Sir William Allardyce, retired from the office of Governor-General of Newfoundland, and he and Lady Allardyce, would sail home to England in Nova Scotia.  They were among the 31 passengers departing St. John's on the 14th for Liverpool, reached on the 21st where Sir William and Lady Allardyce were greeted on arrival by Mr. William McGuiness, manager of Furness Withy Canadian and Newfoundland departments. 

When Newfoundland cleared Liverpool on 17 April 1928, she numbered 61 in her passenger list with 26 disembarking at St. John's on the afternoon of the 24th.  She left there the morning of 27th, a day late owing to large amount of cargo that had be unloaded and reached Halifax on the 28th.  Newfoundland came into Boston the afternoon of 2 May, docking at Piers 41-42, Hoosac Docks, disembarking seven passengers from Liverpool, 69 from St. John's and seven from Halifax. 

Credit: The Evening Mail, 5 May 1928.

Still a day off her timetable, Newfoundland departed Boston for England on 3 May 1928 for Halifax and got away from there at 6:00 p.m. on the 5th with a very good list of passengers, mostly for St. John's where she docked at 9:00 a.m. on the 7th.  On clearing for Liverpool on the 8th, Newfoundland went out with 32 passengers. 

Credit: The Evening Mail, 9 May 1928.

Passenger traffic picked up by late spring and there were 63 aboard when Nova Scotia sailed from Liverpool on 3 May. Experiencing  ideal weather, she put in a capital passage. Breaking all records for the run, she  arrived at St. John's on the 9th, logging 5 days 13 hours. Landing 21 there, she continued to Halifax, where she docked on the 14th, disembarking 37 there. It was on to Boston and in reaching there on the 17th, Nova Scotia completed her fastest trip since entering service, with 13-day run, including time in port at St. John's and Halifax from Liverpool to Boston.

Homewards, Nova Scotia passed out of Boston Harbor on 19 May 1928 with five passengers for England and from Halifax at 6:00 p.m. on the 23rd with 24 for Liverpool and several score for St. John's where she docked at 9:00 a.m. on the 25th.  There were 69 aboard for her trans-Atlantic crossing commencing the following day.

Outbound for her namesake Dominion, Newfoundland sailed from Liverpool on  22 May 1928 with 83 passengers.  Of those, 44 landed on arrival at St. John's on the 29th and another 37 at Halifax on 2 June.  Newfoundland  docked at Boston on the 4th.

At the onset of the summer season, there were 130 passengers (35 for Liverpool) aboard Newfoundland upon her departure from Boston's Hoosac Docks late on the afternoon of 5 June. Prior to sailing, the ship hosted a luncheon for travel agents and the press.  On departure from St. John's at 4:00 p.m.on the 12th, she had 90 passengers for England. 

With 68 passengers aboard, Nova Scotia left Liverpool on 7 June 1928. "After making a splendid run across," (Daily News), she arrived at St. John's at 1:30 p.m. on the 12th to land 41 passengers there.  At Halifax on the 18th, 26 disembarked. Nova Scotia arrived at Boston on the 21st. 

Credit: The Evening Mail, 27 June 1928.

Bound for Britain, Nova Scotia sailed from Boston on 23 June 1928 with 31 passengers through booked to Liverpool and another 24 for Halifax where she came in on the afternoon of the 24th.  Outbound for St. John's and Liverpool at 6:00 p.m. on the 27th, Nova Scotia went out "carrying the largest list of passengers in her history," (Evening Mail) which included 47 embarks for Liverpool.  Reaching St. John's the morning of the 29th, there were 134 passengers aboard when she left for Liverpool at noon the following day. 

Events of interest to which I should like to refer presentation by the colony of  splendid miniature caribou in silver, to the  ss Newfoundland and beautiful flag by the Province to the ss Nova Scotia, compliments which we very much appreciate. Our connection with the trade at Newfoundland and Nova Scotia dates fifty years, and when we built passenger steamers Newfoundland and Nova Scotia a year or two ago for the trade between Liverpool, Newfoundland, Nova Scotia and Boston we it thought it appropriate to give vessels names which would particularly identify them with the countries to which they were to trade. I would like to take this opportunity of thanking the people of Newfoundland Scotia not only for gifts , but also for the good will and friendly feeling which they  are the symbols.

Sir Frederick W. Lewis, Bart., Chairman, Furness, Withy  Co., Ltd, at the 3th annual meeting, London, 25 June 1928.

Credit: Liverpool Daily Post, 27 June 1928.

Newfoundland passed Mersey Bar, outbound, on 26 June 1928, with a good list of 101 passengers, including a party of immigrant orphan children from the Middlemore Emigration Homes bound for Nova  Scotia  to work on farms or as domestics.   Thirty-four passengers landed at St. John's on 3 July. She departed for Halifax at daylight on the 5th where she arrived on the 9th, disembarking 62 passengers. There were still 60 landing at Boston when Newfoundland came alongside the Hoosac Docks the morning of the 9th, but of these, only six were through from Liverpool.  She contributed to the city's welcome parade for aviatrix Amelia Earhart later that day: "From the steamship Newfoundland, at the Furness Line Docks, there came the loudest siren whistle ever heard in the city and that was the signal for the cheers that followed." (Boston Globe, 9 July 1928). 

The homebound Newfoundland left Boston on 10 July 1928 with 16 passengers for Liverpool, 25 for Halifax and 36 for St. John's. Calling at Halifax the evening of the 11th, an additional 20 embarked for Liverpool and 25 for St. John's where she arrived on the morning of the 16th. On sailing for Liverpool at noon on the 17th, Newfoundland went out with 77 passengers.

At the height of the summer season, Nova Scotia cleared Liverpool on 12 July 1928 with 68 passengers of whom half landed at St. John's on arrival at 7:15 p.m.  on the 18th, "after making a good run across during which fair weather was experienced." (Daily News).  She arrived at Halifax on the 23rd, landing 26 passengers from Liverpool and 40 from St. John's  and ended her westbound crossing at Boston on the 26th where her remaining three Liverpool passengers disembarked. 

With 14 passengers for Liverpool, Nova Scotia departed Boston on 28 July 1928, cleared Halifax on 1 August after embarking 33 for England and arrived at St. John's at 9:00 a.m. on the 3rd, sailing for Liverpool the following day with 64 aboard. 

Credit: The Evening Mail, 11 August 1928.

Newfoundland (Capt.  A.W. Foxworthy) from Liverpool 31 July 1928 took out an exceptional list of 147 passengers including Sir Thomas H. Gratton Esmonde (a Senator of Irish Free State)  and wife, bound for a tour of Newfoundland.  Of these, 42 disembarked at St. John's on the evening of  6 August. She also landed another big Sentinel steam coach for Newfoundland Government Railways, built by Cammel Lairds, which had been put aboard at Liverpool by the Dock Board floating crane Hercules. Leaving for Halifax on the 9th, Newfoundand was off Chebucto Head at 11:00 p.m. on the 10th and came alongside Pier 2 by midnight, landing 64 passengers from Liverpool and  23 from St. John's at 7:00 a.m. that morning and had 920 tons of cargo from England and 51 tons from Newfoundland to discharge. It was off to Boston on the 12th where she arrived at 11:00 a.m. on the 13th with an impressive 135 passengers still to land there to end a most profitable crossing. 

For Liverpool, Newfoundland cleared Boston the afternoon of 14 August 1928 with five passengers through booked to Liverpool.  On sailing from Halifax on the 18th, she had added 28 to her England-bound list and went out from St. John's on the 21st with 57 passengers for Liverpool.

Credit: The Boston Globe, 30 August 1928.

Arriving at St. John's at midnight on 23 August 1928, Nova Scotia  (from Liverpool on the 16th) had 32 landing there. On arrival at Halifax the morning of the 27th, she had 26 passengers from Liverpool to land there and 500 tons of  English cargo to discharge.  Her arrival at Boston the evening of the 29th occasioned a full report in the Boston Globe:

Bringing 190 passengers, a capacity list, the Furness Line steamer Nova Scotia, from Liverpool. St Johns, N F, and Halifax, N S, arrived in the outer harbor last night, and came up to her berth this morning at Pier 41 Hoosac Docks, Charlestown. Every stateroom on the vessel was filled, and many people desirous of booking passage on the vessel were turned away. Of the total list, 44 passengers came from Liverpool, 120 from St Johns, N F. and 26 from Halifax, N S.

Capt Furneaux is in command of the liner, and he reports a good passage, with the exception of considerable fog last night. In the holds of the big ship are 600 tons of general merchandise for this port. Included in this are 900 boxes of blueberries, in refrigerator, shipped at St Johns, N F, and consigned to the Boston market. The Nova Scotia will sail next Saturday on her return trip, and will carry about 100 passengers.

Nova Scotia left Boston on 1 September 1928, with six passengers for Liverpool.  Among them was Furness Withy Director R.J. Thompson, on his way home to Newcastle-on-Tyne.  Calling at Halifax on 3rd-4th, she embarked another 34 fares for England there before sailing at 2:00 p.m. for St. John's where she docked at 8:00 a.m. on the 7th.  On departure for England the following day, Nova Scotia had 94 passengers aboard on the final leg of another profitable voyage. 

Leaving Liverpool on 4 September 1928, Newfoundland took out an excellent list of 138 passengers as the summer season ended and many North Americans returned from their holidays in Britain.  Coming into St. John's on the 11th, 79 landed there, and 36 at Halifax on the morning of 17th. She arrived at Boston on the morning of the 19th disembarking 23.  

Homewards, Newfoundland cleared Boston on 20 September 1928 with six passengers for Liverpool and Halifax on the 22nd with 20 more.  Coming into St. John's on the morning of the 24th, she was off for England the following afternoon at 2:00 p.m. with a total of 47 passengers. 

There were 85 takers for Nova Scotia's westbound crossing  from Liverpool on 20 September 1928 with 32 of them disembarking on arrival at St. John's the morning of the 26th. Among them was Flight Commander H.C. MacDonald, retired British naval officer,  bringing with him the DeHavilland Gypsy Moth plane "he intends to attempt a solo flight across the Atlantic." (Evening Mail).  The effort, alas, ended in tragedy for after taking off from Harbour Grace on 18 October, the plane disappeared some 600 miles out at sea and it and the pilot never seen again.  Nova Scotia arrived at Halifax on 1 October, landing 43 passengers there and at Boston on the 4th, with 130 passengers, including 16 from Liverpool.

Commencing her eastbound crossing, her last for the season as she was reprising her West Indies deployment that autumn and winter, Nova Scotia sailed from Boston on 6 October 1928 with only two passengers for England.  They were joined by 28 others (and others destined for St. John's) upon her departure from Halifax on the 10th.  On sailing from St. John's on the13th, Nova Scotia had 55 passengers for Liverpool where she docked on the 18th.

The newly-appointed Governor of Newfoundland, Sir John Middleton and Lady Middleton,  sailed  from Liverpool in Newfoundland, and were met on arrival at Lime Street Station by the Lord Mayor (Miss Margaret Beavan) "who handed Lady Middleton a basket of chrysanthemums and violets." (Evening Express). Newfoundland cleared Liverpool on 9 October 1928 with 59 aboard and was alongside the Furness Wharf, St. John's by the 16th, a day late owing to severe weather en route.  She brought back the body of Captain Victor Gordon, late Newfoundland High Commissioner in London, for burial later that day. After landing 34 passengers, Newfoundland proceeded to Halifax where she arrived on the 20th, disembarking 17.   When she ended her voyage at Boston at 1:00 p.m. on the 22nd, Newfoundland had 101 passengers for the port.  

With a total of 60 passengers (seven for Liverpool), Newfoundland pulled away from Boston's Hoosac Docks at noon on 24 October 1928.  There were 29 embarks for England at Halifax on the 27th and on departure from St. John's at 2:00 p.m. on the 30th, Newfoundland had 72 passengers for Liverpool.

Making her last westbound trip for the year, Nova Scotia left Liverpool on 30 October 1928 with 35 passengers.  Delayed a day by bad weather en route, she arrived at St. John's on 6 November where 15 of her passengers disembarked, she left for Halifax on the 8th and docked there on the 10th to land 15 of her Liverpool passengers and others from St. John's. Coming into   came into Boston on the morning of the 13th, Nova Scotia landed four passengers from Liverpool, 91 from St. John's and four from Halifax. The Evening Mail of the 15th reported that the Furness cargo steamer Incemore would replaced Nova Scotia whilst she made her five voyages on the New York to West Indies route.

Nova Scotia left Boston on 14 November 1928 for New York, arriving at Pier 30 on the 15th. She sailed on her first voyage to the West Indies on the 17th.

On her first voyage "on her own" that winter, Newfoundland left Liverpool on 13 November 1928 with  26 passengers aboard. She arrived at St. John's early on the morning of the 20th, "after having made a splendid run during which on the whole  fair weather was experienced," (Daily News) which for the time of year was worthy of note indeed. She landed 10 passengers there and departed for Halifax the following morning where she docked at Deepwater the morning of the 24th, disembarking  four passengers from Liverpool. Newfoundland came into Boston on the 26th and in additional to landing 50 passengers (all from Halifax and St. John's), she discharged a consignment of 9,000 boxes of fresh Newfoundland blueberries, part of a general 500-ton cargo.

Mersey-bound, Newfoundland departed Boston just before noon on 28 November 1928 with 55 passengers for Halifax and St. John's as well as 48,000 bushels of wheat and 300 tons of general cargo.  She reached Halifax the  following afternoon, landing two passengers and proceeded to St. John's at 4:00 p.m. on 1 December with 39 (all but one in Third Class) passengers for Liverpool and two for St. John's as well as full consignment of English mail.  Arriving at St. John's on the 3rd, she departed at 1:00 p.m. the next day for England with  a good list of 75 passengers.  Ending her final voyage of 1928, Newfoundland arrived at Liverpool the evening of the 10th. 

In 1928

Newfoundland completed

• 9 westbound crossings carrying 665 passengers  and 9 eastbound crossings  carrying  503 passengers  for a total of 1,168 passengers.

Nova Scotia  completed

• 8 westbound crossings carrying 492 passengers and 8 eastbound crossings carrying 496 passengers  for a total of 988 passengers.

NB: These figures do not include interport (i.e.  St. John's-Halifax or Halifax-Boston etc)  carryings.

Newfoundland in  Hornby Dock, Liverpool. Credit: Canadian Museum of Immigration at Pier 21

1929

Newfoundland began her first voyage of the New Year on departure from Liverpool on 4 January 1929 with 21 hardy souls for a winter Atlantic crossing.  They got the full brunt of rough weather across and a day late, Newfoundland arrived at John's on the 10th. She landed 16 there but a blinding snowstorm delayed working her cargo and she was detained another day, not sailing until the 13th to Halifax where she docked on the morning of the 16th with four passengers to land there and 480 tons of cargo and 20 in transit for Boston. The Evening Mail reported on the good work in turning her around:

Dispatch comparable Atlantic with seaboard any port on the was given the Furness liner Newfoundland, 6,791 tons, Captain Foxworthy, which arrived here on Wednesday from Glasgow, via Liverpool and St. John's, two days late on her schedule. A total of 480 tons of cargo, including 200 tons of fire brick, was taken from her four hatches in 24 hours. At the finish only two hatches were in use. 

Docking at Pier 4 at eight on Wednesday morning, it was three hours before the hatches could be made clear of ice, and the ship commenced to discharge her cargo. Waterfront men declare the unloading to be one of the quickest in the history of the port. 

Newfoundland sailed at noon for Boston where she docked at no. 41 Hoosac Docks on the afternoon of the 18th, 36 hours late.  She brought in 1,000 tons of wool, paper stock and oil. 

Leaving Boston on the 19 January 1929, the eastbound Newfoundland arrived at Halifax on the 21st, departing there on the 23d after embarking eight passengers for England.   Among them was Capt. W.A. Westgarth, formerly  master of the ship, who had been ill for some time and in hospital in the city and was returning to England with  his wife.  On departure from St. John's on the 2th, Newfoundland had a good list for the time of year of 59 for Liverpool. 

Newfoundland left Liverpool on 15 February 1929 with 77 passengers.   Due to arrive at St.John's on the 22nd, she instead reported that she had diverted course to go to the aid of the Furness steamer Cairngowan (3,257 grt), bound from St. John's to Hamburg, disabled after losing her rudder 480 miles east of St. John's in a raging southeast gale with blinding snow, reducing visibility  to a few yards.  "It was understood that the disabled ship will be brought here [St. John's] if it is possible for the Newfoundland to render air and bring the Cairngowan to port." (The Expositor).  On the 23rd, Cairngowan radioed: "Approximately 51.40 N., 44.10 W., endeavouring to reach St. John's. Steamer Newfoundland is steering me. Rudder and rudder post gone, but propeller apparently undamaged." By the then storm had abated and "good headway toward port should be made today." 

The steamer was approaching Cape Race when a wireless call for assistance was received from the captain of the Cairngowan, which was helpless on account of losing her rudder. The Newfoundland was the nearest to the crippled freighter, and Capt. Foxworthy made all possible speed through the heavy seas. Upon reaching the scene a line was run from the Cairngowan's stern to the bow of the Newfoundland, and both vessels proceeded for St Johns. The Newfoundland was acting as a rudder to the other vessel. When word was received by radio that a wrecking steamer was on the way, the Newfoundland left for St Johns.

Boston Globe, 5 March 1929.

With a Dutch tug making for the disabled ship to tow her into port, Newfoundland left her on the 26th to proceed to St. John's where she arrived the following evening.  There, she landed  23 passengers and proceeded to Halifax where she docked on 3 March, landing 61 passengers, and departing there on the 4th.  On arrival at Boston, she came in at noon on the 5th with 45 passengers (five from Liverpool), five days late. 

The eastbound Newfoundland, which left Boston at 11:30 a.m. on 7 March 1929, reached Halifax on the 8th, with six passengers for the port and 26 for St. John's. She departed early on the 12th after loading a cargo that included 200 tons of Canadian tobacco, 300 standards of deals and general merchandise. With 35 passengers, Newfoundland left St. John's on the 15th for Liverpool. 

With her West Indies programme of five 23-day voyages concluded after "having full lists on each trip", (Boston Globe), Nova Scotia arrived at Boston at 5:40 a.m. on 3 April 1929 from New York. She docked first at South Boston to discharge 1,200 barrels of molasses from the West Indies and then shifted to her regular berth, Pier 41 at Charlestown, to land 6,000 bags of cocoa.  She then commenced loading for her first eastbound crossing since the previous November which would get underway on the 6th. Departing that morning, she went out with 75 passengers, all but three destined for Halifax and St. John's.  She docked at Halifax late on the  afternoon of the 7th at Pier 25 and on departure from there on the  9th, added two passengers to her Liverpool-bound list and more for St. John's as well as loading  24,000 bushels of grain. Nova Scotia arrived at St. John's  the morning of the 10th and departed there for Liverpool the following evening with 39 passengers.

Clearing Liverpool on 4 April 1929, Newfoundland  had 45 aboard and arrived at St. John's on the 12th, landing 25 there and another 20 at Halifax on the 17th before docking at Boston on the 20th. Departing eastbound on the 23th,  she called at Halifax on the 25-27th and left St. John's on the 20th with 62 aboard. Among them was an English theatrical company returning from 12-month, 20,000-month tour as far afield as British Guiana, producing 48 plays in all. They and Newfoundland came home on 8 May.

Whilst in South Hornby Dock, Liverpool, a small fire  broke out aboard Nova Scotia on 22 April 1929 that was extinguished by the Bootle Fire Brigade in half an hour but which destroyed a tarpaulin and a quantity of straw. 

Credit: Daily News, 16 May 1929.

Making her first westbound crossing since the previous November, Nova Scotia left Liverpool on 7 May 1929 with 82 passengers. On arrival at St. John's the morning  of the 15th, the Daily News reported the following day: "The ship made a good run until nearing this coast when a succession of head seas and high seas was experienced with the result that progress was very much retarded and the ship was delayed several hours. She, however, came through without damage."  She landed 31 passengers there and proceeded on the 17th to Halifax where she docked on the 19th, disembarking 48 passengers and landing 880 tons of cargo. Coming into Boston on the 20th where her final three Liverpool passengers disembarked, Nova Scotia was 36 hours off her timetable and thanks to quick and efficient work by  her crew and longshoremen, made a quick turn 24-hour turnaround there to get back on schedule.

Credit: The Boston Globe, 22 May 1929.

With about 100 passengers aboard, including W.J. Longridge, Furness Line freight manager at Boston bound for Liverpool, Nova Scotia was on her way eastbound at 6:00 p.m. on 22 May 1929.  On departure from Halifax at 6:00 pm. On the 25th, she had 42 passengers for Liverpool and 71 for St. John's and a heavy  shipment of canned lobster and 42,270 bushels of grain.  Arriving at St. John's on the 27th, Nova Scotia left on the 31st with 80 aboard for Liverpool.

Upon clearing Liverpool on 24 May 1929, Newfoundland numbered 61 in her passenger list, landing 32 of them at St. John's on the 31st and sailing for Halifax on the afternoon of  1 June.  She came in early in the morning of the 3rd, docking at Pier  23, with 22 passengers from Liverpool and 25 from St. John's landing there plus another  56 in transit for Boston.  Departing for there the following day, Newfoundland docked at Boston on the 6th.

Clearing Boston on 8 June 1929 for England, Newfoundland took out 11 passengers for the Old Country and more for Nova Scotia and Newfoundland and when she left Halifax on the 11th, Newfoundland had 52 passengers for Liverpool and on clearing St. John's on the morning of the 15th, a total of 114 as the summer season spurred bookings.  Among those landing at Liverpool on the 21st was the Welsh Imperial Choir returning from a 10-month-long tour of Canada and Newfoundland. 

Credit: Truth, 5 June 1929.

Nova Scotia took leave of Liverpool on 11 June 1929 for North America with 102 aboard of whom 56 left her on arrival at St. John's at 9:00 p.m.  on the 17th, "after making a good run to this port. Fair weather was met on the entire voyage until yesterday when some  fog was experienced and owing to the prevalence of icebergs the speed of the ship had to be curtailed." (Daily News, 18 June 1929). Departing for Halifax late on the afternoon of the 19th, Nova Scotia came into Halifax on the 21st with 96 passengers, 19 landing there, and 45 from Liverpool.  On departure for Boston at 6:00 p.m. on the 22nd, Nova Scotia went out with two passengers from Liverpool and 45 from St. John's for the port. She discharged 800 tons of cargo at the port including 200 tons of steel for  Halifax Shipyards Ltd., which would be used for the construction of a new icebreaker for the Dominion government, N.B. McLean (1930-1979). 

Credit: The Evening Mail, 21 June 1929.

On arrival at Halifax, Capt. S.J. Furneaux told The Evening Mail: 'Never before in my long experience of my trans-Atlantic travelling, have I seen so many icebergs as on this present trip from Liverpool, and it is surprising to me that so few marine mishaps have occurred at this season on account of this menace to shipping,'  "Captain Furneaux said he counted over one hundred bergs in one day when two hundred miles from the Newfoundland port, some of them of great size. The same conditions prevailed on the voyage across to Liverpool." Heavy fog blanketed Boston Harbor and the Bay the morning of 24 June 1929 and the previous evening, delaying Nova Scotia coming on that day, eventually tying up alongside her Hoosac Docks slip with 49  passengers. 

Bound for Liverpool, Nova Scotia sailed from Boston on 26 June 1929 with 35 for Halifax,  116 for St. John's and 27 for England. She came into Halifax the afternoon of the 27th, departing there at 6:00 p.m. on the 29th. On departure from St. John's on 2 July, Nova Scotia had 117 passengers for England. 

Newfoundland's  28 June 1929 sailing from Liverpool sold 69 tickets and had her arriving at St. John's on 4 July landing 21 and embarking seven for Halifax, departing there at daylight on the 5th and arriving on the 8th to land 41 Liverpool passengers.  She left at 6:00 p.m. the next day for Boston with Newfoundland one of no fewer than three Furness liners departing the port that day: Fort St. George to New York and Nerissa to St. John's being  the others.  When Capt. Foxworthy brought Newlandfound alongside Pier 40-41, Hoosac Docks,  Boston, on the 11th she came in with 82 passengers including the remaining seven ones from Liverpool. 

Credit: Evening Express, 27 July 1929.

Newfoundland left for Liverpool and intermediate ports on 13 July 1929 with nine passengers for England and no fewer than 114 for  St. John's and arrived at Halifax on the 14th.  Upon departure at 6:00 p.m. on the 15th, she went out  a full ship having embarked 25 for Liverpool and seven for St. John's and also went out with 40,000 bushels of grain.  Newfoundland reached St. John's on the morning of the 17th and on departure from there for England, had a total of 105 passengers. Among those landing at Liverpool on the 25th was  a party of 45 Boy Scouts from Newfoundland, whose "leader is Carmen Mews, sixteen years  old,  who is 6 ft. 4 in. height," (Liverpool Daily Post). 

The Nova Scotia left Liverpool July 16 and sighted Newfoundland hills less than four and half days after sighting hills at Donegal.

Telegraph-Journal, 23 July 1929.

Nova Scotia sailed from Liverpool on 16 July 1929 with 72 aboard, landing 31 at St. John's on the 22nd.  It was, in fact, a record run for the ship, logging 5 days 11 hours 30 mins. from Liverpool, besting her previous mark of 4 days 13 hours and "with the exception of  a two hours of fog off the coast of England, beautiful weather continued throughout  the voyage." (The Evening Mail, 26 July 1929) which added "The new record is one that Captain Furneaux and the ship's officers have reason to feel proud."   On the same day, Bremen claimed the Blue Riband of the Atlantic from Mauretania in rather more headline  grabbing fashion. 

Arriving at Halifax at 2:00 a.m. on 26 July 1929, Nova Scotia came alongside at Pier 2 at 7:30 a.m. with a total of 105 passengers aboard, landing 29 from Liverpool and nine from St. John's with 12 from Liverpool and 55 from St. John's in transit for Boston.  Among those disembarking was Capt. W.H. Tait, R.N., who was assuming command of H.M.S. Capetown in port there. Nova Scotia also discharged  700 tons of cargo before sailing for Boston at 6:00 p.m. on the 27th where she arrived late on the 28th and came alongside early on the following morning, landing  99 passengers, 55 from St. John's, 32 from Halifax and  12 from Liverpool, and 300 tons of cargo. 

Leaving Boston for Liverpool on 30 July 1929 with 17 aboard,  on departure from Halifax on 3 August, Nova Scotia had 56 passengers for England aboard and from St. John's on the 6th, went out with a total of 105, including Capt. Andre Aloa and his 34-man Portuguese crew, survivors of the fishing schooner Ilhavense of Aviero, which crashed on the rocks off the Newfoundland coast in heavy fog on 14 July and they  took to the boats and made it ashore at St. Shotts, a local fishing village.  Nova Scotia arrived at Liverpool on the 12th.

Among the 96 embarking aboard Newfoundland at Liverpool on 2 August 1929 was Lord Morris, former Premier of Newfoundland, who returned home on the 8th along with 54 others and visitors, "after making a good run across during which fair weather, on the  whole, was met." (Daily News).  Leaving on the 9th, Newfoundland arrived at Halifax on the morning of the 12th, having aboard Henry C. Blackiston, Furness Director in New York, and Col. Mongomerie, Furness agent in Nova Scotia, returning from an inspection trip to Newfoundland and having gone out a few days earlier in Nerissa. That this was, in many respects a veritable heyday for Furness Withy's Canadian business was evidenced in no fewer than three their vessels calling at Halifax in one day: Newfoundland from St. John's, Fort St. George and Nerissa  from New York.  Newfoundland came into Boston on the 15th after being held outside for some hours owing to heavy fog. She  came in with  127 passengers including seven  remaining from Liverpool. 

Homewards, Newfoundland cleared Boston on 17 August 1929 with nine passengers for Liverpool and on departure from Halifax on the 20th, she had 37 embarks for Liverpool and 16 for St. John's whence she departed on the 23rd with 79 aboard for England. 

Credit: The Evening Mail, 30 August 1929.

Nova Scotia passed out of  the Mersey the evening of 20 August 1929 and got her  165 passengers to  St. John's  on the  morning of 26th with  97 of them (including a record 75 Third Class)  disembarked. Proceeding to Halifax on the 28th, she arrived  there  on the 30th, landing 53 passengers (41 from Liverpool) and with 133 transit  for  Boston  and discharged 740 tons of cargo: "This  is one of the largest passenger lists ever brought  to Halifax by the steamer which is  a regular all-year-round caller on the Liverpool-St. John's-Halifax-Boston route. Ideal weather was reported on the voyage." (Evening Mail).  She  departed for Boston at 6:00 p.m. on the  31st where she docked on 2 September, landing her last seven Liverpool passengers and the balance from St. John's.  

Destined for  Liverpool, Nova Scotia cleared Boston on 4 September 1929 with four Liverpool-bound passengers and arrived at Halifax on the afternoon of the 5th.  She left on the 7th with eight passengers for the U.K. and 47 for  St. John's and  a cargo that  included  the  first export shipment-- 13,117 barrels-- of  Nova Scotia apples which constituted the largest single ship so early  in the season. Departing St. John's on the 10th, Nova Scotia  had 114 passengers and arrived at Liverpool on the 16th.

 

With a good list 142 (70 and 2,300 tons for St. John's, 44 passengers and 1,000 cargo for  Halifax and 27 passengers for Boston) aboard, Newfoundland left Liverpool on 6  September  and finally  reached St. John's at 10:00 p.m. on the 12th, 24 hours  late. "The ship met fair weather until off  this coast when dense fog and head seas were experienced and progress was considerably  delayed as a result." (Daily News). The ship  had to thread  her way through nearly 800 miles of fog first  encountered 100 miles east of Newfoundland and prevailing for  the rest of  the passage.  Landing 70 passengers there, she proceeded to Halifax on the 14th, coming in on the 17th.  Newfoundland arrived at Boston on the 19th.

Newfoundland left Boston, eastbound, on 21 September 1929 with three passengers for Liverpool and on departure from Halifax the afternoon of  the 25th,  had 15 aboard for  St. John's and another 22 embarks for Liverpool.  Upon sailing from St. John's on the 28th, Newfoundland went out  with passengers for England.

Credit: The Boston Globe, 8  October 1929.

Nova Scotia, from Liverpool on 24 September 1929, had 65 passengers aboard and docked at St. John'  on the 30th where 41  disembarked and Halifax on 5 October, landing 58 there.  Rough weather prevailed all the way  from St. John's so that  by  the time Nova  Scotia came into  Boston late on the afternoon of  the 7th, she was 12 hours  behind schedule. 

Mersey-bound, Nova Scotia left Boston at 11:35 a.m. on 9 October 1929 with three passengers for England, and docked at Pier 3, Halifax on the afternoon of the 10th and after embarking  24 more for Liverpool and taking  on a consignment of 12,000 barrels of apples.  Nova Scotia cleared St. John's for Liverpool at 1:00 p.m. on the 15th, with 51 passengers. 

Credit: Daily News, 18 October 1929.

With 44 passengers Newfoundland sailed from Liverpool on 11 October 1929.  Newfoundland at St. John's at 6:00 a.m. on the  18th, late, owing to dense fog and was expected to come in at 7:30 p.m. the previous evening. Landing 18 passengers there, she proceeded to Halifax late on the 20th, she docked there on the 23rd at Pier, with 27 passengers and 750 tons  of cargo for the port.  Sailing for Boston on the 24th, Newfoundland arrived there on the morning of  the 25th, landing 12 passengers from Liverpool and two from St. John's including Furness manager Col. A. Montgomery. 

On departure for England on 26 October 1929, Newfoundland left Boston with 10 passengers and arrived at Halifax on the  28th, sailing for St. John's the  following  day after embarking 21 for Liverpool.  After "making a fine run," she reached St. John's at 9:00 a.m. on the 31st and on departure for England the following  day, had 56 passengers aboard. 

From Liverpool on 29 October 1929, Nova Scotia went out with 52 passengers and on arrival at St. John's at 7:30 a.m. on the  5th, pretty much on time despite encountering some fog off the coast, and disembarked 21 there. Leaving on the 10th, she reached Halifax where she docked at Pier 2 on the 9th, landing 30 of her Liverpool passengers. Nova Scotia arrived at Boston at 2:00 p.m. on the  11th.

Commencing her eastbound crossing, Nova  Scotia  cleared Boston at 11:30 a.m. on 13 November 1929 with five passengers for Halifax, 34 for St. John's and three for Liverpool. She got into Halifax at 2:00 p.m. on the  14th, docking at  Pier 3, and embarking another 21 for Liverpool before sailing for St. John's whence  Nova Scotia departed for Liverpool on the 16th with a total of 38 passengers.

Taking out a total of  25 passengers, Newfoundland departed Liverpool  on 14 November 1929. Arriving  at St. John's on the 21st, "after a stormy  trip,"(Daily  News),  landing eight passengers there before continuing on to  Halifax  where  she  came in  on the  afternoon of the  25th,  berthing  at Pier 2 and disembarking 30 of her Liverpool passengers.  The single remaining trans-Atlantic passenger disembarked at Boston, 34 from St. John's and three from Halifax on the 28th, the ship berthing at Hoosac Docks at 1:00 p.m..

Newfoundland's departure for England was advanced  a day in order that she get  to Halifax to  load a large consignment of apples there and she sailed from Boston on the 30th with a single fare to Liverpool. Departing Halifax on 2 December with  an additional seven passengers for Liverpool, Newfoundland  had a total of 36 upon clearing St. John's on the 4th. 

Nova Scotia which hitherto had been spared  the rigours of Winter North Atlantic would not  be sunning in the West Indies the winter of 1929-30 and her introduction to "WNA" was testing indeed. Departing Liverpool on 5  December 1929 with 20 passengers, she got into St. John's at 8:30 a.m. on the 13th at which the Daily News gave a vivid  accounting of a tempestuous  and exciting voyage across, beginning with  a departure into a "hurricane snowstorm" sweeping up the  coast:

The steamer left Liverpool on Dec. 5th, and from the beginning experienced stormy weather. It was so stormy leaving Liverpool that the pilot could not  be landed and the ship had to put into Belfast, Ireland, for that purpose and even then it was so stormy that the ship had to remain in port for four hours.

After getting to sea the weather was even worse and the ship was badly knocked about but proved a splendid  sea boat. On several occasions the  engines  had to be stropped owing to the noise of the propeller as the stern of the ship rose out  of  the  water.  Passengers were obliged to remain below practically all  the time as  the  doors of the ship were barred. The passengers, however, felt no ill effects of the voyage and  they  speak  in highest  terms of the manner in which  the  Nova Scotia was handled by  Capt. Ferneaux and his officers.

Thursday morning when nearing this port the Nova Scotia received a message from the Minister of Marine  and Fisheries at this port asking her to proceed to a given position  when the schooner Jennie Blackwood was needing assistance. She arrived at the given position about  six o'clock Thursday  evening, but there was no sign  of the vessel, but she cruised about and at 10:30 flares were sighted, and the vessel was soon seen. 

At  the time it was blowing a gale from the northwest and a heavy sea was running but Capt. Furneaux ordered No. 3 lifeboat to be launched in charge  of  Chief Officer Hinder, the bosun and 5 able seamen. There was much difficulty in getting to the schooner owing to the weather conditions and after getting along side the boat was damaged whilst after getting back to the steamer further damage was done although attempts were made to secure  the boat, it had to be abandoned.

The rescue of the  distressed men on the Jennie Blackwood was aided  by  the S.S. Lord Antrim  which  arrived on the scene soon after  the Nova Scotia  and was placed in a position to  give a lee to the lifeboat. Previously the steamer had  stated to the Nova Scotia  that she had lost a lifeboat and could not  assist the schooner's crew.

Capt. Furneaux  received many  congratulations for those who effected the rescue of the vessel's crew. In the darkness  of the night, with the weather intensely cold and such  a gale of wind and high sea raging the job was not a pleasant one but  was  carried out in such a manner as to call for  the commendation of the captain of the  Lord Antrim, the crew of the Lord Antrim, the crew of  the Jennie Blackwood  and Captain Kean on the Beothic and Capt. Burgess on the Meigle.  The passengers who saw  the  rescue are in their praises of the bravery  of  the men who performed  the gallant deed. 

So it was that Nova  Scotia in her first  baptism of  winter North Atlantic  performed  one of the great rescues in the long history of Furness and Warren Line  steamers  trading in some of the most perilous waters  of the Atlantic coast.  Jennie  Blackwood, which had sailed  from St. John's on 29 November  1929 ran into the worst  of a winter Atlantic  gale, swamped by waves and her boats smashed  while her crew had to  cut away the ship's bulwarks to let the seas run over the decks.  The ship's fresh water casks, too,  were smashed and food  ran out and  the prospects were grim indeed until Nova  Scotia and  Lord Antrim  hove into sight. 

When Nova Scotia docked at St. John's, Capt.  Edgard Rodgers, Mate John  Rodgers, Israel Rodgers., Anthony Cutler, Marshall Brown, Edgar J. Brown,  Fred Hounsell,  Hedley  Brown, Fred Cutler and Israel Horlick, came down her gangway having lost  all their possessions and their ship lost with but  a $3,000  insurance on it,  but with their lives and Nova Scotia  had added  another chapter of seamanship and selfless bravery in the story of the British Merchant Navy. 

Credit: Daily Mail, 15 December 1929.

After landing her survivors  and 13 of her passengers, Nova Scotia left St.  John's at noon on 15 December 1929, late owing to a very heavy  inward cargo and work  unloading it continued  all night and right  up to the hour  of sailing.  When she reached Halifax on the morning of the  17th (landing three passengers from Liverpool and 13 from St. John's with 41 in transit to Boston), her passengers and crew recounted more details of the rescue to The Evening Mail:

Fitful flares produced by dripping kerosene on a small fire in a water bucket on the deck of the schooner served as a beacon which guided the Nova Scotia in the darkness. Stripped of all sails and rigging with a few tattered remnants flapping in a strong wind, the Jane E Blackwood came to view in the dim light, a living skeleton of her former self ever threatening to carry her crew to destruction. 

Bound overseas the steamer Cairnmona had previously circled the wreck but had passed on in a blinding snowstorm, Then the hope of the harassed mariners gave' way to black despair. 

Meanwhile the  wireless of steamer was set  in motion  and the steamers Nova Scotia and Lord  Antrim were advised of the vessels position. Both ships raced to the scene guided by the fitful flares which occasionally lit up the vessel, and arrived practically  at  the  same time.

Captain S.  Furneaux manoeuvred his ship on the windward side of the Blackwood, while the lights of tbe Lord Antrim were distinguished on the opposite side.

Once the doomed vessels flares  went out and over the Nova Scotia spread a pall of gloom, it being feared that their arrival had been too late and that the vessel had sunk. 

Volunteers were called for, and Chief Officer A. Header commanded the lifeboat which put out from the Nova Scotia. Tons of oil was poured on the sea to subdue the giant waves.

Once clear of the ship the lifeboat's crew fought their way to the stem of the vessel lifted high on a foam-created wave embed down damaging the boat.

Forced to pull sway to avoid destruction the lifeboat returned again  and remaining  seven again reduced  to despair,  were taken off. 

In the open sea the boat strove back to the side of the Nova Scotia where its occupants climbed a monkey-ladder to safety with the exception of Captain Rodgers, master of the vessel, suffering with a chest injury, who was hoisted on board. 

Owing to the heavy sea the lifeboat was abandoned when it was found impossible to take It on board. The schooner was abandoned in a water-logged condition.

The Evening Mail, 17 December 1929.

Departing  Halifax at 5:00 a.m. on 18 December,  Nova Scotia arrived at Boston the following day,  landing her final 41 passengers, including four  from Liverpool.

Making her and the service's final crossing of the year, Nova Scotia left Boston on 21 December 1929  with  27 passengers and  made Halifax on the  afternoon of the  22nd where she  embarked 27 passengers for Liverpool, sailing for  St. John's on Christmas Eve. Christmas was observed at sea and Nova Scotia reached St. John's on Boxing Day morning. With 52 passengers, she departed for  Liverpool on the 27th.

In 1929

Newfoundland completed

• 9 westbound crossings carrying 591 passengers  and 9 eastbound crossings  carrying  580 passengers  for a total of 1,171 passengers.

Nova Scotia  completed

• 7 westbound crossings carrying 579 passengers and 8 eastbound crossings carrying 601 passengers  for a total of 1,180 assengers.

NB: These figures do not include interport (i.e.  St. John's-Halifax or Halifax-Boston etc)  carryings.

As was the lot of  all  their contemporaries built in the mid 'twenties,  Newfoundland and Nova Scotia  spent  three quarters  of their  pre-war careers during the  lean years of the  1930s and the  Depression.  This, of course, decimated trans-Atlantic traffic, both passenger and cargo,   ended  Canada's  subsidised immigration schemes and, in particular, had a profound effect on Newfoundland.  

The smallest self governing Dominion, Newfoundland (population 290,000) suffered an almost complete economic collapse when the price for fish,  its main export and mainstay of its undiversified  economy, plummeted. Unemployment was rife, two-thirds of the population was  on some form of public assistance and the government, already rocked by corruption, bankrupt.  As  a result, a royal commission was  set up which resulted in the island  surrendering its self-government for a semi colonial unelected Commission of Government under  a Crown appointed  Governor General, which  came into effect in 1934. 

Through  it  all,  Newfoundland and Nova Scotia carried  on although  the  service soon reduced  to  one ship during winter and even Nova Scotia filling in on Furness's New York-West  Indies run a few lean seasons. Such was the rigours of trade  that  by mid decade, Furness had  withdrawn their New York-London cargo passenger service, leaving Newfoundland and  Nova Scotia as the company's sole remaining liners on the trans-Atlantic route.  

1930

Inaugurating the new year and beginning her sixth in service,  Newfoundland left Liverpool on at 9:00p.m. on  7 January 1930 with 26 passengers  of whom 15 disembarked on arrival at St. John's on the 15th and 2,000 tons of cargo discharged before proceeding to Halifax where  she docked  on the 20th, landing seven and 240 tons of cargo. Newfoundland arrived at Boston on the  21st.

Turned around in double quick time, Newfoundland managed  to sail from Hoosac Docks,  Boston, at 11:30 a.m. on  23 January  1930 with 30 passengers  for Halifax and St. John's and 700 tons of cargo for Liverpool.  On departure from Halifax at 6:00 p.m. on the  25th, she  went out with 15 additional passengers, all but one for Liverpool and arrived at St. John's on the  27th. On departure for Liverpool the following morning, Newfoundland had 42 passengers.  After calling at Liverpool on 3 February, she  proceeded  to Glasgow where  she arrived for drydocking on the 9-12th. Newfoundland returned to Liverpool on the  13th to begin loading for North America.

Credit: The Daily News, 8  February 1930.

Perhaps intent on a less adventurous voyage to start the year than she ended  the last,  Nova Scotia  (now commanded by  Capt. A. Hender,  former Chief Officer  who was replacing  Capt. S. Furneaux who  was recuperating from an operation and expected to be out for three months) and her 33 passengers  took leave of  Liverpool on 27 January 1930. In this they were disappointed as the Daily News described a day after her arrival at St. John's on 7 February:

The passage was marked by a succession of gales and head winds which delayed  the ship somewhat but the ship suffered no  damage as  a result. She was off the port yesterday morning but owing to the thick weather did not come in until it was clear.

The ship did not berth at the Furness wharf until last  night. After  coming  into port she made four attempts to get to the pier but owing to  the high  wind prevailing was unable to do so. The passengers  and mails were landed in the tugs. The ship had no difficulty in breaking up the ice  in the  harbor but when endeavoring to turn in the harbour the wind and ice prevented her. Last  night, however, the ice  had drifted  out and the  ship was able  to haul in. The  work of discharging will begin this morning  and the ship will probably be ready  to sail for Halifax and Boston sometime  on Monday.

The Daily  News,  8 February 1930.

Both two  days late, Nova  Scotia  and the  Baltic  American Line's Estonia  arrived  at Halifax the morning of 12 February 1930 where the Furness liner landed seven passengers from Liverpool and others from St. John's.  To make  up  the delay,  she  had short turnaround  there, sailing  the same evening for Boston where she  docked the morning of the 14th with her two remaining Liverpool passengers and 28 from St. John's  and Halifax. 

Mersey-bound after  a short turnaround, Nova Scotia  left Boston on 15 February 1930 with  cargo with no passengers for Liverpool but  several prominent Newfoundlanders bound for  St.John's including the Hon. R.B. Job,  director of Job Bros..  Even the short passage to Halifax was endured in the worst winter weather with a fierce blizzard driven by a 50-mph gale and "very  heavy seas raging along the coast" as Nova Scotia made her way up. "Seven hours late on her scheduled run the Nova Scotia dropped anchor  in the stream at 10 o'clock last  night and shifted to  her  berth at Pier  3 this morning…. Badly  iced up  the  Nova Scotia resembled an iceberg upon arrival."  Departing Halifax  on the 18th, she had a  total of 27 passengers on sailing from St. John's for Liverpool on the  21st where  she arrived  at 9:00 p.m. on the  27th.

Credit: The Daily News, 26  February 1930.

Spruce from her drydocking, Newfoundland departed Liverpool on 18 February 1930 with all of 15 passengers and of them, eight left her on arrival at St. John's the evening of the 25th, "after  making a good run across during which fair weather prevailed. Since leaving her last  the ship has  been undergoing her annual overhaul and is now in readiness for taking up  the summer's work on this  service." (Daily News, 26  February 1930).  But delayed by working cargo, she did not leave until the  evening  of  the 28th,  a day off her schedule and arrived at Halifax on 2 March. She came into Boston on the 3rd, with three passengers from Liverpool, 30 from St. John's and seven from Halifax as well as 600 tons of cargo. The Boston Globe reported:  "Owing to the great stretches of field ice and bergs off the Newfoundland coast the Furness Line steamship Newfoundland, Capt Foxworthy, which arrived at Hoosac Docks today from Liverpool and Glasgow, was compelled to make a long detour to make clear water. The steamer called at St Johns to land passengers and cargo and after leaving there heavy ice was encountered. Capt Foxworthy steered southerly course until reaching Virgin Rocks, and then headed for Halifax, where another call was made."

Sailing from Boston at 11:00 a.m. on 6 March 1930,  Newfoundland arrived at Halifax on the following  afternoon.  On departure from St. John's  on the 11th, she went out with 24 passengers for Liverpool. 

With 56 passengers aboard, Nova Scotia cleared Liverpool 6 March 1930. Among those aboard were 36 boy emigrants going out  to settle on farms in Canada under  the auspices of the Salvation Army after being trained at the Hadley Farm Colony in Essex.  She also  carried shipwrecked Capt. John  H. Willis and his five-man crew of the three-masted schooner Dorothy Baird, lost  in a storm in January 450 miles off Bermuda en route from St. John's to Brazil and rescued by the  British Valour,  a tanker, and taken to England and now headed for home.  After an uneventful voyage, she docked at St. John's on the 13th, landing 12 there and departing  for Halifax the afternoon of  the 15th where she arrived on the 17th to disembark the last 44 of her Liverpool passengers. Capt. Hender had her off Boston Quarantine the evening of the  19th and alongside Hoosac Docks the  following morning.  There, Nova  Scotia  disembarked 55 passengers, all from St. John's and Halifax. 

Nova Scotia sailed  from Boston at  11:30 a.m. on 22 March 1930 and upon departure  from Halifax on the evening of  the  24th, numbered among  her passengers to  St. John's, Sir John Crosbie, former Prime Minister of  Newfoundland, Lady Crosbie and their  two daughters,  as well as seven passengers for Liverpool.  Nova Scotia made fast work of her St. John's call, arriving there on the 27th at 9:00 a.m. and off for Liverpool that evening at 11, with a rather light list of only 23 for her efforts. She arrived at Liverpool the morning of 2 April.

From Liverpool on 25 March 1930 with 67 passengers, Newfoundland  arrived at St. John's at midnight on 2 April, landing 34 before resuming passage  and left there on the 4th. Coming into Halifax on the 6th, she disembarked 29 passengers, Newfoundland concluded  her  westbound crossing on arrival at Boston on the  7th. Where her remaining four passengers  from Liverpool disembarked.

Credit: The Daily News, 15 April 1930.

It was another quick turnaround and the morning of 9 April 1930  found  Newfoundland standing  out  of Boston Harbor, Mersey-bound, with 32 passengers (seven for Liverpool) and 500 tons of cargo. Among those landing  at  Halifax the following was Miss  Elaine Squires,  daughter of  the Premier  of Newfoundland.  On departure at 6:00 p.m. on the 12th, Newfoundland  had 17 for England aboard. Coming into St. John's the morning  of  the 14th, her  ensuing  departure  that evening for Liverpool was delayed when a heavy  gale swept into the  harbour and she did  not  get away until the following morning, having aboard 30 passengers for  the Old  Country.   Newfoundland arrived at Liverpool at 4:00 a.m. on the  21st.

Departing Liverpool on 12 April  1930 with 82  passenger, Nova Scotia arrived at St. John's on the 18th, landing 24 and sailing for Halifax at 1:00 p.m. on the 21st,  she docked there  on the  23rd where 50 of her Liverpool passengers disembarked. Nova Scotia came into Boston on the 24th.

For the first  time that year, Nova Scotia attracted some Britain-bound passenger  trade from Boston, leaving  the port  on 26 April 1930 with 13 aboard. Embarking another 23 for England at Halifax on the 29th, the Furness  liner arrived at St. John's the morning of 1 May and passed out of  St. John's that  evening   with a total of  64 aboard for Liverpool where she arrived  at 1:00  a.m. on  the  8th.. 

Newfoundland cleared Liverpool for North America on 29 April 1930 with 90 passengers. Arriving at St. John's  on 6 May where 33 of her passengers  left here,  she proceeded to Halifax, docking  there on the 10th and disembarking 38.  It was on to Boston where Newfoundland came in on the  12th, landing 19 passengers from Liverpool, 58  from St. John's and five from Halifax. Among those aboard was Capt. Robert Bartlett who was been with  Peary on his Arctic expedition. 

It was noon on 14 May 1930 that Newfoundland cast off from Boston's Hoosac Docks with 95 passengers for Nova Scotia and Newfoundland  and  10 for England, "most of these  booked through for Liverpool are officers of Prince Line steamers in the South  American trade." (Boston Globe).  She arrived at Halifax the afternoon of the 15th, docking at Pier  3, with  eight passengers  landing there and 88 in transit for St. John's  and 10 for Liverpool.  Departing at 6:00  p.m. on the 17th, Newfoundland  reached  St. John's the morning of the 19th and  was off  for England  the following  morning, taking  with her 67 passengers, arriving at Liverpool on the  26th.

Credit: Evening Express, 20 May 1930.

Whilst being loaded  for her departure for North  America the following day, a stevedore, John Howard, 31, of  Bootle, was struck in the face by cargo being swung aboard Nova Scotia  in Hornby Dock on  19 May 1930 and taken to Bootle General Hospital but died from his injuries. 

With 94 aboard, Nova Scotia  departed Liverpool on 20 May 1930 and on arrival at St. John's, landed 47 before  proceeding to Halifax on the  29th where  she docked on the 31st, disembarking 36 of her Liverpool passengers. Coming into Boston the afternoon of 2 June, Nova Scotia had 85  passengers (11 from Liverpool) and 300 tons to land there.

Homeward bound, Nova Scotia sailed from Boston at 11:30 a.m. on 4 June 1930 with 60 passengers (20 for Liverpool) and 600 tons of cargo. Among those aboard was Capt. H. Jeffries-Davis,  commander of  the Furness Bermuda Line's flagship Bermuda who was bound for  Newcastle to  supervise  the construction of her running mate, Empire State (which  would be launched  as Monarch of Bermuda), accompanied  by his  wife  and daughter. On departure  from  Halifax on the 7th, Nova Scotia had added 42 passengers for Liverpool.  Clearing St. John's for England on the 10th, she had a total of 85 passengers aboard.  Nova Scotia  returned to Liverpool on the  16th. 

Newfoundland, sailing from Liverpool on 6 June 1930, had 52 passengers disembarking  on arrival at St. John's on the 12th. She left for Halifax on the 14th and with 14 landing there on the 16th.  Newfoundland came into Boston on the afternoon of the 19th to land her final passengers from England, including 18 British seamen  en route to New York to join the Prince Line's Corsican Prince, and two cabin passengers as well as 80 from St. John's and Halifax.  "Heavy fog  caused some delay to the vessel, but otherwise the passage was pleasant and uneventful."  (Boston Globe). 

Departing Boston at 11:30 a.m. on 21 June 1930, Newfoundland went out with a good list of 48 to  which  33 were added at Halifax whence she sailed on the  24th. By the time she cleared St. John's on the  27th, Newfoundland had 122 passengers for Liverpool where she arrived at 9:30 a.m. on 3 July. 

Credit: Liverpool Daily Post,  2 July 1930.

Owing to its proximity to the British Isles, Newfoundland played a unique part in the early  days  of trans-Atlantic aviation with Harbour Grace airport there figuring in many of the pioneering trans-ocean flights since the end of the war.  And, as such, Furness liners often transported the pilots, mechanics and aeroplanes to Newfoundland.  Among the 109 embarking Nova Scotia at  Liverpool on 24 June 1930 was Squadron-Leader Charles S. Wynn-Eaton, DSO, a mechanic and their "Puss" Moth monoplane, bound for St. Johns' to attempt a solo flight  from Harbour Grace to Stag  Lane Aerodrome, London on 10 July. Arriving at St. John's late in the evening of 30 June, Nova Scotia landed her aviator, mechanic and plane along with 31 others.  On reaching Halifax on 4 July, another 32 disembarked including two shipwreck survivors returning home:  

Joseph Clarke and Charles Scott, of the crew of the Lunenburg banker Madelyn E. Hebb, who were picked up by the tern schooner St. Clair Theriault and for three days were adrift in an open dory boat without food, arrived back in Halifax yesterday aboard the Furness liner Nova Scotia. They were taken to Liverpool from Funchal, Maderia, where they were landed by the steamer Herschel. The two men will return to Lunenburg today.

While fishing about 100 miles off Scattarie Islands, Clarke and Scott became lost in a dense fog.

The Evening Mail, 5 July 1930.

Nova Scotia  landed her  final 16 Liverpool passengers at Boston on 7 July 1930.

With no fewer than 176 passengers aboard, 27  destined for Liverpool, Nova Scotia departed Boston at 11:30 a.m. on 9 July 1930. She added 35 Liverpool passengers at Halifax on the 12th and arrived at St. John's at 7:00 a.m. on the 14th. Departing the next day for  Liverpool, Nova Scotia  had 105 passengers aboard. 

Newfoundland's  11 July 1930 sailing  from Liverpool went out with 71 passengers. "After making a good run across during  which fair  weather  was experienced," she arrived at St. John's on the morning of the 17th, 37 of  her passengers disembarked.   Departing there  on the 19th, Newfoundland got into  Halifax on the 21st, landing 22 passengers at Pier 2,  and  proceeding to Boston where  she docked on the 23rd with 73 passengers including 13 from Liverpool.  She just made it in at 7:00 p.m. before Quarantine was closed for the night.  Shifting the following day from Pier 41 Hoosac Docks to Pier 48, Mystic Wharves, she  loaded 48,624 bushels of wheat,  the first such shipment on a Furness ship in some time.

Newfoundland sails from Boston 26 July 1930. Credit: William B. Taylor photograph, The Mariners' Museum. 

Newfoundland was homeward bound on 26 July 1930 and cleared Boston with 13 fares for England. She embarked another 30 at Halifax on the 29th and arrived  at St. John's on the morning of  the 31st. On departure on 1 August, Newfoundland had 87 for Liverpool.  She came in at 8:00  a.m. on the 7th.

With an excellent list of 135, Nova Scotia departed from Liverpool on 29 July 1930.  She got into St. John's  at 2:00 p.m. 4 August (landing 65 there) and departing at noon on the 6th,  reached Halifax on the  8th, The Evening Mail reporting  that  "ideal weather  was  reported. The  voyage was without incident," and 45 disembarked there.  The  westbound crossing ended on arrival at Boston on the 11th (actually arriving off  Quarantine the previous  evening and anchoring before coming  in the  next morning), landing 110 passengers including the final 37 from Liverpool. 

Sailing for  England on 13 August 1930,  Nova  Scotia left Boston with 10 passengers for Liverpool and embarked  37 more at Halifax on the 16th and considerably more for Newfoundland.  Arriving at St. John's on the 18th, Nova Scotia  departed there for Liverpool the  following morning with 96 aboard, arriving on the 24th.

Newfoundland's 15 August 1930 sailing from Liverpool  sold 96 tickets.  She reached St. John's at 11:30 a.m. on the 21st, landing  36,  and  departing for Halifax on the 23rd, Newfoundland docked there at 8:00 a.m. on the 25th, disembarking 29.  Completing  what  the Boston Globe called "a quick run from Liverpool,"  she arrived off Boston  Quarantine  the evening of 27th, and came alongside  her Hoosac Docks pier, Charlestown, the following morning.  She  came in with a full list of 190 of whom 42 were from Liverpool,  including Capt. H.  Jeffries-Davis, Captain  of the Furness Bermuda Line  Bermuda, and wife. 

Newfoundland departs Boston 30 August 1930. Credit: William B. Taylor photograph, The Mariners' Museum.

Putting in  a quick turnaround there,  Newfoundland  left Boston 30 August 1930 with eight for Liverpool and had another 21 for England on clearing Halifax on the evening of 2 September and got into St. John's the evening of the 4th. On departure for Liverpool on the  5th, Newfoundland left with 87 aboard and arrived at 1:00 p.m. on the 11th.  

The traditional end of summer westbound busy season was manifested in Nova Scotia's 2 September 1930 departure from Liverpool with  124 passengers.  Arriving at St. John's on the 8th, and landing 46, she did not get away until noon on the 11th owing to working a heavy inbound cargo. Disembarking 42 at Halifax on the 13th, Nova Scotia arrived at Boston on the afternoon of the 15th. Instead of her usual pier,  she docked at Pier 50 Mystic Wharves to load 40,000 bushels of grain for her homeward crossing.   She  came in with a good list of 160, 36 from Liverpool.

Following  the loading of her grain, Nova Scotia shifted to Furness' Hoosac Docks pier to load for home,  departing Boston at 11:30 a.m. on 17 September 1930 with nine passengers for Liverpool. Leaving Halifax on the 20th after embarking 26 for England, Nova Scotia left St. John's on the 23rd with 85 for Liverpool where she docked on the  29th. 

The 16th of September 1930 saw Newfoundland and her 77 passengers taking leave of Liverpool, North America bound. They reached St. John's on the 24th where 20 left her and another  30 at Halifax on the 29th. Newfoundland got into Boston the evening of 2 October and after anchoring off  Quarantine for the night, came alongside her Hoosac Dock slip the following morning with 103 passengers to land, including 15 from Liverpool, 67  from St. John's and 21 from Halifax. 

Homeward bound, Newfoundland departed Boston on 4 October 1930 with eight embarkees for Liverpool.  Adding 27 more at Halifax on the7th, upon sailing from St. John's on the  10th,  she had  44 aboard for Liverpool where  she arrived on the  17th.

With 57 passengers, Nova Scotia left Liverpool on 7 October 1930. Among them were two representatives, Mr. H. Trevor Lloyd of Bristol University and Mr. John Mitchell of  Aberdeen University, representing the National Union of University Students of the United Kingdom, in a series of student debates at 22 universities and colleges in Newfoundland and Canada. The six subjects chosen for the debates  were: "That democracy has failed," "Organised Labour should not take part in politics," "There should be a tax on bachelors',  "Empire Tariffs"; "Maidens, like moths, are ever caught by glare" and "This House  favours the establishment  of a dictatorship."  Nova Scotia  came into St. John's  at 2:30  a.m. on the 14th, landing 17 passengers, and departed  for  Halifax the morning of  the 16th where she arrived on the 18th, disembarking 20 passengers. On arrival at Boston on the 20th, she landed her remaining six Liverpool passengers  and 72  others  from St. John's and Halifax. 

From Boston on 22 October 1930, Nova Scotia sailed for  home with six passengers  for  Liverpool,  clearing  Halifax on the 25th with 20 more(as well as 5,000  barrels of apples)  and reaching  St. John's the  morning of the 27th. On departure from there on the 29th, Nova Scotia had 42 passengers for Liverpool where  she arrived at daylight  on  the 4th.

There were  52 customers for Newfoundland's 23 October  1930 sailing  for  North America. Arriving  at St. John's on the  afternoon on the 30th, 29 took leave of her there and she was off  for Halifax on  1 November where she docked on the 3rd to land 19 passengers. With four passengers from Liverpool,  61 from St.  John's and six from Halifax, Newfoundland  came into  Boston on the 6th, docking at Piers 40-41, Hoosac Docks. Her  Liverpool passengers included Mrs. M. Milne, wife of the chief engineer  of Siamese Price, and Mrs. G. Crowe, wife of that ship's  second  engineer.

The Mersey-bound Newfoundland passed out of Boston Harbor on 8 November 1930 with three passengers,  left Halifax on  the 11th with 34 more  and arrived at St. John's on the 13th.   With a total of 52 aboard, she  sailed for Liverpool on the 14th, arriving  on the 20th. 

Nova Scotia left Liverpool on 13 November 1930 with 24 passengers. She also had the  new plates and stern post for the Newfoundland Railway's  steamer Caribou (1928) which been damaged in a grounding  and drydocked at St. John's  for repairs. Arriving there on the 19th, Nova Scotia landed  10  passengers and another six at Halifax on the  24th. "Reporting  boisterous weather part of the way across," (Boston Globe),  the  liner came into Boston the morning  of the  27th with 30 passengers, including six from England. 

Passing out of Boston on 29  November  1930 for England, Nova Scotia  had eight  passengers for the Old Country with another 12 embarking at Halifax on 2 December.  On departure for Liverpool from St. John's on the 5th,  Nova Scotia had 63 passengers aboard and arrived at 6:00 p.m. on the 11th

 

Starting her last voyage of the year,  Newfoundland departed Liverpool on 2 December 1930, having all of 23 joining her. Reaching St. John's the morning of the  9th, landing  15 there and sailing for  Halifax on the 10th, she docked on the 13th, disembarking four.  At Boston on the  15th,  Newfoundland came in with 12 passengers, the  three  remaining  from Liverpool were an engineer returning to Northern Prince and two others  joining Castillian Prince at New York. 

With a large party of Newfoundlanders  returning home for Christmas,  Newfoundland left  Boston on 17  December 1930, having also aboard two for Liverpool. Embarking 13 more at Halifax on the 20th,  she arrived  at  St. John's at 10:00 a.m. on the 22nd.  She left for Liverpool the following  day  with 26 aboard, arriving there  on the  29th. 

Nova Scotia's  next voyage  straddled the old and new years, departing Liverpool on 20 December 1930 with only 10 names on her passenger list.  Reaching St. John's on the 27th,  she landed six there and departed for Halifax on the  30th.

In 1930

Newfoundland completed

• 10 westbound crossings carrying 600 passengers  and 10 eastbound crossings  carrying  680 passengers  for a total of 1,280 passengers.

Nova Scotia  completed

• 9 westbound crossings carrying 689 passengers and 8 eastbound crossings carrying 629 passengers  for a total of 1,318 passengers.

NB: These figures do not include interport (i.e.  St. John's-Halifax or Halifax-Boston etc)  carryings.

Newfoundland coming into St. John's. Credit: eBay auction photo.

1931

Arriving at  Halifax on New Years Day,  Nova Scotia departed at 3:00 p.m. on 3  January  1931 for  Boston where she disembarked  her final two passengers from Liverpool and 11 from Halifax.

With only two embarks for England, Nova  Scotia left Boston on 7 January 1931, adding eight on departure from  Halifax on the 10th for St. John's, arriving there on the afternoon of  the  12th, "after making  a  good run," and landing nine from  Boston  and seven from Halifax. Departing the following  day  for  Liverpool,  Nova  Scotia left with  24 passengers and docked there  at 4:00 p.m. on the  19th.

Making the first westbound crossing  of the new year, Newfoundland finally  cleared  the Mersey  on the  evening of 7  January  1931, a day late owing to dense  fog shrouding Liverpool harbour, with  12 passengers and 840 tons of cargo  for St.  John's, two passengers and 180 tons for Halifax and  one passenger for Boston.  "After making  a fairly good trip across,"  she came into St. John's  on the 14th. She left for Halifax on the morning of  16th where  she  arrived the following  day. It was on to Boston where Capt.  Foxworthy  had Newfoundland alongside Hoosac  Docks the  morning of the  19th, clocking 10 days 7  hours  for  the  run from Liverpool  including  her port  calls, "with  the exception of  gales between  the last two ports, the  weather was moderate in  crossing." (Boston Globe, 20 January  1931).

On departure  for Liverpool at 11:30  a.m. on 21 January  1931,  Newfoundland  went out  with 10 passengers, only  one, R. Campbell, a Furness Prince Line officer returning home on leave, bound for England. On arrival at Halifax on the  22nd, four landed there and she  embarked two for Liverpool on the  24th.  Arriving at St. John's on the 26th, she departed for England the following day  with 21 aboard and arrived on 1 February. 

Passengers were sparse that winter owing to the  season and  the ever worsening  Depression, and there  were just  14 takers for Nova  Scotia's 27 January  1931  westbound sailing. Of these, seven left her on arrival  at St. John's at 5:30 p.m. on 3 February, "after making a good run across." Sailing for  Halifax on the 5th where she disembarked two of  her Liverpool passengers on the 7th with the last remaining five landing on arrival at Boston on the 9th in addition to 18 from St. John's and  two from Halifax as well as 400 tons  of cargo.

There were 30 passengers embarking  Nova Scotia  at Boston on 11 February 1931, five through booked to  Liverpool,  and 500 tons of  cargo  in  her  holds as she cleared her  Hoosac Docks slip at  11:30  a.m. One her Liverpool passengers was Mrs. J.M.  Smith, wife  of  the commander  of Japanese Prince,  returning home  after visiting her husband.  On departure from Halifax at 6:00 p.m. on the  14th, she  had embarked only  an additional  four  for Liverpool.   Meeting back  weather  en route, the ship wired the agents in St. John's on the 15th that arrival there would be delayed and she came at noon the following  day. 

Nova Scotia sailed from St. John's  midnight on 16  February  1931 and soon after departure evidently struck a glancing blow on Chain Rock, at  the entrance to the Narrows of St. John's Harbour.  Thirteen miles into her passage, leakage was discovered in a double bottom tank on the port side and Capt. Furneaux considered it prudent  to return to  port. Her Canadian mails were put aboard the Halifax-bound  Rosalind sailing  on the 18th for transhippment.  An ensuing survey of the ship revealed that  a hull plate had been cracked and rivets loosened by the impact of striking the rock. 

On 20 February 1931 it was reported in the Daily News that  that "the S.S. Nova Scotia will go on dry dock  here. Owing to the fact  that the sealing  steamers Eagle and Neptune have to attended to first at the dock,  it is unlikely that it will be possible for the Nova Scotia  to enter  before  the  27th inst.. In the meantime the ship is berthed in the stream. The passengers that  arrived here on the ship  from Boston and Halifax together  with  the  passengers that  left here on the ship for Liverpool will be sent to Halifax on  the Newfoundland  sailing here to-morrow and these will be sent to Liverpool on the Cunard liner Ausonia  which leaves Halifax on Monday  night.  This arrangement has  been made by Messrs. Furness Withy & Co., so that the delay to the passengers in arriving  at  their destination will be very little."

Prior to drydocking, Nova Scotia went outside  the Narrows at St. John's on 26 February 1931 "for the purpose of having her  tanks  cleaned out. After she got  outside, fog closed in over  the Narrows and she  did  not return again until 5.30 yesterday  afternoon."  (Daily  News,  27 February 1931.)

Credit: The Daily News, 3 March 1931.

Once in dry dock, a survey of  the damage done  to Nova  Scotia was undertaken on 3 March 1931 by  Mr. A.Glen of  the London Salvage Association, Mr. D. Macfarlane, Lloyd's  Surveyor, Capt. J.W.  Harrison, Furness Withy superintendent at  Halifax, and  Mr.  R. Thompson of the St. John's  Dry  Dock office. It  revealed that nineteen plates were badly  dented under nos.  1, 2, 3, 4 holds on the port side, and a number of rivets started.  In all, about  150 ft. of  the ship's bottom was dented and  damaged.  In view of the  extent of the  damage  and the  fact that the ship was  due  for her  annual  survey  and drydocking  in Liverpool  at the  end of this  voyage, it  was decided  to effect temporary  repairs only.  These entailed tightening  the  rivets and recaulking bulged seams.  

Credit: The Daily News, 5 March 1931.

On 5 March 1931 Nova Scotia was floated  off  the keel blocks at St. John's Dry Dock at 4:00 p.m. and the  ocean going tug Foundation Franklin and the tugs Mouton and Hugh D. pulled  her out of the dock and turned  her around  in the  harbour, after which she immediately steamed out  of the Narrows at 5:00 p.m.  to resume hermuch  interrupted  passage  to Liverpool, carrying some cargo but  no passengers. Nova  Scotia arrived  at Liverpool on the 12th  at 8:00 p.m. 

To replace Nova Scotia in the Newfoundland mail service, Incemore departed Liverpool on 5 March 1931 for St. John's, arriving on the 12th and departing on the 27th.   She carried  two passengers outbound and  one  on the return. 

Credit: The  Daily  Telegraph, 26  February  1931.

On 26  February 1931 H.M. King  George  VI awarded the Bronze Medal for Gallantry  to crew members of Nova  Scotia for their rescue  of the crew of Jane  E. Blackwood  on 29 November 1929. Receiving the award were  Chief  Officer Alfred Hender, Boatswain Patrick Craine,  Seamen Norman Cody, William Heaps, William James Hemmings, George  Saunderson and Edward  Douglas Thorkilson. 

Newfoundland,  which sailed  from Liverpool on 12 February 1931 arrived at St. John's  on the  20th,  landing  five passengers there and left the following  day for Halifax. Coming into Boston late  afternoon on  the 25th with 36 passengers, all from St. John's and Halifax, Newfoundland also  landed  a small cargo. 

Credit: The Daily News, 5 February 1931.

With nine passengers  for Liverpool, Newfoundland departed Boston on 28 February 1931 and left Halifax on 3 March with another five  passengers. On  the 5th, the Furness  Red Cross liner  Rosalind  lost her  screw in a raging gale halfway between  St. John's  and  Halifax and  Newfoundland was initially  ordered to head to her aid but instead, the Dutch tug Rhoode  Zee was dispatched to her rescue,  arriving the evening  of the  7th and taking her  in tow  to Halifax with  her 35 passengers still aboard.  The same bad weather  that  endangered Rosalind did not spare Newfoundland, which "left Halifax at  four o'clock Tuesday  afternoon and soon afterward ran into the heavy  gale that was raging off  the Nova  Scotia coast. All  Wednesday the ship was battling with the  heavy  seas and her progress was much delated, She  came through it all, however, without any damage,"  (Daily  News) and docked at St. John's at 5:00 p.m. on the 5th. Leaving for Liverpool at noon on the  6th, Newfoundland arrived at 3:00 a.m. on the 13th.

With Nova Scotia missing a trip for drydocking and repairs, Newfoundland departed from Liverpool on 19 March 1931 with 56 passengers.   Arriving at St. John's at 2:00 p.m.  on the  25th, 22 of her passengers left here there. Departing there on the  28th, she docked at Halifax the morning of the 30th, landing 11 from Liverpool. Coming alongside Pier 41, Hoosac Docks, the morning of 2 April, Newfoundland brought  in 55 passengers, including eight from Liverpool among them Capt. J. Holloway coming over to  assume command of Malayan Prince  at New York. "Capt. Foxworthy said that with the exception of  heavy fog approaching  the Massachusetts coast,  the weather was seasonable during  the passage." (Boston Globe). 

Homewards, Newfoundland cleared Boston on 4 April 1931 with three passengers for Liverpool, picked up eight more  at Halifax on the 7th and came into St. John's where she arrived on the morning of the 9th, landing a good number of passengers from Boston and 11 from Halifax.  On departure that evening for Liverpool, she had 23 aboard.  Arriving at Liverpool at 5:00 p.m. on the  16th, Newfoundland had logged 11 days for the full passage,  including port stays, from Boston. 

Credit: The Boston Globe, 29 April 1931.

Resuming service after extensive hull repairs, Nova  Scotia departed Liverpool on 16 April 1931 with 62 passengers. Landing 36 at St. John's on the 22nd, she proceeded  to Halifax, arriving on the 26th, disembarking 20 there. Nova Scotia's docking at Boston on the 29th, where she anchored off Quarantine at 8:00 a.m., was delayed by a disarrangement of  her anchor windlass and she did not come alongside her  Hoosac Docks slip until 11:00 a.m.. Among the 43 passengers (six from Liverpool) were His Grace Edward Patrick Roache, Archbishop of Newfoundland, his secretary Dr. Edward Leo  Sharpe and the  Rev. Randall J. Green, en route to  New  York. 

Departing Boston on 30 April 1931 for Liverpool, Nova Scotia had six embarkees for the port as well as 10 for Halifax where she docked on 1 May, departing on the 2nd with 19 more for Liverpool and more for St. John's. Upon sailing  from there at 9:00 p.m. on the 4th, she went out with 48 aboard for Liverpool, arriving on the 11th. 

Starting her new westbound  crossing late awaiting cargo,  Newfoundland passed  out  of the Mersey on 6 May 1931 with a light list of 32 passengers, 23 for St. John's, nine for Halifax and none for  Boston. Arriving at  St. John's  on the  morning of the  12th, she  was off for Halifax in two days and docked there on the 16th and coming into Boston the  morning of the  18th. She brought in 23 passengers from St. John's and 15 from Halifax and 750 tons of cargo. 

Getting back on schedule, Newfoundland left Boston at noon on 19 May 1931 after just a 24-hour turnaround there, with a 500-ton cargo and six passengers for Liverpool including Mrs. Stanley Burns, wife of  the captain of the Furness Red Cross liner Nerissa, and daughter, Margaret.  On departing Halifax on the 21st, she had 17 additional passengers  for Liverpool and arrived at St. John's  the morning of the 23rd. Sailing for Liverpool on the 24th, Newfoundland had 33 passengers for the Old Country and docked there at 3:30 a.m. on the 30th.

Managing a fair list of 65 passengers, Nova Scotia took leave of Liverpool on 19 May 1931, reaching St. John's on the 25th, landing 38 there, she had another 22 disembarking at Halifax on the  28th. Among those landing from St. John's were the Hon. P. Cashin,  Newfoundland Minister of Finance and C.J. Fox and J.J. Arnott, members of the Newfoundland government. There were just five left from Liverpool to land, among 27 passengers  in all,  when Nova Scotia  tied up at Piers 40-41, Hoosac Docks,  Boston early on 1 June.  

Departing  Boston for Liverpool on 3 June 1931, Nova Scotia  took out a dozen passengers for England and embarked another 47 at Halifax on the 6th. Casting off from Pier 3 at 3:00 p.m.,  she came into St. John's at 8:00 a.m. on the 8th and left for Liverpool at noon on the 9th with 84 passengers, where she arrived on the 15th.  

Leaving Liverpool on 5  June 1931 with 44 passengers, Newfoundland got into St. John's at the remarkably inconvenient hour of 3:00 a.m. on the 11th, her 20 passengers for the port getting to disembark after breakfast and her in transit passengers "stretched their legs." After embarking 31 for Halifax and Boston, she departed at noon on the 13th and docked  at Halifax on the  15th, landing nine passengers there.  Newfoundland arrived at Boston on the  18th, with  50 passengers, 17  of whom were from Liverpool.  " The northern steamship track is unusually clear of ice this season, according to Capt. Foxworthy of the Furness Liner Newfoundland, in today from Liverpool via St Johns and Halifax. He said that usually off the Newfoundland coast he encountered icebergs and field ice at this time of this year, but this season he has seen only four bergs, and those were seen on previous passages." (Boston Globe, 18 June  1931).

Mersey-bound, Newfoundland sailed from Boston on 20 June 1931 with 29 for Liverpool, embarking  45 more at Halifax on  the  23rd and reaching St.  John's at 4:00 a.m. on the  25th. Leaving there  the  following day  at  noon, she  had a good list of  109 for Liverpool  where she docked at 5:00 a.m. on 2 July.

With 59 passengers, Nova Scotia cleared Liverpool  for North America on 23 June  1931. Of  those,  38 left her on arrival at St. John's  on the 29th and  15 at Halifax on 3 July plus  15 others  from St. John's.  The Furness liner  made it on time unlike  General von Steuben of N.D.L. which was  held up  by fog later that morning off  Cehbucto  Head and did come in until  that afternoon.  Nova Scotia came into  Boston on the 6th, landing her remaining six Liverpool passengers  and others from  Halifax  and St. John's.

Credit: The Daily News, 14 July 1931.

Departing Boston for England on 8 July 1931 with 23 passengers,  Nova Scotia  called at Halifax 10-11th, embarking 46 there for the trans-Atlantic crossing and reached St. John's at 7:00 a.m. on the 13th, having aboard a total of 188 passengers of whom 118 disembarked there.  Mersey-bound, she was off  the following day with 97 passengers, arriving  Liverpool at 10:00 a.m. on the  20th.

Credit: Boston Globe, 23 July 1931.

Outbound  from Liverpool  on 10 July 1931 with 62 passengers, Newfoundland came into  St. John's on the 16th at 3:00 p.m., landing 26 passengers, mail  and 750 tons of cargo, making good time despite  heavy fog off the coast.  Among  her passengers was The Hon. Sir Edgar Bowring.    Off for Halifax on the 18th at noon, she had 20  disembarking there  on arrival on the 20th.  When Newfoundland  docked at Boston the morning  of  the  23rd, she had 64 passengers aboard, only six of whom were from England.  Among them was Mrs. Gladys M. Crowe, wife of the chief  engineer of Siamese Prince, and five-year-old son,  Donald, arriving just as her husband's ship  arrived  from the Far East. Other  Furness staff aboard were Norman Archer, chief engineer, joining Western Prince at New York and Walter K. Clubley, joining Eastern Prince. There was also a rare couple,  Mr. and Mrs. Philip M.R. Butcher, making the full roundtrip. 

Capt Foxworthy reported heavy fog part of the distance, particularly off Newfoundland. He said he answered a distress signal from the auxiliary fishing schooner Liberty at 4 p m yesterday 96 miles east of Boston Light vessel. The vessel was broken down and had been drifting in fog two days. The skipper of the Liberty requested that a Coast Guard boat be sent to his assistance and Copt Foxworthy sent a wireless to the Coast Guard with the result that a boat was immediately dispatched to the aid of the crippled fishing craft.

The Boston Globe, 23 July 1931.

Credit: Hull Daily Mail, 6 August 1931.

Newfoundland left Boston for Liverpool on 25 July 1931 with nine passengers for there, joined by 26 others at Halifax on the 27th, departing there at 3:00 p.m..  Arriving at St. John's at 7:00 a.m.  on the 29th, she sailed on the  31st for Liverpool with  56 passengers, among them being Sir Richard Squires, Premier of  Newfoundland, and arrived on 6 August. 

From Liverpool on 28 July 1931, Nova Scotia went out with 96 passengers which by standards of the much depressed trans-Atlantic market was pretty good going. Arriving at St. John's at 5:00 p.m. on 3 August, she landed 45 there and departed for Halifax on the 5th where she disembarked 31 passengers. Arriving at Boston Quarantine too late to be granted practique on the 9th, Nova Scotia came in the following morning at 8:00 a.m. landing her remaining 19 passengers from Liverpool and others from St. John's and Halifax.  

Credit: Halifax Mail, 15 August 1931.

After a 48-hour turnaround there, Nova Scotia cleared Boston on 12 August 1931, with nine Liverpool passengers and significantly  added to that on departure from Halifax on the 15th, with 28 joining here there. Coming into St. John's on the  17th at 6:30 a.m.,  she landed a considerable number of passengers from Boston and Halifax.  Embarking another 28 for England, Nova Scotia  sailed at noon on the  18th with a total of 79 aboard.  She arrived at Liverpool on the 24th.

With 78 aboard, Newfoundland  left Liverpool on 14 August 1931 and arriving at St. John's at 8:00 a.m. on the 20th, had  19 landing there. Departing at noon on the 22nd, she went  out with  a capacity list for Halifax and Boston.   At Halifax on the 24th, 29 of her Liverpool passengers  landed and the remaining 28 at Boston on the 27th, having arrived  there the previous evening and docking the next morning, with a total of  137 aboard. Among those arriving from Liverpool were seven members of the crew of Brazilian Prince, all Brazilians, but detained on arrival for not  having  visas. Six were allowed to enter but one,  "held  as an illiterate," faced deportation. 

Starting her returning crossing, Newfoundland cleared Boston at 11:30 a.m.  on  29 August 1931 with five passengers for Liverpool, 27 for  Halifax and 24 for St. John's and 500 tons of cargo including one of the first  shipments of apples… 600 barrels… that  season.  Included in her cargo was a consignment for  the Grenfell Mission stations in Labrador including a portable Victrola and "a large bundle of records," and also a "quantity of Christmas toys and decorations." (Boston  Globe).  An additional 25 passengers for England joined her at Halifax the evening of 2 September and she took on another 10,000 barrels of apples, also the first  consignment from Nova Scotia to Liverpool that  season.  Departing St. John's at noon on the  4th, Newfoundland was Mersey-bound with 61 passengers and reached Liverpool on the 10th.

The first  of  September 1931  saw Nova Scotia  off again for North America, passing out of the Mersey  with  a fair list of 92 as the end of the  summer  season commenced,  encouraging westbound traffic with  returning tourists.  "After making a fine  run across," (Daily  News), she arrived at  St. John's at 2:00 p.m. on the 11th, disembarking 28 there. During her call there, Chief Officer Alfred Hender  and three seamen were presented with the King's medal by the Governor of  Newfoundland at Government House for their  role in the rescue of the crew of  Jeanie D. Blackwood.  Three  other of her  crew, not aboard, were sent their medals.   Docking at Halifax on the 11th, 45 of her Liverpool passengers left  her there and Nova Scotia arrived at Boston on the 14th with 19 passengers from Liverpool, 80 from St. John's and 18 from Halifax. 

With nine passengers aboard for  Liverpool, Nova Scotia  left Boston on 16 September 1931 and arrived at Halifax the next evening,  landing 14.  On departure from St. John's at 4:30 p.m. on the 22nd, Nova Scotia had 75 passengers for  Liverpool where  she arrived on the 28th at 8:00 p.m..

Departing Liverpool on 17 September 1931 Newfoundland started out with only  39 passengers for the trans-Atlantic  crossing which concluded with her arrival at St. John's on the 23rd where 18 of her passengers  landed.  Another 16 went down the gangway at  Halifax  on the 26th and the final three at Boston (and 67 from St. John's and  Halifax) on 1 October. There, as so often, she got in  off Quarantine the previous  evening, too late for  practique, anchored  for the night  and came alongside Pier 41,  Hoosac Docks,  the next morning. 

With all of two  passengers embarked  for  the Old Country,  Newfoundland sailed from Boston on 3 October 1931, the ensuing call at Halifax 5-6th adding  12 to the list. Arriving  at St. John's on the 8th at 10:00  a.m.,  Newfoundland left for Liverpool the following  evening with  56 passengers, including Mrs. Eric Bowring, cousin  of Sir  Frederick Bowring, and her  two daughters.  Newfoundland's arrival at Liverpool  on the 15th, recalled a tragic result of an arctic expedition by the Oxford University  Exploration  Club:

Credit: Liverpool Daily Post, 15 October1931.

Aboard the Furness liner Newfoundland, which reached Liverpool yesterday from St. John's, Newfoundland, were the remains of Mr. Christopher J. d'Aeth, of Balliol College, son of Mr. F.G. d'Aeth, secretary of the Liverpool Council of Voluntary Aid, who lost his life in a snowstorm on Akpatok Island, Ungava Bay, Hudson Strait, on September 15th. Mr. d'Aeth was one of a party of ten members of the 1931 Expedition, the Oxford University Exploration Club, which left Liverpool at the end of July to carry out scientific investigations off the Labrador. He was twenty-two years age, had assisted in organising the expedition, and accompanied it as ornithologist. Regarding his death, it is presumed that he was caught in a blizzard on Akpatok Island, and, unable to find his way back to the camp, died from exposure.

In the Newfoundland when she reached Liverpool were Mr. H. M. Clutterbuck, an experienced Arctic traveller, who was leader of the Oxford expedition, and the eight other members of the expedition.

Liverpool Daily Post, 16  October 1931.

With 32 passengers, Nova Scotia departed Liverpool on 6 October 1931, coming  into St. John's on the evening of the 13th, a day late owing to heavy  weather across, disembarking 17 there.  Another five landed at Halifax on the  17th.  Among the final 10 from Liverpool getting off at Boston on the 19th were Capt. H. Uncles, master  of the Prince liner Chinese Prince,  returning  after  leave and  rejoining his ship at New  York.  Making  the round trip  was Miss M.  De Muschamp,  daughter of one of the Furness Line  directors in Liverpool.

When Nova Scotia pulled out  of Pier  41, Hoosac Docks, Boston, at 11:30 a.m. on 21 October 1931, only four of her  45 passengers were through booked to Liverpool, the others destined to St. John's, and she also went out  with 500 tons of cargo.  Embarking another eight for  England at Halifax on the 24th, Nova Scotia came into St. John's on the 26th and on leaving there on the  27th,  had a total of  22 passengers for Liverpool where  she arrived at  6:00 p.m. on 2 November.

On clearing the Mersey  on the evening of  22 October 1931 for North America, Newfoundland numbered 33 names in her passenger  list as the  off season of an already slack year kicked  in.  On arrival at St. John's the morning of  the 29th, nine disembarked there and 1,000 tons of cargo landed.  

Newfoundland left St. John's  for Halifax on 31 October 1931  where she arrived on 2 November  and in  doing so,  was part of a great feat for Furness and the port, being  among no fewer  of six ships  belonging to the line, "a record for this great steamship company  at Halifax, which, it  is  believed, has never been duplicated by  any other  steamer line. Three  ships on their  departure will  carry a total of 30,000 apples for British ports  in addition, canned lobsters and other  exports. The  others are passenger  steamers. Hundreds of  stevedores are employed  on these ships  alone, all flying  the Furness  house flag. " (Halifax Mail, 2 November  1931).  The outbound ships  were Manchester  Producer and London Corporation with  Manchester Merchant  in the stream waiting for  a berth and would commence loading the next day for  Liverpool  and Manchester.  The inbound passenger ships comprised  Newfoundland at Pier 2 from St. John's, Silvia at Pier  4 from New York and  Nerissa  at the Furness pier from St.  John's. 

Newfoundland came into Boston  the morning of 5 November 1931, berthing as usual  at the  ends  of Piers  40  and 41, Hoosac Docks, Charlestown.  Among her  32 passengers, 10 were from Liverpool including  a group of officers and engineers en route to  join Western Prince at New York.  She also landed  300 tons  of  cargo.  

With 40 passengers, four for  Liverpool (including  Capt. Evan Jones of  Chinese Prince returning to England on leave with his wife) and 500 tons of cargo,  Newfoundland left  Boston on 7 November 1931. Embarking another six for England at  Halifax  on 10th, she had  a total of 30 passengers on departure from St. John's for Liverpool on the 13th and arrived there on the 19th.

Credit: The Daily News, 20 November 1931.

Bookings were increasingly sparse as evidenced with Nova  Scotia's  12 November 1931 sailing  from Liverpool which  attracted only  22 customers,  eight  of whom left her at St. John's on the afternoon of the 19th. Indeed, many  of  her  in transit passengers were  "on company business," bound for Boston and thence  to  New York  to join various  Furness and  Prince Line ships there.   They  included Mrs. H. Jeffries-Davis, wife of the captain of  the new  Monarch of Bermuda as well as the  wife and daughter of the ship's chief officer  and the wife of Capt. Finch  of Siamese Prince.  All endured "a stormy passage" across, "the  ship experienced  a  succession of  head winds and seas on the trip which occupied  a longer time than usual on this account." (Daily News).  

After embarking  26 passengers for Halifax and Boston, Nova  Scotia sailed for those ports on 21 November 1931.  Coming  into Halifax on the 23rd, nine of her  Liverpool passengers landed there. Capt. Furneaux had his  ship off Boston Light the  evening  of the 26th and after spending the night at anchor, alongside the following morning, disembarking 26 passengers,  five from Liverpool. Mrs. Wilma Finch just  missed  her husband, Capt. Finch, when Siamese Prince left Boston for New York on the  25th  and would have to join him there.

Homeward bound,  Nova  Scotia left Boston on 28 November 1931 with four for Liverpool and called at Halifax 30th-1 December, leaving there with an additional 26 for England. She came into St. John's on the 3rd and sailed  for Liverpool on the 4th with 45 passengers where she arrived at 3:00 p.m. on the 10th.

Newfoundland sailed from Liverpool on 1  December 1931 with  28 passengers and came into St. John's  at 5:00 p.m. on the 9th, disembarking 13 there, in a city  still reeling from gales that swept through  the port the previous two days.  Newfoundland's speed  when 450 miles  off the  coast was reduced  to  three  knots and she was two days late arriving "having  encountered extremely boisterous  weather," (Boston Globe). Arriving at  Halifax on the 13th, where 11 landed, she finally made Boston the  morning  of the 16th, landing  four passengers.

To try and make up time, Newfoundland was  turned  around  in very short order and dispatched  from Boston on 17  December  1931 after just  24 hours  in port.  She took out  two passengers for Liverpool and embarked another three  at Halifax on the 19th.  Arriving at St. John's at 9:00 a.m. on the 21st, Newfoundland left for  Liverpool the  following day with all  of ten passengers who spent Christmas Day at sea and docked there  on the 28th.

Nova Scotia managed most of a full  westbound  crossing  to end 1931,  departing from Liverpool on 19 December, she had  16 passengers who  would  have Christmas at sea and arrived at St. John's on Boxing Day, 11 leaving her there.  Proceeding to Halifax , she landed two passengers there on the  30th.

Such was the depressed state of trans-Atlantic cargo and passenger trade that Furness Withy announced in Halifax on 29 December 1931 that Newfoundland and Nova Scotia would be "withdrawn from service this winter for overhaul" and replaced by the Incemore (1921/4,098 grt) and Aviemore (1920/4,060 grt), both Johnston Line steamers.  Incemore would leave Liverpool on 9 January  1932 and sail from Halifax on 30 January, with  Aviemore departing Liverpool on 13 January and from Halifax on 28 February.  In the event, Newfoundland and Nova Scotia would join the increasing number  of idle British  ships, remaining  out  of service until Spring  1932.

In 1931

Newfoundland completed

• 10 westbound crossings carrying 390 passengers  and 10 eastbound crossings  carrying  426 passengers  for a total of 816 passengers.

Nova Scotia  completed

• 9 westbound crossings carrying 457 passengers and 8 eastbound crossings carrying 475 passengers  for a total of 932 passengers.

NB: These figures do not include interport (i.e.  St. John's-Halifax or Halifax-Boston etc)  carryings.

Nova Scotia leaves St. John's. Credit: A.C. Hunter Library.

1932

Owing to the continued trade depression Messrs. Furness, Withy  and Co. have wthdrawn, 'for the present,' from their Liverpool-St. John's N.F.-Halifax N.S.-Boston service, the two passenger  and freight liners Nova Scotia and  Newfoundland.

Liverpool Echo, 13 January 1931.

Nova Scotia arrived at Boston on 2 January  1932, landing three Liverpool passengers there. "Making her last sailing  from Boston until April," (Boston Globe), Nova Scotia sailed at noon on the 4th without  any passengers  for  Liverpool.  Arriving at Halifax on the 6th, she  embarked 10 there, departing the following day.  She came  into St. John's the morning of the 8th, landing 17 passengers from Boston and eight from  Halifax.  On departure  for Liverpool on the 10th, Nova  Scotia went out with ten passengers. She arrived at 6:00 a.m. on the  16th.

Newfoundland was laid  up  at Toxteth dock, Liverpool, and Nova Scotia in Hornby Dock.

Aviemore (1920/4,060 grt), of Johnston Line. Credit:  eBay  auction photo.

Incemore (1921/4,098 grt) of  Johnston Line.  Credit: Richard Cox collection, teesbuildship.co

Incemore and Aviemore would  maintain the Newfoundland and  Nova Scotia mail service and carry passengers (each having berths for eight) and whilst turning around at Boston, would not (or did  not)  carry  passengers to or from that  port. In all, the two ships made six voyages on the route that winter:

Incemore 9 January 

Aviemore 30 January  

Incemore 20  February

Incemore 4 March

Aviemore 11 March

Incemore 12 April

And reflecting the trade conditions that prompted the laying up of Newfoundland and Nova  Scotia, between them, they carried a total of 25 westbound and 14 eastbound passengers that winter  season.

Roused from her winter  and spring  hiberation,  Newfoundland was  shifted from her  lay-up berth at Toxteth  Docks to Langton No.2  Graving Dock at  2:00 p.m. on 25 April 1932 for  a complete overhaul and repainting in preparation for her return to service on 6 May. Undocked on the  28th, she shifted to no. 3 berth, Canada Docks to begin loading and provisioning. 

On her final departure  from St. John's  on 6 May  1932,  Incemore numbered among her three passengers,  the  Governor-General  of  Newfoundland,  Sir John  Middleton, and Lady  Middleton, and arrived  at Liverpool on  the 14th. 

Credit: The  Daily News, 13 May 1932.

Resuming service, Newfoundland (Capt. A.W. Foxworthy)  sailed from Liverpool on 6 May  1932 with 54 passengers.  Coming into  St. John's on the  12th,  she landed 28 passengers there. "S.S. Newfoundland arrived here yesterday  afternoon from Liverpool making the run across in splendid time. The ship is making her first trip since last fall when she was taken off  the service and since  then has been laying up.  She is now in first class  conditions for the service which  she  will operated during the  summer and fall months with the Nova  Scotia." (Daily  News, 13 May). Newfoundland left for Halifax  at noon on the 14th, arriving there on the 16th and disembarking 20 of her Liverpool passengers.  She came into Boston Harbor the evening of  the  18th and after anchoring for the night, proceeded to her familiar Hoosac  Docks berth  the next morning, bringing in 49 passengers. Among  the six from Liverpool was Capt. F. Marshall, commander of Eastern Prince, en route  to New York  to join  her,  along with three of her  engineers. 

Leaving Boston for Liverpool on 21 May  1932, Newfoundland went out  with 18 passengers for  England and embarked another 50 at Halifax on the 24th. Arriving at St. John's on the 26th, Newfoundland sailed for Liverpool the following day  with  a total of 101 passengers, a very  encouraging first  eastbound list  indeed and arrived on 2  June.

Ending  her enforced idleness,  Nova  Scotia was pulled clear of  her lay-up  berth in Hornby Dock on 18  May 1932 and entered Langton Graving Dock  no. 1 to be cleaned and painted in readiness  for her return  to service  on the  27th. Undocked on the 20th,  she was shifted back to Hornby Dock to  load for North America. 

Credit: The  Daily News, 3 June 1932.

With 53 passengers, Nova Scotia (Capt. Samuel J. Furneaux) sailed from Liverpool on 27 May 1932, returning to St. John's on 2  June at 2:00 p.m.," after making a fine run across," where  she  landed 21.  Arriving at Halifax on the 6th, 24 of her Liverpool  embarks left here there.  Nova Scotia reached Boston  Quarantine late on the 8th and moved up to her berth at Hoosac Docks the  next morning, landing 24  passengers including  the wife and son of an officer  aboard Southern Prince in addition to officers of Siamese Prince and Southern Prince, en route to join  their ships at  New  York.  She also had 500 tons of cargo to land. 

Credit: The Boston Globe, 9 June 1932.

Seventeen monster icebergs, drifting down from the Arctic, were passed by the Furness liner Nova Scotia, in today from Liverpool via St Johns, N F, and Halifax, Capt Samuel J. Furneaux said the bergs were scattered between latitude 47° 48" N and longitude 49° 52" W. He stated that the visibility was poor and he believed there were many other bergs in the vicinity that could not be seen. The ice patrol cutter was notified of the position of the bergs.

The Boston Globe, 9 June 1932.

Back in business,  Nova  Scotia took out no fewer  than  130 passengers  on clearing  Boston on 11 June 1932, as well as "considerable  general cargo,"  for Halifax, St. John's and Liverpool. Thirty-nine more for England embarked  at Halifax  on the 14th and on departure from St. John's on the  17th, she had  a total of 106 passengers for Liverpool where  she docked on the morning of the  24th.

From Liverpool on 17 June 1932, Newfoundland  left with 46 passengers.  On arrival at St. John's  on the  23rd, she landed 26  and another 10 at Halifax on the 27th.  Arriving at Boston,  as was the custom, late  in  the  evening (30th), Newfoundland came alongside the next morning with  a total of 41 passengers, including  her  final 10 from Liverpool. 

The Mersey-bound  Newfoundland cleared Boston on 2 July 1932 with no fewer than 29 passengers for England (the best outbound list from the port that year  in fact) to which she  added 51 at Halifax on the 5th. Docking at St. John's at 2:00 p.m. on the 7th, Newfoundland left the  next  day with  126 passengers for  Liverpool where  she arrived  at 10:30 a.m. on the 14th.

With 58 passengers (including  Sir John  Middleton, Governor-General of Newfoundland, and Lady Middleton), Nova Scotia sailed from Liverpool  on 8 July 1932 for North America.   On arrival at St. John's at  7:00 p.m. on the 14th,  46 landed there along with 800 tons of cargo.  Onward debarks were  light with  six disembarking at Halifax on the 18th and an equal number  at  Boston  on the 21st plus 26  from St. John's and Halifax.  

Headed for home, Nova Scotia cast-off from Hoosac Docks, Boston, just  before  noon on 23 July  1932 with an excellent high summer  list  of 150 passengers (21 for Liverpool) including Capt.  J. Morrison, commander of Javanese Prince, and Mrs. Morrison,  head for home in Glasgow on leave.  Nova Scotia went  out  with 1,000 tons of cargo including 650 tons of  grease  which  would be used in England to manufacture soap.  Calling  at Halifax on 25-26th, Nova Scotia embarked another 35 for Liverpool and on departure from St.  John's on the 29th, she went out  with 88 passengers and got in on 4  August.  

With 84 names on her passenger list,  the  westbound  Newfoundland passed Mersey Bar late on 29 July 1932 and arrived  at St. John's  at 2:30  p.m. on the  4 August, landing 43 there.  At Halifax on the 8th, 30 disembarked with 11  remaining Liverpool  embarks leaving  her  at Boston on the 11th.

Eastbound,  Newfoundland cleared Boston Light  on 13 August 1932 with 16 aboard for Liverpool who were joined by 38 more at Halifax on the 16th. Arriving at St. John's on the morning of the 18th, she landed a large number of passengers from Boston and 16 from Halifax and sailed for  Liverpool on the 19th with 76 aboard.

Emulating  her sister  on her  last  westbound trip,  Nova Scotia, too,  had  84 fares for  North America on her departure  from Liverpool on 19 August 1932. After disembarking  31 at  St. John's on the 25th, she left on the  27th with  a very  heavy list for Halifax  and Boston.    Forty  of her Liverpool passengers  left  her on arrival  at Halifax on the  29th and when  she  docked  at Boston the morning of 1 September, there  were  111 passengers aboard, of whom only  13 remained from Liverpool. Of  these, were Chief  Engineer Thomas Clark of Malayan Prince, Capt. William Irvine and Chief Engineer Victor Young  of Chinese  Prince, all en route to New York to rejoin their  ships.

Originally scheduled  to  depart Boston on 3 September 1932, Nova Scotia  was held back to noon on the  7th so that she could  get into Halifax in time to load the largest shipment of apples  that  season.  She left Boston with 70 passengers (all for  Halifax  and St. John's), 600  tons of cargo and 4,000 barrels of apples and sailed Halifax on the 10th with 15,000 barrels of apples and 27 passengers for Liverpool.  An  already busy voyage  commenced  its final leg on departure from St. John's  on the  13th with 88 passengers for Liverpool where Nova Scotia docked  at 8:00p.m. on the 19th.

It was another 80-plus passengers (83 to be precise)  for Newfoundland's 9 September 1932 westbound crossing as the last of the "summer crowd" made their way home.  She had 35 leaving on arrival at St. John's the morning  of the 16th but it was her "very  large general cargo" that caused problems, according to the Daily News of the18th, "owing to the amount of cargo inward and outward the Newfoundland will not get away for Halifax and Boston before sometime tomorrow [19th]-- possibly  noon."  At Halifax on the 20th, she landed 38 passengers .  Arriving  at  Boston on the afternoon for  a change, on the 22nd, Newfoundland came in with 10 passengers from Liverpool,64 from St. John's and 12 from Halifax.  

With 51 passengers (eight for Liverpool) and her holds lightly filled with 2,500  barrels of apples, 100 tons of provisions and  "some general cargo," the eastbound Newfoundland cleared  Boston on 24 September 1932 at noon. On leaving Halifax on the  27th, her Liverpool list was augmented by 15 and she  came  into St. John's at 9:00 a.m. on the 29th to land a good number of  passengers from Boston and Halifax.   Embarking 52 for England, when Newfoundland passed out  of St. John's the next  day, she  had 75 aboard for Liverpool where she  docked at 11:00 a.m. on 6  October.

The onset  of  autumn reflected in passenger loads so that when Nova  Scotia passed out of  the  Mersey on 30 September 1932 she  had 51 passengers aboard. Twenty-one left her at St. John's  on 5 October and another 22 at Halifax on the 10th.  Arriving off Boston Quarantine the  previous evening, Nova  Scotia berthed at  Charlestown the morning of the  13th, bringing in 66, seven from Liverpool. Among  them was the Hon. J.P. Hand, head of the Bermuda Trade Development Board, returning  home after attending  the launching of the new Furness Bermuda Line Queen of  Bermuda at Newcastle-on-Tyne on 1 September. Nova Scotia also brought in 400 tons of general cargo. 

With 50 passengers,  including six for England, Nova Scotia left Boston on 15 October 1932, embarked 25 more for Liverpool at Halifax on  the 18th and left St. John's on the 21st with  54 passengers.  She arrived at Liverpool on the 27th

Furness Withy announced their winter schedule on 19 October 1932.   Retaining both  Nova Scotia  and Newfoundland in service, their routing, however,  would be altered, "for the convenience of Canadian importers." Effective with Nova  Scotia's sailing from Liverpool on 1 December, the  first  port of call would be  Halifax, then St. John's and  Boston. Homewards,  however, the routing would remain Boston, Halifax and St. John's. 

Newfoundland had only 39 aboard for North America on departure from Liverpool on 20  October 1932. She landed 22 at St. John's on the 27th and another 11  at Halifax on the  31st and the final five at Boston on 3 November.  

When Newfoundland sailed from Boston just before noon on 5 November 1932 with 35 (two for Liverpool) passengers among them was the seven-man crew of the British motorboat Amacitis, seized  in Buzzard's Bay earlier that week for smuggling, who had  been released  on $1,000  bail each and returning to their homes in Nova Scotia.  Also  aboard was the Hon. Harold  Mitchell,  member of the Newfoundland parliament, and one deportee to England.  She went out with 500 tons of cargo  as well.  Embarking 18 more for Liverpool  at  Halifax on the  8th and upon sailing from St. John's on the 11th, went out with 49 passengers for Liverpool,  where she docked at 3:00 p.m. on the 17th.

Credit: The Daily News, 17 November 1932.

Departing on her 65th voyage (and the last on the  old pattern of  calls), Nova Scotia departed Liverpool on  10 November 1932 with all of 18 passengers (none of whom were  booked  for Boston).  She put  in  a corking good run across, making  St. John's at 6:00 p.m.  On the 16th, "the voyage being completed on  a  little more  than five  days."  (Daily News).  Disembarking 13 of her passengers there,  the remaining five landed at  Halifax on the 21st.   She still had  17 aboard from St. John's  and Halifax coming down the  gangway the morning of the  24th  at Boston's  Hoosac Docks, Pier  41.  "Capt. Furneaux reported fair weather all the way,"  (Boston Globe).

Just before noon on 26 November 1932, Nova  Scotia's whistle reverberated through Boston's  Charlestown  waterfront as  she cleared Hoosac Docks, Mersey-bound.  She sent out with  20 passengers, all  for Halifax or St. John's and "a quantity of apples and provisions were included in the rather small cargo  taken from here."(Boston Globe).  Her first  passengers for England, 21 in all, joined in Halifax on the 29th,  upon departure  from St. John's  on 2  December, had 53 for the Old County.  Nova Scotia came into  the Mersey  the afternoon of the 8th.

Introducing the new direct routing to Halifax,  Newfoundland cleared Liverpool on 1 December 1932 with 22 passengers.  Coming  into  Halifax on the 9th, she  landed seven passengers there and then made for St. John's where  10 disembarked on the  12th.  Carrying on to Boston, Newfoundland docked there on the 17th, landing  her final five Liverpool passengers.

Homewards for the last time that year, Newfoundland left Boston on 19 December  1932 with a lone passenger through  booked to Liverpool, embarked eight more  at Halifax  on the  21st and came into St. John's on the 23rd to land 36 from Boston and eight from Halifax.  Christmas  Eve saw  Newfoundland clear St. John's with 17 passengers for Liverpool where  she  arrived on the 29th.

Managing another half  voyage  before the year was  out, Nova  Scotia departed Liverpool on   22 December 1932, affording her 22 passengers Christmas  at sea and and arrival at Halifax on New Years Eve, with  three taking leave of  her  there,"after a  boisterous trip across  the Atlantic." (Boston  Globe).   

An early  casualty  of the Depression was  Furness'  London-Philadelphia-New York  service held down by  cargoliners  such as London Exchange and London  Corporation accommodating  6-8 passengers although it  was left to Sardinian Prince to make the final sailing  from New York on 10  December 1932, leaving Furness Warren as the  last of  the  group's  trans-Atlantic  services. 

In 1932

Newfoundland completed

• 6 westbound crossings carrying 326 passengers  and 6 eastbound crossings  carrying  444 passengers  for a total of 770 passengers.

Nova Scotia  completed

• 5 westbound crossings carrying 270 passengers and 6 eastbound crossings carrying 406 passengers  for a total of 676 passengers.

NB: These figures do not include interport (i.e.  St. John's-Halifax or Halifax-Boston etc)  carryings.

Nova Scotia alongside Piers 40-41 Hoosac Docks, Charlestown, Boston. Credit: William B. Taylor photograph, The Mariners' Museum.

1933

Nova Scotia came into St. John's on the morning of 4  January  1933, landing  12 passengers and sailing for Boston the following  day.  With  12 passengers (seven from Liverpool),  and "a light  cargo,"  she  tied up at Hoosac Docks early  on the  9th. 

With no passengers aboard for  Liverpool but six for  St. John's and "several hundreds of tons  for  cargo,"  Nova Scotia left  Boston  just before  noon on 11 January  1933.  Embarking 11 for England at Halifax on the 14th, Nova Scotia cleared St. John's  on the 17th with 23 passengers for  Liverpool and arrived there at 5:00p.m. on the 23rd.

Credit: The Boston Globe,  11 January 1933.

Even the revised sailing plan  did not sufficiently increase business and concurrent with Nova Scotia's departure from Boston on 11 January 1933, it  was announced that upon her  reaching  Liverpool, "she  will be placed out  commission until  May," followed by Newfoundland and replaced, as the previous  winter, by Incemore  and  Aviemore. 

Making the last sailing  by the  sisters until May, Newfoundland departed Liverpool  on 12 January  1933, her total of 20 passengers reflecting the Depression then at  its worst  and   why the two ships would be taken off  the run until  the  start of the high season in May. Landing five passengers  at Halifax on the 21st and another 13 at St. John's  on the 25th, Newfoundland arrived at Boston on the 30th. She came in with  two passengers  from Liverpool  and  13 from  St. John's. And one extra one:  Capt. Martin Burke,  the  St. John's pilot who took her out the evening of the 27th and it was so rough, he could not be taken off by the pilot tender.  He intended to  visit  relatives  in  Roxbury  on his  first  visit  to Boston in 20 years and return to  St. John's on the eastbound crossing.  Also aboard from St. John's  was Lady  H. Squires, wife of  the Premier of  Newfoundland.  "Officers of the steamer reported  severe weather, particularly  from the  time of leaving  Newfoundland," (Boston Globe).

Newfoundland sailed from  Boston for home and lay up at 11:30 a.m. on 1 February  1933 with seven passengers for Liverpool  and 15 for St. John's. Embarking two passengers at Halifax on the  4th, she proceeded to  St.  John's,  arriving there on the  afternoon of the 6th.   Sailing for England the next  day, Newfoundland had  45 aboard for Liverpool,  arriving there  at 1:00 p.m. on the  13th.

Nova  Scotia was laid up in Hornby  Dock, Liverpool, and Newfoundland in Langton Dock. 

Meanwhile,  the service was held down that winter and into spring by Incemore and Aviemore operating the old pattern of westbound calls i.e. St. John's, Halifax and Boston and occasionally carrying passengers but not to Boston. In all they made four voyages carrying a total of 16 westbound and 13 eastbound passengers

Incemore left Liverpool 31 January 

Aviemore on 18 February

Incemore 11 March

Aviemore 1 April

Newfoundland would be the first to resume service. On 10 April 1933 she made the short move from her lay-up berth in Langton Dock  to the no. 2 graving dock there to have  her hull cleaned and painted by Messrs. W. Beardmore & Co.'s facility there and shifted to Hornby Dock on the 12th to begin loading.  On the 13th  it was announced she would depart for North  America on the  21st. 

Newfoundland left Liverpool on 21 April 1933 with a not too encouraging "back in business" list of 35 passengers.  Of these,  30 landed on arrival at St.John's on the evening of  the 27th.  Another  three left her at Halifax on 2 May. With  15 passengers (two from Liverpool) and 350 tons of cargo, Newfoundland returned to Boston the morning of the  4th.

Mersey-bound, Newfoundland  cleared Boston on 6 May 1933 with two passengers for England, embarking  five more at Halifax on the 9th and had 36 in all on departure from St. John's for Liverpool on the 12th where she came in on the 18th at 4:00 p.m..

Roused from lay up, Nova  Scotia  was moved to  Langton Graving Dock no.  1.  on 22 April 1933, shifting to  Hornby Dock  to load on the 26th.  

When Capt. Foxworthy came down sick,  Capt. T.H.  Webber, normally  commanding Aviemore,  would captain Nova Scotia on her  return to service. She left Liverpool on 9 May 1933 with 46 passengers and docked at St. John's  at 8:00 p.m. on the  15th.  Nova Scotia came in with 31 passengers for the port and such  a large inbound  cargo,  half of which  was seed potatoes that it  required nonstop work to unload. As it  was, she  did not get away until the evening of the 17th, embarking 27 passengers  for  Halifax and Boston.   Landing seven of her Liverpool passengers at Halifax on the 19th,  Nova Scotia  arrived  at  Boston on 22nd with eight passengers from Liverpool, 17  from St. Johns'  and  11 from  Halifax and 450 tons of cargo.

Credit: The Boston Globe, 22  May  1933.

Icebergs and field ice are packed around the Newfoundland Coast, driven in by continued easterly winds. Capt T. H. Webber, commander of the Furness Liner Nova Scotia, in today from Liverpool via St Johns, N F, and Halifax, N S, reported that he sighted more ice off Newfoundland than he has seen in many years. Bergs, growlers and field ice are floating slowly southward and it will be weeks before the  steamship lanes are clear.

The Boston Globe, 22 May 1933.

With  45 passengers (nine for Liverpool) and 300 tons of cargo for England, Nova Scotia departed  Boston at  11:40 a.m. on the 24th, adding 21 passengers for Liverpool at Halifax on the 27th and reached  St. John's  at  noon  on the  29th. Sailing the following  day for England, Nova  Scotia  had 89  passengers aboard and arrived at Liverpool on  5 June.

Sailing from Liverpool on 26 May 1933 with 58 passengers, Newfoundland  came into  St. John's on 1 June to land 35 there and another 11 at Halifax on the  5th. Arriving at Boston on 8th, the final 15 disembarked.

Homewards, Newfoundland departed Boston on 10 June 1933 with 18 for  Liverpool, embarking 26 more at Halifax on the  13th and came into St. John's on the  14th. On departure for Liverpool at 6:00 p.m. on the 16th, she took out 78 passengers.

Nova Scotia (Capt. Webber)  left Liverpool on 13  June 1933 with  32 passengers. Coming into St. John's on the 20th at 9:00 a.m.,  her  arrival  delayed by thick fog off the coast after  enjoying  fine  weather  across.  Landing 17 there and embarking  24, she  departed  at  noon on the 22nd. Calling  at Halifax on 24-25th, where  she landed a dozen of  her  Liverpool passengers, Nova Scotia reached  Boston on the 26th,  coming in with  22 passengers  including  her remaining three Liverpool  embarks.

Nova Scotia coming into the entrance to St.John's, passing the just wrecked Marsland (behind her). Credit: Capt. Harry Stone collection,  Memorial University of Newfoundland, Digital Archives. 

With a high summer list of 116 passengers (11 for Liverpool),  Nova Scotia sailed from Boston just before  noon on 28 June  1933.  Calling at Halifax on the 30 June-1 July, and embarking  45 for England,  she  arrived at  St. John's on 2 July.

Nova Scotia coming into St.John's, passing the just wrecked Marsland (behind her). Credit: Capt. Harry Stone collection,  Memorial University of Newfoundland, Digital Archives. 

That same morning, at 5:30  a.m., the steamship Marsland (1926/4,452 grt), ran hard aground on South  Head,  at the entrance to the harbour, coming in from Cadiz, Spain (leaving there on 21 June) with  a cargo of salt.   Caught by strong currents, she  was carried onto Ship Rock, 100 yards from the cliff under  Fort  Amherst.  The tugs Hugh  D. and Mouton were soon in attendance and made  several fruitless  efforts to pull Marsland off.  Joining  in the  effort later that  morning  was Arras and put  a line on her  but that broke  after 15 minutes.   Longshoremen were put aboard by  Bowring Bros. to lighten the ship and by the following morning about  1,000 tons of salt had been  removed.  Efforts to refloat her on the  3rd, led by the Reid Co. steamers Meigle and Argyle, proved fruitless. But the Daily News on the  4th  reported that "it  is confidently  expected that with two more days  of  calm weather  the ship will  be  floated  off."

On 4 July 1933 Nova Scotia was called to join the effort  as described by The  Daily News (5  July): 

Nova Scotia, along with Meigle and  Argyle  were soon put  to work to try and  pull Marsland off the rocks.  

At high tide,  about 4.20 p.m. yesterday, another unsuccessful effort was made by S.S.  Nova Scotia,  S.S. Meigle  and S.S. Argyle to  tow  the  wrecked steamer Marsland off Ship Rock, at the entrance to the harbour.

Yesterday morning the  agents for the Marsland made arrangements with Furness  Withy & Co., Ltd, to  have S.S. Nova Scotia go to the Marsland an hour or two before high tide, and with  the Meigle and Argyle make an attempt to  tow the  Marsland off.

S.S. Nova  Scotia left the  wharf at 2.30 p.m. for the entrance to the  Narrows. After some manoeuvering she put a five inch hawser aboard the Marsland by  means  of a  rocket. The  captain of  the Nova  Scotia,  through  a megaphone,  asked  that about  100 longshoremen working on the Marsland be taken off,  and suggested  to the captain of  the  wrecked steamer that  the crew be equipped with life belts. About 4.20  p.m. it  was decided to make the effort to  get  the wreck off the rocks and the S.S.  Nova  Scotia with  a line from stern, S.S.  Argyle at  the  head of  the  Nova Scotia with  another line out and S.S. Meigle  with  a line to bow, put  a strain  on their respective lines.  After  about  ten minutes  of pulling the  Nova Scotia's  hawser burst, but  before  this  happened the  Marsland's stern had shifted outward  about  fifteen feet.  When the line snapped the Meigle, with her  line to the  now, pulled the steamer  back  almost  in her  original position. S.S.  Nova Scotia decided  to abandon the  attempt  and returned  to port about  5.30 p.m.

At 7 p.m. yesterday S.S. Argyle  returned  to port  and left  again at 3 a.m. to-day for the wreck. S.S. Meigle  stood by all night. Another  attempt  will  be  made  high tide  this morning. 

The  Daily  News, 5 July  1933.

Nova Scotia  and other  ships attempting to tow Marsland off Ship Rock. Credit:  Memorial University of Newfoundland, Digital Archives. 

The wreck of Marsland. Credit: Capt. Harry Stone collection,  Memorial University of Newfoundland, Digital Archives.

Nova Scotia,  with  a  schedule to maintain,  departed St. John's  on the afternoon  4 July  with  87 passengers  for Liverpool where  she  arrived on the 11th.

Eighty-one passengers were aboard Newfoundland as she passed Mersey Bar on 30 June 1933,  outbound  for  North America. Getting into St. John's  at 5:00 p.m. on 6 July,  she landed 45 there and resumed her passage the afternoon of the 8th.   Calling at Halifax 10-11th, 21 disembarked there and Capt. Furneaux had Newfoundland safe  off  Boston Light on the evening  of the  12th  and alongside  her  Hoosac Docks pier  at  eight  the  following morning.   Nine passengers  from Liverpool, 24  from St. John's and seven from Halifax came down her  gangway there and she discharged 400 tons of cargo. 

Credit: Liverpool Echo, 28 July 1933.

Departing Boston on 15 July  1933 with 10 passengers for Liverpool,  Newfoundland embarked 19 more  at Halifax  on  the 18th and arrived at St. John's  on the  afternoon of the 20th, landing  a large number of passengers from Boston and Halifax and with  a total of  55 aboard,  left the next day for Liverpool.  Among Newfoundland's passengers  were the  28 men of Marsland and arrived at  Liverpool on the 28th.

Nova Scotia from Liverpool on 18 July 1933 numbered among her 66 passengers  Sir Edgar Bowring, High Commissioner  in England for Newfoundland, accompanied  by Mrs. Munn, stepdaughter. They and 31 other passengers disembarked at St. John's on arrival at 1:00  p.m. on the 24th, "after making  a fine run across during  which  the  weather  conditions were good."  (Daily Mail).  She departed for  Halifax on the 26th. Arriving  there on the 28th to land 16 Liverpool passengers, Nova Scotia came into Boston the 31st with her final 20 trans-Atlantic passengers and many more from St. John's and Halifax.

Credit: The  Boston Globe, 3  August 1933.

With 80 passengers (10  for Liverpool) and 300 tons of cargo, Nova  Scotia sailed from Hoosac Docks, Boston, just  before noon on 2 August  1933. Among those  for Liverpool were the wife and daughter of Capt.  Aguis of Chinese Prince and return for home leave Capt.  W. Finch,  commander  of Cingalese Prince.  Another 11 for England boarded at Halifax on the 5th and upon sailing from St. John's  on the  8th, Nova Scotia took out 47 passengers who were landed at Liverpool the morning of the 14th. 

Newfoundland's  4 August 1933 westbound crossing attracted 87 passengers, 47 of  whom landed  at St. John's on the  10th and an additional 29 at Halifax on the 14th.  Arriving at Boston Quarantine the  evening of the 16th, Newfoundland came alongside her Hoosac Docks pier at  8:00  a.m. the following morning.  She landed 500  tons of  cargo  and 61 passengers: 13 from Liverpool,  39 from St. John's and nine from Halifax. Among those  from England was Mrs. N.H.  Francis, whose  of the  commander of  Monarch of  Bermuda,  en route  to join her husband  aboard. 

Homewards, Newfoundland cleared Boston on 19 August 1933 with seven on her list for Liverpool to which 18 were added on departure from Halifax on the 22st.  Arriving  at St. John's on the  24th, Newfoundland sailed for England on the 25th with  a total of 42 aboard, docking at Liverpool on the  31st..

Credit: The  Boston Globe, 5 September  1933.

With  75 passengers for North America, Nova Scotia departed Liverpool on  22 August 1933.  Coming into  St. John's on the 29th, she disembarked 43 there and another 35 at Halifax on  1 September. Returning  vacationers swelled her list by  the time  Nova Scotia docked at Boston the morning  of the 5th, coming  in with  124 (16 from Liverpool, 89 from St. John's and 19 from Halifax) as well as several hundred tons of cargo. Also aboard were several students bound  for  New England colleges and seminaries. 

Bound for Britain were 19 passengers embarking aboard Nova Scotia at Boston on 6 September 1934 who were joined by 21 others at Halifax  on the  9th. By the time she cleared St. John's on the 12th,  Nova Scotia  had 81 fares for  Liverpool where she arrived at  7:00 p.m. on the 18th.

Returning  vacationists made up much of the 71 aboard Newfoundland as she passed out of Liverpool on 8  September  1933 and half (35) leaving her  at  St.  John's on the 14th, coming in at 7:00 a.m. and departing  for Halifax at 4:00  p.m.  on the  16th with a good list  for  that  port and  Boston. 

The still smouldering Pier 2 at Halifax with Newfoundland, moved away from the pier just as the fire came upon her,  at  the left. Credit: facebook.

Landing 33 passengers from England  at Halifax on 18 September 1933, at Pier 2, Nova Scotia's call there was considerably enlivened  when the structure was enveloped  by fire early the next day.  Breaking out in the upper structure at 1:45 a.m., it raged for  10 hours despite  every  piece  of fire-fighting apparatus in the city, even the old horse-drawn steam pumper, King Edward,  being brought into play.  Fanned by  winds,  the fire burst through the structure  by the late afternoon.  Still alongside were Newfoundland and  the  freighter  Cairnglen and passengers aboard  the  Furness liner though  initially  their ship  was on  fire when they  smelled  smoke and the first alarm was sounded by Newfoundland's  quartermaster.  Both  ships  were pulled clear by  tugs and initially anchored  in midstream just as  the flames approached.  Although  extensively damaged at a cost of some $500,000, the pier was  rebuilt and reopened in September 1934.  

Credit:  The  Boston Globe, 21 September 1933.

"Showing slight  traces of her close call from the disastrous pier fire  at  Halifax," (Boston Globe), Newfoundland arrived  at  Boston the  evening the  20th,  Newfoundland anchored off  Quarantine  for  the night  and came alongside Piers 40-41 the following morning.  She landed three passengers from Liverpool,  55 from St. John's  and  nine from Halifax. "The liner was docked at the pier where the fire occurred, and only the skillful handling by the crew saved her from serious damage. There was no steam in the boilers, but, under the direction of Capt Furneaux, the lines were cast off and the steamer was worked out to an anchorage in the harbor. A scorched section of the bridge deck showed where a burning ember struck the vessel when a terrific explosion occurred and the guy rope to one of the lifeboats caught fire and was burned. No damage of importance resulted, however." (Boston Globe). Among those landing were Lady  Helene E. Squires, wife  of the former Prime Minister of  Newfoundland, and son, Robert H.  Squires, who was entering Harvard University. 

Newfoundland sailed for Liverpool at 11:30 a.m. on 23 September 1933 with seven passengers. Embarking  18 at Halifax on the  27th, she came into  St. John's at 7:00 pm the following day,  landing 26.   Bound for Liverpool on the 30th, Newfoundland went out  with 63 passengers and arrived on  5 October. 

Crredit: The Daily News.

Too late for  the end of summer  rush, Nova Scotia's sailing  for North America on 26 September 1933 attracted only 39 customers.  Of  these, 14 took leave of her on arrival at St. John's on 2 October at 4:00 p.m., "after making  a splendid voyage across the Atlantic. Excellent  weather was  experienced and the trip was much enjoyed  by  all on board."  (Daily News).  Departing on the  5th, Nova Scotia had 19 passengers from Liverpool disembarking at Halifax on the 7th.  She came into Boston on the 9th,  landing  her  remaining six trans-Atlantic customers. 

With 10 passengers for Liverpool, four for Halifax and 35 for St. John's,  Nova Scotia  left Boston just  before noon on 11 October  1933.  Returning to Newfoundland was Lady Helene E. Squires and many of those embarked for Liverpool were  Prince Line officers returning on  leave.   At Halifax on the 14th, another four embarked but more  remunerative was a large consignment of several thousand barrels of apples.  Arriving  at St.  John's  on  the  16th, Nova Scotia sailed the next day for Liverpool with 37 passengers, arriving the  23rd.  Among them was Lord Amulree,  President of the  Royal Commission inquiring into  economic conditions in Newfoundland, established in March, returning  from several months there and interviewing 260  witnesses, accompanied  by P.A. Clutterbuck, secretary of the Commission.   

The westbound  Newfoundland passed out  of the  Mersey on 12 October 1933. Of her 27 passengers, 11 disembarked  at St. John's  on the 19th upon her arrival  there at 7:00 p.m. on the 19th. Landing  another eight at Halifax on the 23rd,  she came into Boston the morning of  the 24th with eight  passengers  from Liverpool, 37  from St. John's and  four from Halifax.

Putting  in a quick turnaround,  Newfoundland cleared Boston  the  evening of 25 October  1933 with a few passengers for Halifax  and St. John's but none for Liverpool.   Her  first 12 embarks for England came aboard  at  Halifax on the 28th. Arriving at St. John's at 2:30 p.m. on the 30th, landing  10 from Boston and 12 from Halifax.  On departure for England on the 31st, Newfoundland had 31 passengers aboard  and came into Liverpool  on 6  November.

Credit: The Boston Globe, 14 November  1933.

Clearing  Liverpool on the last  day  of  October  1933,  Nova  Scotia had 35 aboard.  After a rough passage over, she came  into  St. John's  on 7  November, where 15 of  her passengers disembarked. Proceeding to Halifax on  the 9th after embarking 32 passengers for that port and Boston. Landing 11 Liverpool passengers  at Halifax  on Armistice  Day, Nova Scotia  came into  Boston  at 4:00 p.m. on the 13th, she was  48 hours late owing  to head seas and gales encountered en route.   She landed the single remaining Liverpool passengers and  19  from St. John's. "Longshoremen were prepared  to work on the  vessel all  night  so  that  she could make  up  some of the lost by  leaving  her  early this morning."  (Boston Globe).

Turned around  "right smart and double quick,"  Nova  Scotia  glided  out  of  Boston Harbor the morning  of 14 November  1933, bound for England and  going out with  22 passengers (14 for St. John's  and eight  for Liverpool) and 500 tons of apples, provisions  and general  cargo.  On leaving  Halifax on the 16th, she  added five passengers and 10,000 barrels of  apples to her manifest  for the Old Country.  Coming  into St. John's the morning  of the  18th, Nova Scotia  disembarked 16 from Boston and 10 from Halifax.  When she  cleared for Liverpool late on the 20th, Nova Scotia had 31 passengers  aboard and arrived there on at 3:00 a.m. on the 25th.

Prospective passengers  for a late autumn passage to  Newfoundland, Nova Scotia and New England during  a  Depression  were few and only 15 were tempted to be aboard  as Newfoundland  cleared  the Mersey  on 14 November 1933. Of them, eight  left  her at St.  John's on the  20th on arrival at 4:30 a.m..  Delayed there 15 hours there  by  a severe gale,  Newfoundland made up the time lost and putting in a quick  passage docked at Halifax on docked on the  23rd, to land  eight  of her Liverpool passengers.  With 28 still aboard (nine from Liverpool),  she  came into  Boston the morning of the 27th.  All nine of  her  Liverpool passengers were Prince  Line officers bound  for New York to join their ships.  Her 500-ton cargo included Egyptian cotton and wool  from Liverpool and 1,400 boxes of blueberries  from St.  John's. Once again,  Charlestown  longshoremen put  in an extra effort  to turn her around quick and on time.

With 600 tons of cargo and four  passengers  for Liverpool,  Newfoundland sailed from Boston on 28 November 1933.  After  calling at Halifax, she left there  on the  30th with four more  fares for England.  On departure from St. John's  at 6:00 p.m.  on 4  December  Newfoundland  had  24 passengers for Liverpool where she docked on the 11th.

Home for Christmas was perhaps the only attraction  of Nova Scotia's final  voyage of the year  for  the  18 embarking at Liverpool on 5  December 1933.  "Bringing a  large cargo," (Evening  Telegram),  she reached St. John's  at 3:20 p.m. on the 11th, landing 11 there,  and embarking 14 for Halifax and St. John's, sailed on the 13th.  At Halifax she farewelled six on the 15th and  arrived at Boston  on the 18th. She came in with 38 passengers (three  from Liverpool, 11 from St.John's and 24  from Halifax) including 18 students from Dalhousie  University (Halifax)  spending Christmas in the  city. With  the  repeal of  Prohibition in America,  her inbound cargo included  140  cases  of champagne and 25  cases of wine.

Boston dispatched Nova Scotia home on  19  December  1933, going out with a solitary passenger for Liverpool who was joined by another at Halifax on the 22nd.  Arriving at St. John's at 1:00 p.m. on Christmas Eve, and landing 27 passengers from Boston, her officers and crew got to spend Christmas Day ashore for  a change.  Departing for Liverpool on the  27th, Nova Scotia went out with 17 passengers, among them the Hon. F.C.  Alderdice, Prime Minister  of Newfoundland, and his  wife  and daughter. "We are determined now to work out our  own  salvation, with the sympathetic help of the Commission to be  appointed," the  Prime Minister told the  Liverpool Echo  on arrival on 3 January 1934.  Heavy fog  delayed her arrival and Nova Scotia  had  to anchor near the  Crosby  lightship and  not come in until the  4th, spoiling  the  Prime Minister's plans to  catch the midnight  express  to London  the  previous night. 

Starting the now traditional year straddling round voyage, Newfoundland left Liverpool on 21 December 1933 with all of  four passengers (two for St. John's and one each  for  Halifax  and Boston)  aboard who possibly came to regret their choice.  "Meeting  very stormy weather," the  ship reported her position on the  28th to be  360 miles  east  of St. John's when she was due to  arrive the morning  of  the 27th.  At  noon on the  29th, the  ship  reported being "220 miles off St. John's  in a heavy north-westerly  gale and making five knots."  She finally arrived the  afternoon of the 30th:

Resembling a huge iceberg, with  her hull,  rigging and decks coated with ice and having  sustained much damage about the  decks and more serious damage to her rudder, the S.S. Newfoundland steamed into port on Saturday  afternoon after having one of the longest  and stormiest  voyages since she was built.   

Due on  Thursday night,  the  steamer occupied nine days in the  voyage and Capt. Furneaux stated that never in his  career did he  experience worse  weather. Almost from the other  side it was a succession of  head winds and seas and the  ship averaged just a little more than nine knots for  the entire voyage whilst  there  were tomes that she did not make more than a knot  an hour.

After about  half way across the  weather  was worse and for two days the ship  was endeavouring to  make the last 250 or 300 miles. There was very little cargo in the  ship and the  fact she was so light added to  the  difficulty of navigating her  through  the trying period. It was a most trying time for all on board  and they were happy when St.  John's  was sighted.

On deck quite a bit of damage was done. Doors were smashed in, windows broken, etc., whilst the seas were continually  coming over the ship and the frosty  weather that prevailed at the time served to coat her with ice. It was difficult for the  crew to move about the decks and her hull and even high up in the  rigging were all coated with ice.

It was not until port was reached,  however,  the more serious  damage was discovered and this may necessitate the  ship's staying here for  a least  two weeks.

It  was known that damage had been done  to the rudder but  this despite  this  the ship was  not  unnavigable and she came into port without assistance. Soon after arrival a  preliminary examination was  held with  the hope that damages were but slight and she  would  be  able  get away without  undue  delay.  Later it was discovered that the damage was more  serious and in  consultation with  Mr. D.M. McFarlane, Lloyd's surveyor,  it was decided to have the ship enter  dry dock for a survey  of  the damages. At present  the S.S. Ungava  is in dock and until she  comes off  the Newfoundland will  be not  be able  to go in. Decision as to the repairs will be made when the  survey is  completed.

The Newfoundland had only four  passengers on board when she arrived from Liverpool and only  two landed  at  this port, viz: Mrs. M.  Baird and Mr. H.H. Silver for Halifax, Mrs. A. Hutchinson,  and for Boston, Mr.  C.E. Fox. These passengers  will never forget  the voyage.

For  the outward trip to Halifax and  Boston twenty-seven passengers were booked.  It was planned  at  first to have the  ship  sail  again on Saturday night,  but after decision to  hold the ship here was reached the passengers were so informed. Some of these  were in time to catch  the S.S. Belle Isle and others went out  on the express yesterday. 

The Newfoundland is now berthed  at Furness Withy  premises and will remain there until the dock  is  ready.

The Daily News, 2 January  1934.

Nearly  three  days  overdue, and coated with  ice, in some places more  than a foot  thick,  the Furness liner Newfoundland, Capt. Furneaux,  arrived  in port Saturday  evening from Liverpool and reported  damage to  her  rudder,  one of the crew slightly injured and some minor  damaged about  deck, due to  a succession of terrific gales  and mountainous seas. 

A  fairly  good run was  made  until Christmas Day, after which  a terrific gale struck  the ship  driving the  seas almost to the tops  of  the masts  and so impeded her  progress that a times not more  than  two knots per hour  could be made and the ship  had  to  heave to.  The  weather  was frightfully cold and decks, rigging and masts up to the tricks were coated with ice, so  that  it  was with the greatest difficulty that  the sailors made their way about and several  received minor injuries from falls. The seas which  lashed the ship, stove in two of the windows on the  promenade deck, smashed another on the captain's deck, did other  damaged to doors,  etc., and fractured one of the scarfs of the rudder.

The Evening Telegram, 2 January 1934.

In 1933

Newfoundland completed

• 8 westbound crossings carrying 390 passengers  and 7 eastbound crossings  carrying  371 passengers  for a total of 761 passengers.

Nova Scotia  completed

• 8 westbound crossings carrying 345 passengers and 8 eastbound crossings carrying 423 passengers  for a total of 768 passengers.

NB: These figures do not include interport (i.e.  St. John's-Halifax or Halifax-Boston etc)  carryings.

Nova Scotia. Credit: eBay auction photo.

1934

Newfoundland  went  into  dry dock  at St. John's  on 6 January 1934, when the local Furness office stated that "it  is expected  that  the ship  will be ready to sail for  Halifax and Boston on Thursday  [11 January] next."

A survey  of  the  damage caused  the S.S. Newfoundland  was  held at the Dry  Dock  on Saturday [6 January]  by  Mr.  D.M. MacFarlane,  Lloyd's surveyor,  and Mr. J.  Pollock, Superintendent of Marine, Nfld.  Railway.

The  greater  damage was done to  the  rudder  which  was unstrapped this  morning  from the stern post for repairs.  The ship will come off  dock  by Thursday next.

Mechanics worked all Saturday  night and part  of yesterday in order to speed  up  the work.

Evening  Telegram, 8 January  1934.

The survey  found  the rudder  post fractured, coupling bolts  to  the  rudder broken, rivets  loosened and other damage.

Furness fixed Newfoundland's schedule  on 9 January 1934: departing  St.  John's  on the  11th for  Halifax and Boston and eastbound, from Boston on the  18th,  20th  from Halifax and  St.  John's to Liverpool on the 23rd. 

The  Daily  News of 10 January 1934 reported that  "work  on repairs  to S.S. Newfoundland, now in dry  dock, is  making  satisfactory progress, and the steamer  will be able  to come off dock  tomorrow. Monday night  and all last  night men  were working  on the  ship."  Repairs were  completed at 3:00 a.m. on the 11th, the ship  was  refloated  at 9:00 a.m.  And shifted  to the  Furness pier by 10:00 a.m. for an immediate departure at just before  1:00 p.m. noon for Halifax and Boston. The job proved very satisfactory,  and the despatch with which  the work  was done  won the favourable comment of the Captain and Agents."  (Evening  Telegraph).  

Newfoundland went out with  49 passengers for Halifax and Boston.  Calling at  Halifax on the 13 January 1934, her stop there was kept to a minimum and she came into Boston on the 15th, 10 days  off  her original  schedule.  She  brought in 24  passengers  and  600 tons of cargo. 

With no passengers for Liverpool, Newfoundland left Boston on 17 January 1934 and embarked her first trans-Atlantic customer at  Halifax on the 20th.  Coming into St. John's  at  3:00 a.m. on the 22nd, logging 40 hours for  the run  from  Halifax and landing   nine passengers.   Sailing  for  Liverpool  on  the  23rd, Newfoundland had 11 passengers aboard and  arrived  on the  30th. 

With 20 passengers,  Nova  Scotia departed Liverpool on 11 January 1934 and reached St. John's at 4:00 p.m. on the 18th, coming  in just  after  winter gale lashed the port.  Disembarking  11 passengers  there,  she sailed at 3:00 p.m. on the 20th with  32 embarks for Halifax and Boston. Landing two at Halifax on the  22nd, Nova Scotia  came into Boston on the 25th with 87 passengers, mostly  from Halifax, including the champion curling team of  Nova Scotia,  met at the pier  by representatives of  the Boston  curlers they  would play at The Country  Club, Brookline.  They would return  on the ship's homeward voyage. 

Newfoundland would  be laid  up  in Hornby Dock,  Liverpool,  for the rest  of the winter,  relieved  by  Incemore which  made the  first  of two  voyages on the route from Liverpool on 2 February followed by  another  on 14 March. 

With three passengers for England, Nova Scotia  left  Boston on 27 January  1934, embarked  four more at Halifax on the 31st and arrived at St.John's  the  morning of 2 February, landing  25 from Boston and seven from Halifax. On departure for Liverpool at noon the following  day,  Nova Scotia  left with 25 passengers and arrived on the 9th.

Credit: Daily News, 1  March 1934.

With  all of 18 passengers aboard,  Nova Scotia  left Liverpool on 22 February  1934, and they  endured  a stormy  passage across,  not reaching St. John's until 1  March, where 10 were doubtless  glad to land there.  With  31 embarks for Halifax  and Boston, she  cleared St. John's the afternoon of the 3rd, calling at Halifax 5-6 (landing three Liverpool passengers) and coming into Boston the morning  of the 8th with 31 passengers, including her  remaining  five  from England,  and a large  cargo. 

Homewards, Nova  Scotia  passed out  of Boston Harbor  on 10 March 1934 with eight passengers  for Liverpool, paused  at Halifax on the  12-13th, embarking four more for England and cleared St. John's on the 16th with 43 for the Old Country.  Nova Scotia arrived at Liverpool  at 1:00 a.m. on the  23rd.

Newfoundland was reactivated for the summer season and shifted to Langton Graving Dock no. 1 on 20 March 1934. She was shifted back to a berth in Langton docks on  9 April, an exceptionally long docking indicating major overhaul or continued repairs to her rudder and stock,  etc.  On 1 May she went to her usual  berth in Hornby Dock to load for North America. 

Returning to service, Newfoundland  (Capt. T.H. Webber) sailed from Liverpool on 8 May 1934 with  73 passengers. Arriving at St. John's at 6:00  p.m. on the  15th, she was 24 hours late on account  of ice off the Newfoundland coast:  "Capt. T.H. Webber said that the steamer was poking through  fog in the ice  region and to prevent possible collision with  the ice, the steamer was stopped one entire night.  The captain said  he sighted six giant  bergs and several growlers  when  the fog lifted." (Boston  Globe, 22  May 1934).  She landed 48 passengers.  Detained there because of an exceptionally heavy inbound cargo to unload, Newfoundland  did not depart for Halifax  and Boston on the  18th, disembarking 15 Liverpool passengers  at Halifax on the  20th and leaving there at 2:00 a.m. on the  21st.   With 10 remaining passengers from Liverpool, 31 from St. John's and 17 from Halifax, she came into Boston on the  22nd.

"Having made an exceptionally quick  turn around, " (Boston Globe), Newfoundland departed Boston at 11:30 a.m. on 23 May  1934 after a  24-hour call there. She went out with 60 passengers (10 for England) and 350 tons of cargo.  Three of her passengers for  St. John's were bound for the Grenfell Mission in northern Newfoundland.  Adding 22 passengers for Liverpool at Halifax on the 26th, she arrived at St. John's on the  morning of  the 28th, landing 39 from Boston and 18 from  Halifax. With  48 aboard, Newfoundland sailed to Liverpool on the 29th and docked  there on 4 June.

Nova Scotia departed Liverpool on 25 May with  53 passengers and after "making  a good  run  across,"(Daily News) made St. John's at 6:00 p.m. on the 31st,  landing 36 there. With 34 embarks for Halifax and Boston,  she  departed on 2 June, calling at Halifax 4-5th (landing 24 Liverpool passengers  there) and arriving  at  Boston the evening of the 6th and berthing at Hoosac  Docks the next morning  with  20 passengers (six  from Liverpool). 

Clearing Boston on 9 June  1934 with 14 fares for  England,  Nova  Scotia call at Halifax 11-12th,  embarking 23 for Liverpool, and arrived at St. John's on the  14th landing  a large number of passengers  from Boston and Halifax  there.  Departing there  the next day for Liverpool,  Nova  Scotia went out with 56 passengers and arrived on the 21st.

Managing a passengers list with 75 names  on it,  Newfoundland departed  Liverpool  on 12 June  1934, she reached St. John's on the  18th,  landing 57. "Capt. Webber report encountered heavy  off  the  Newfoundland coast  which  necessitated running at reduced speed on account of icebergs. While  numerous bergs were in the vicinity,  only  two were sighted." (Boston Globe, 25  June 1934)Making Halifax at 3:00 a.m. on the 22nd, nine of her remaining  Liverpool passengers left her  and  the  final nine at Boston on the 25th,  in addition to 23 from Newfoundland and Nova Scotia.  She  came in with  a 400-ton cargo.

Sailing  from Boston  at  noon on  27  June 1934, Newfoundland  would,  on this  crossing  only,  call at Sydney, N.S,  to embark  a party of tourists bound  for  England.  She left with  15 passengers for  Halifax, two for Sydney,  61 for St. John's and 12 for Liverpool and  400 tons of cargo. On departure  from  Halifax on  the  30th,  she  added 42 passengers for England and at Sydney on 1  July,  she  embarked one  First  Class  and 34 Third Class  passengers for Liverpool.  Coming  into St. John's on the  afternoon of the  2nd, landing  a large  number of Boston passengers, four  from Halifax and nine from  Sydney.  Casting  off  for Liverpool the  following evening, Newfoundland  had a good list of 120 for the Old Country and  making  good time across,  arrived in the  Mersey on  the  9th.

When  Nova Scotia  cleared Liverpool on  29 June 1934 for  North America,  she  could  only  manage  a compliment of  55 passengers despite it being  the  peak of the  summer  season.  Arriving there the  evening of 5  July, two dozen of her  passengers disembarked  at St.  John's.  Embarking  42 for Halifax and Boston,  Nova Scotia sailed at 3:00 p.m. on the 7th.  After  calling  at Halifax on  the 9-10th, landing 18 passengers from England, she had  a fast run to Boston,  getting  in there  the  evening  of the 10th and  coming  alongside  Charlestown  berth the  next morning. She  came in  with  47 passengers:  nine  from Liverpool (including five  officers en route to New  York to join Siamese Prince), 15  from St. John's  and  23 from Halifax.  

With  a compliment  eastbound that more reflected the high  season, Nova  Scotia  went out  almost  a  full ship  from  Boston  at 11:30  a.m. on  14 July  1934 with  175  aboard, 17  for  Liverpool.  Another 14 for England embarked at  Halifax on the 17th.  On arrival at St. John's the morning  of the  19th, a large proportion of her Boston and  Halifax  embarks left  her there but  on departure for  England the  next  day, Nova Scotia  still  took out  96 passengers  and  had them in Liverpool on the  26th.

Newfoundland's  17  July 1934  sailing  from Liverpool  attracted  80 customers and she had them "across" by the 23rd where 58 disembarked and she embarked at  least as many for Halifax and Boston before sailing on the 25th. Eighteen more  Liverpool  passengers landed  at Halifax on the  27th.  As usual,  she arrived off Boston Quarantine the evening of the 29th, and alongside Pier  40-41, Hoosac Docks the next morning, with four passengers from Liverpool, 51 from St. John's and 12 from Halifax.

Eastbound from Boston at noon on 1 August  1934, Newfoundland took out 130 passengers,  five  for Liverpool.  Halifax on the 4th produced another three customers for England.  She  arrived at St. John's at 8:30 a.m. on the 6th,  landing  a large number of passengers from Boston and Halifax.  On to Liverpool at noon the following day,  Newfoundland  had 29 passengers for England and arrived on 9:00 a.m. on the 13th. 

From Liverpool on 3  August  1934,  Nova Scotia had a good list of 127 passengers and "after a good run across," (Daily News) passage,  brought  them into  St.  John's at 4:30 p.m.  on the 9th and where  no fewer than 97 landed, the largest number of debarks at the port  from England quite awhile  if not a record.  She also had 900 tons of  cargo to discharge.  Almost  a full ship on departure  at 4:00 p.m.  On the 11th, Nova Scotia landed  21 of her remaining  Liverpool passengers at Halifax and arrived at Boston the morning  of  the  16th, disembarking her last seven  passengers  from Liverpool. 

Nova Scotia outbound from Boston on 18 August  1934.  Credit: William B. Taylor, The  Mariners' Museum.

With 14 passengers  bound  for  Liverpool, Nova  Scotia left Boston on 18  August  1934, called at Halifax on the 20-21 where she embarked 20 more and came into St. John's the morning  of the 23rd to land 31  from Boston and 12 from Halifax.    With 102 passengers, Nova  Scotia steamed eastwards on the 24th and  reached Liverpool on the 30th at 6:00 p.m..

Westbound on 21 August 1934 with 92 aboard, Newfoundland passed out of the Mersey.  Making a smart  late summer passage, she came into St. John's  at 5:30 p.m. on  the 27th, disembarking 44 passengers there and sailed for Halifax the evening of the 29th.  Reaching the Nova Scotian port on the last  day  of August to land  34 passengers, Newfoundland  ended her  westbound crossing on arrival  at Boston on 3 September where  her final 14 passengers from England  disembarked.

With 40 passengers (14 for England) aboard,  Newfoundland cleared Boston on 5 September  and embarked 17 more at Halifax  on the  8th. Calling at St. John's on the 10-11th,  Newfoundland cleared for Liverpool with 139 passengers and arrived on the other side on the 17th. Among those landing was a group of 50  British public schoolboys returning  from a month from Newfoundland:

Credit:  Evening  Express,  18  September 1934.

A party of British public schoolboys, who have spent more than a month in unexplored territory in Newfoundland, arrived at Liverpool today in the Furness liner Newfoundland. 

They numbered about 50 and were under the leadership of Surgeon-Commander Murray Levick, R.N., the founder of the Public Schools' Exploration Society, which organised the expedition.

The boys, whose ages ranged from 17 to 19 years, were tanned and looked the picture of good health. Among them were boy scientists, who came ashore preciously guarding their discoveries, which included more than 1,000 beetles, 53 birds one hitherto unknown in Newfoundland, 250 plants and 20 varieties of mosquitoes. All will be given to the British Museum, where, before starting on their expedition,  the boys were specially instructed in taxidermy.

Evening Express, 18 September 1934.

Of her 76 passengers, Nova Scotia (from Liverpool on  7 September  1934), landed 38 on arrival at St. John's at 5:00p.m.on the 13th. Among them was Sir William Horwood, Chief Justice  of Newfoundland, and Lady Horwood. She left almost a full ship at noon on the 15th with a  considerable number  of embarks  for  Halifax and Boston including  Sir  William Horwood continuing on to  Halifax on a visit to Canada.  At Halifax on the 17th-18th, 36 Liverpool passengers disembarked and Nova Scotia proceeded to Boston.

Credit: Boston Globe, 20 September 1934.

Arriving off Boston Quarantine  the previous night  at 8:20 p.m. on 19  September 1934  and anchored for the night with  the intention of coming  alongside before  8:00 a.m. the  following  morning,  a dense fog prevailing kept Nova Scotia  anchored and she was struck by the U.S.  Quartermaster motorboat L 48 which was from crossing  the  harbour from Fort Banks, Winthrop, and  her  crew did not see the  liner at  anchor in the  fog.   The impact crushed the boat's bow and  damaged several of the liner's plates. "The  crew of the  Nova Scotia  managed  to loop a rope around the bow of the  damaged  craft and prevented her from sinking. None of the five who made up  the  crew of the L 48  was  injured. Shortly after  the  crash the  quarantine tug David Townsend escorted the damaged vessel to the  beach." (Boston Globe,  21 September 1934). With  the  fog finally  lifting,  Nova Scotia  weighed  anchor  at 9:00 a.m. and finally got alongside her Hoosac Docks pier, some two hours  late. She came in with 100 aboard (five from Liverpool, 88 from  St. John's and seven from Halifax).  

Credit: Boston Globe, 20 September 1934.

When the Furness Line steamer Nova Scotia docked at Hoosac Docks, this morning, Leslie Hall, the chief steward, hurried ashore and went to the home of his fiancee, Miss Elizabeth Hall, 17 Beckett road, Belmont, to prepare for his wedding this evening. 

The couple who bear the same family name will be married at 8 p m in All Saints Church. A wedding supper will be served at the Continental Hotel. 

The bridegroom is a friend of long standing of the bride's father, Harry Hall, and he met his future wife through this relationship. 

Hall has been granted leave of absence from the vessel while it is in port, but must return on board in time for the return sailing Saturday.

His wife will remain here until the latter part of the month when she will sail for England to meet her husband. The couple will make their home in Wallesey. near Liverpool, Eng, the birthplace of the groom.

The Boston Globe, 20 September  1934.

Credit: Montreal Star, 18 September 1934.

The little-heard-of liner, the SS. Nova Scotia, of the Furness Withy Line, is to have the honor of taking Prime Minister Ramsay MacDonald back to England. 

The Nova Scotia is part of a fleet of two ships which maintain regular service between Boston, Halifax, St. John's, Newfoundland, and Liverpool, at about 17 or 18 day's interval. The Nova Scotia is a ship of 6,790 tons, and is regularly engaged in the run.

She and her sister ship, the Newfoundland, are the only liners operating regularly between the capital of Newfoundland and Great Britain. The Nova Scotia will leave Boston September 22, arrive in Halifax September 23, leave Halifax September 25, arrive St. John's September 27, and take the British Prime Minister and his daughter, Ishbel, away September 28. They will arrive in Liverpool October 4.

Montreal Star, 18 September 1934

Starting one of  her  more  publicised voyages,  Nova Scotia departed from Boston on 22 September 1934 for Liverpool with six passengers. Calling  at Halifax on the 24-25th,  she added  another seven and made  St. John's the morning of  the  27th, landing 35 from Boston and 26 from Halifax.  Prime  Minister the Rt. Hon. Ramsay  MacDonald and his  daughter Ishbel embarked the following day,  ending  a month  doctor ordered rest visit to Canada and Newfoundland and after giving a radio address to the people of the island the previous evening. 

There was quite  a large gathering of representative citizens present at  the Furness Withy pier this afternoon to bid  farewell to the  Rt.  Hon.  James Ramsay MacDonald who made is departure for  England  in S.S. Nova Scotia  at 2.15. Included among  the gathering were  the Chief Justice, Sir William Horwood, Kt.,  and all the members of the Commission of  Government at present in St. John's.  

As the tug nosed the ship off from the pier  three cheers were given by  the  gathering in  acknowledgment of which Mr. MacDonald doffed his hat. The bugler on the ship then struck up Auld Lang  Syne  and Britain's Prime Minister was  on his way  to resume his political activities. 

Evening  Telegram, 28 September  1934.

With 65 passengers in all, Nova Scotia sailed  at  2:15 p.m. on 28 September 1934 for Liverpool. The liner was met in mid  river on arrival  on 4 October by the  tender  Flying  Breeze that  left the  Princes Landing stage  at  8:00 a.m. "in somewhat  choppy weather" (Liverpool Echo) conveying a welcoming party  led by the Lord  Mayor  of Liverpool which would take the  Prime Minister to  the Landing Stage  and  thence  board the 10:00 a.m. express to London. 

Mr. Ramsay MacDonald, the Prime Minister, and Miss Ishbel MacDonald arrived at Liverpool today, the end of Mr. McDonald's three-months' health trip. They have been in Eastern Canada, Newfoundland, Nova Scotia, and Labrador, among other places, and they both looked remarkably fit and in good spirits. Miss MacDonald had with her a little five-months-old Scottish terrier, called Dodie, the gift of a friend in New Brunswick.

The Premier and his daughter had travelled in the Furness Withy liner, Nova Scotia, and were met in mid-river by a tender, on which they came ashore. The welcoming party on the tender included the Lord Mayor of Liverpool (Mr. G. A. Strong), Sir Alexander Grant (a personal friend of the Prime Minister), Earl de la the Warr (Parliamentary Secretary to Ministry, of Agriculture), Sir William Edge, M.P.(representing the Liberal National Party), Sir Thomas Rosbotham, M.P., Sir Thomas White (of Liverpool), Mr. Samuel Brighouse (the veteran Lancashire coroner), Mr. R. E. Burnett (vice chairman of the Furness Withy line), and Mr. R. Sargeant (Liverpool manager of the line).

Coventry  Evening Telegraph, 4 October 1934.

The Premier looked tanned and well when he stepped down the gangway from the Nova Scotia on to the tender Flying Breeze, which brought him from mid-river to the Landing Stage. The Nova Scotia and the tender were gaily decorated with flags bunting, and as the two vessels parted the Prime Minister and Miss MacDonald waved good bye to their fellow passengers, who were disembarking at one of  the  docks.

Evening Express, 4 October 1934.

The end of an era was announced on 26 September 1934 when Furness Withy ended a 26-year tradition of using Charlestown's  Hoosac Docks as their Boston terminus.  Beginning with  the arrival of Newfoundland on 8 October, the Furness-Warren and Prince Line (as well as Swedish American Line) would begin using Pier 46,  Mystic Wharves instead. "The new  terminal has  been renovated and special provisions will be made for the handling  of passengers as well as cargo." (Boston Globe, 26  September 1934). 

With 58 passengers aboard, Newfoundland  cleared the Mersey on 25 September 1934 and arrived at St. John's the afternoon on  2 October, landing  24 there.  Off to Halifax and Boston the next afternoon, she disembarked 22 at the Nova Scotian port on the 6th and came into Boston on the 8th, landing her final dozen Liverpool passengers. 

Among the 44 (11 for England) aboard Newfoundland's 10 October 1934 departure from Boston was Mrs. Leslie Hall, bride of the chief steward, bound for her  new home in Liverpool.  Another Mersey-bound traveller was Capt. J. Smith, commander of one of the Prince Line ships based on New York,  returning home on leave. Embarking  14 more  for Liverpool at Halifax  on the  13th,  she  sailed from there at  10:00  p.m.  And came into St. John's the morning of the  15th.  Clearing  St. John's the afternoon of the 16th, Newfoundland had 45 passengers (including the Hon. Sir Edgar R. Bowring, ex-High Commissioner for Newfoundland in Great Britain, and his stepdaughter,  Mrs. A.S. Munn) for Liverpool and arrived there at 7:00  p.m. on the 22nd. 

Among  the 24 passengers embarking  Nova  Scotia in Hornby Dock, Liverpool, on 11 October 1934 was the famous pianist Benno Moiseiwitsch, bound  for professional tour in Canada.  On arrival at St.John's  at 9:00 p.m. on the 17th, Nova Scotia  landed 11 of her passengers but a working a large  inbound cargo meant she was not off for Halifax  and Boston until the afternoon of  the 20th, embarking 31 for those ports. Calling at  Halifax on the 22-23rd, where  nine Liverpool passengers disembarked, she  got into Boston the evening  of the 23rd and  was the first of the sisters to docked  at the  new terminal, Pier 46, Mystic Wharves the following morning with  30 passengers  including the remaining four  from Liverpool. 

Credit: The Boston Globe, 24 October 1934

"The steamer made one of the quickest turn arounds on record. She unloaded 400 tons of cargo, took on board about 300  tons, embarked 81 passengers and left  this afternoon on her  return trip," reported the Boston Globe on 24 October 1934 after Nova Scotia, paying  a flying visit, departed for Liverpool, the same day she arrived.  Among the 47 for  England were 46 crew members of Queen of Bermuda returning home on leave.  The  stop at Halifax on the 26-27th  produced 12 more  tickets through to Liverpool and Nova Scotia made St. John's at 10:00 a.m. on the  29th.   On departure for England the next day,  she took out 76 passengers and reached  Liverpool on 6  November.

Hardly a  given for the time of year on her route, Nova Scotia arrived at St. John's at 7:30 p.m. on 20 November 1934 from Liverpool (12th) "having made a fine run. The ship left at noon on Wednesday last and had fairly good weather  all the way." (Daily News).   She bought "a large general cargo"  and landed 10 passengers there. Proceeding on the  23rd, she  called at Halifax  (25-26th) landing two and on to Boston.  She got in there at 6:00 p.m. on the  27th.

It  was another fast, even record setting turnaround  at  the port for Nova Scotia was sent on her  way,  eastwards for England, at 5:00 a.m. on 28 November  1934, back on schedule:

The vessel was in port just 11 hours, having arrived at Mystic wharves at 6 p m yesterday. During that time she landed 250 tons of cargo and 20 passengers, loaded 300 tons of merchandise and filled her fuel tanks with 1100 tons of bunker oil. She had 12 passengers from here, only two of whom are destined for England. Longshoremen worked all night so that the liner could leave this morning in an attempt to make up time lost in heavy weather on the passage to Boston.

The Boston Globe, 28 November  1934.

Her two  Liverpool  embarks at Boston joined  by 23 at Halifax on 30 November 1934,  Nova Scotia arrived at St. John's at 9:30 a.m. on 2 December, landing 22 passengers and once  again longshoremen, working all day,  had her loaded and Mersey-bound the  following  day with 42 passengers.  Nova Scotia arrived at Liverpool  on the  9th.

Managing most of one more complete voyage before the year  was out,   Newfoundland, with 59 passengers, left Liverpool on 3 December 1934.  She got into  St. John's  at 3:00 a.m. on the 10th ("officers of the liner reported very severe weather from the time of  passing the coast of Ireland until reaching St. John's," Boston Globe, 17  December), landing 11 there and was off for Halifax the afternoon of the  13th where seven disembarked on the  15th.  Newfoundland came alongside her Mystic Wharves berth at Boston the  morning  of the  17th with 74 passengers. Of them, 41 (from Liverpool)  were crew members joining Queen of  Bermuda at New York and boarded buses for there on arrival. 

Serving as a "crew shuttle" for Queen of  Bermuda on the  return trip as well,  Newfoundland's only Liverpool passengers on departure  from Boston on 19  December  1934 were  21 stewards from the  Furness Bermuda liner going home on leave. She also had two passengers for Halifax and 24 for St. John's.  Embarking a single  passenger for England at Halifax on Christmas  Eve, Newfoundland arrived at  St. John's on the 26th.   She left for England on at noon on the  27th with 33 passengers and arrived at Liverpool at 9:00 a.m. on 3 January  1935.

By the end of the year, Furness Withy  reorganised and rationalised their trans-Atlantic services and companies.  Johnston Line and Neptune Steam Navigation  Co.  Ltd. went into liquidation and the remaining Johnston Line  ships joined Newfoundland and Nova Scotia under  the newly created Johnston-Warren Lines Ltd.  

In 1934

Newfoundland completed

• 7 westbound crossings carrying 456 passengers  and 8 eastbound crossings  carrying  395 passengers  for a total of 851 passengers.

Nova Scotia  completed

• 8 westbound crossings carrying 411 passengers and 8 eastbound crossings carrying 516 passengers  for a total of 927 passengers.

NB: These figures do not include interport (i.e.  St. John's-Halifax or Halifax-Boston etc)  carryings.

Nova Scotia sails from Boston. Credit: Leslie Jones  photograph,  Boston Library  Collection.

1935

Newfoundland was "done" for  the winter and would be laid up in Canada Dock, Liverpool from 10 January  1935 until early April.  To maintain the mail contract  frequency, the laid up Incemore was reactivated and departed Liverpool on 20 January  on the first of two round voyages, and, as before,  carried passengers as well.

Maintaining her usual routine,  Nova Scotia left Liverpool on 8 January 1935 with 27 passengers and favoured by good weather, wired  St.John's on the 15th that "she  was making a better run than was  expected and she would arrive here at 7 o'clock this morning," instead of that  evening as expected.  Disembarking  17 passengers on the 16th, they arrived in a city that had witnessed  three blizzards since New Year's Day.  Nova Scotia  sailed  on the evening the  18th, landing a solitary  passenger from Liverpool  there on the 20th  and  proceeding  to Boston, arrived  there on the 22nd with  her final 9 trans-Atlantic passengers, 40 from St. John's and seven  from Halifax.  She was two days  off  her  schedule owing  to  weather  delayed cargo  working  in St. John's  and Halifax. 

It was another impressively fast turnaround at  Boston with Nova Scotia's inbound  cargo of 500 tons unloaded and her  outbound 650 tons, including refined  sugar  for St. John's and other cargo for Liverpool  worked  in  just  27 hours in port. 

Credit: The  Boston Globe, 23  January  1935.

Nova Scotia's departure from Boston for Liverpool on 23 January  1935 was bittersweet,  marking the farewell to Capt. Samuel J. Furneaux who was retiring after this trip after 40 years' service, and the event did  not  go unnoticed  in the port were he  was  so well known and admired:

Capt Samuel J. Furneaux of the Furness Line steamship Nova Scotia, who is making his last trip in command, was given a farewell salute by the tugs of the Boston Towboat Company and the city ferryboats when his vessel passed down the harbor at noon on the way to Liverpool via Halifax, N S, and St Johns, N F. Capt Furneaux, who was on the bridge, returned the courtesy by sounding the whistle of the steamer.

Capt Furneaux was presented with a gold wrist watch, suitably inscribed, by the office staff of the Furness Line at a luncheon on board the steamer last evening, and this morning the personnel of the steamer presented him a traveling bag. Other gifts will be presented the retiring commander at Halifax and St Johns.

Capt Furneaux, who has rounded out 40 years of service with the company, has reached the retiring age and will relinquish command when Nova Scotia reaches Liverpool. His home is on the Cheshire side of the Mersey, opposite Liverpool. He is one of the most popular steamship commanders running to this port and his retirement is deeply regretted by his many friends.

The  Boston Globe, 23 January  1935.

Going out with two passengers for Halifax, 13 for St. John's and  28 for  Liverpool (officers and stewards from Prince Line vessels returning  home on leave), Nova Scotia  paused at Halifax on 25-26 January 1935,  embarking six for Liverpool there, and  came into  St. John's  on the morning  the 28th, landing 13 from Boston and 22 from Halifax. Departing the following afternoon for  England, Nova Scotia went out with 71 passengers and arrived at Liverpool on 4 February.

Credit: The  Boston Globe, 6 March 1935.

Promoted  to captain, Chief  Officer James Murphy (whose career with Furness  began in 1919), now commanded Nova  Scotia, "… is  no stranger  to the  Newfoundland trade. He  was  formerly  master of S.S. Sachem  and when that  ship  was withdrawn from service he served  as  chief officer of S.S. Newfoundland and S.S. Nova Scotia.  He is  a most  capable and obliging officer and the numerous  friends he has made during  his years  coming  to St. John's will be pleased to learn of his promotion." (Daily  News, 25 February  1935).

Having been favoured by  rare good  weather on her first westbound  crossing of  the  winter,  Nova Scotia  was  not  so fortunate on her  second. Departing Liverpool on 19  February  1935 she, her new skipper,  crew and  32 passengers sailed into a succession of winter westerly  gales.  Instead  of arriving  on the  25th, a message  received  from the vessel  stated "she is  being delayed by a heavy gale" and Capt. Murphy  hoped she would be able to make St. John's  "by  Tuesday" [26th] but instead, the  local  Furness office on that  day, put  her arrival forward to  the  27th.  When she finally came in at 11:30 p.m. that  evening, the Daily News reported the  following  day  just  how bad  the  trip over had  been as well as  very  difficult  ice  conditions on arrival:

The  S.S. Nova Scotia arrived  in port from Liverpool at 11.30  last night, after a most trying  voyage. Capt. Murphy who  is making his  first  voyage in command of  the  ship,  succeeding Capt. Furneaux,  who  retired  from service after the  ship's  arrival at Liverpool, states  that  the  passage from Liverpool  was one  of the worst in  his  experience.  Messages during  the  week  told of the  terrible  conditions  existing on the  Atlantic and  Capt.  Murphy states that  none  of  the  reports were exaggerated; a hurricane raged continually for the  past  week and  seas ran mountainously high. The Nova  Scotia was badly buffetted and progress was impeded but  fortunately the ship came through  without  damage.

The Nova Scotia was  off the port  yesterday and early  last  night but  ice  in the  harbour  made  it  impossible  for  the  pilot  boat  to  get  through  it  and even  tugs found some trouble getting out. Berthing  the  ship was also difficult  because of the  conditions. It  was successfully accomplished  however.

The Daily  News, 28  February  1935.

Credit: The Boston Globe,  6 March 1935.

Landing 17 doubtless glad to be off passengers at St. John's on 27  February, Nova Scotia left on 2 March for  Halifax and Boston, landing four Liverpool passenger  at  the Nova  Scotian port on the 4th  and arriving, two days late  at  Boston on the 5th, docking at 6:00  p.m. at Pier  46, Mystic Docks,  Charlestown.  "Ship's officers reported  a stormy passage on the run from Liverpool to Newfoundland with six continuous days of westerly gales and rough seas, serious  impeding the progress of the liner. On one occasion she logged only  90 miles  an entire day and under normal  conditions she is  capable of making  330 miles in 24 hours." (Boston Globe, 6 March 1935).  Nova  Scotia disembarked her  final 20 passengers  from Liverpool (18  of whom were Queen of Bermuda crew returning  from home leave),  and 16 from St. John's, including  Thomas Lodge,  one of the  four commissioners  representing  England in Newfoundland, and his  wife. 

Homewards on 6 March,  after the  quickest of turnarounds,  Nova Scotia left  Boston for Liverpool with  13 passengers,  adding seven at Halifax on the  7th and on clearing St. John's on the 12th had 47 passengers for Liverpool  where came in at 5:25  a.m. on the 19th. 

At  8:00  a.m. on 2  March  1935 Newfoundland  was roused from her winter hibernation in Canada Dock,  Liverpool, by a  towline and shifted to  Langton Graving Dock no. 1 for cleaning,  overhaul and  repainting. On the  21st, she was  shifted  to Hornby  Dock  to  begin  reprovisioning  and loading. 

The  return to service  of Newfoundland was reported  on 29 March 1935 with  her  2  April departure from Liverpool,  arriving Boston on the 15th.  Incemore  docked  at  Boston on the 29 March for the second and final time.  All five her passengers were Prince Line  crew members  rejoining their ships in New  York.   

Credit: Bryan College Station Eagle,  9 April 1935.

With Admiral Sir David  Murray  Anderson, KCB, CMG, MVO, Governor-General of  Newfoundland, among  her 63 passengers, Newfoundland  sailed from Liverpool on 2 April 1935 and it proved  an eventful return  to service.  On the  day [9th] she  was due to arrive at St. John's, she received a wireless from the freighter  Towerbridge that  she  had been damaged in ice and her  no.  1 hold  flooded  and  the  bulkhead weakened, 200 miles southeast of St. John's.

The  Newfoundland altered her  course and sailing  through  a field of  heavy  ice got within eight  miles of the position  given by  the  damaged  ship which  then stated  there  was no immediate  danger  and she was shaping  her  course for Halifax  or St. John, N.B.   

The Newfoundland  then turned  about for St. John's.  The  ice was heavy and  as  result the ship's propellors [sic]  were damaged  somewhat. Yesterday  morning a survey of the damage was held  and it  was  decided  to place  the ship  on dry dock to have repairs effected. She  go on tomorrow  and it is hoped to  have her  ready  to come off again on Monday. 

The Daily  News, 12 April 1935.

Credit: Daily News, 12 April 1934.

At the time the Furness liner was  in clear  water, but  owing  to  the urgency of the call, Capt. Webber immediately diverted his  course and put his ship into  a  field  of heavy  and dangerous ice to render assistance. The  SOS call reported  the Towerbridge with one of her  holds filling  with  water and a bulkhead  bulging.  After going  through about 20 miles of ice and getting within 8 miles of the disabled  ship, Captain Webber  was informed that  the  Towerbridge was  in no immediate danger and was proceeding to Halifax or St. John. N.B. The  Newfoundland then bore up for St. John's and arrived  at 4 o'clock. This forenoon [11th] a diver went under the ship and found four of the propeller blades damaged by ice. It was decided to dock the ship for further  survey. She will go on dock on Saturday [13] and will probably  come off  on Monday [15].

According to  passengers… the ship  had to  force  her way through  very heavy ice before reaching open water after having responded to  the call of  the freighter Towerbridge, and they speak in the highest terms in which Captain Webber nursed the  ship along. During her progress a considerable number of seals were seen, much to  the interested of  passengers who,  however,  have no desire  to repeat their experience.

Evening Telegram, 13 April 1935.

Dressed overall,  Newfoundland got into St. John's on 11 April 1935 at 6:00  a.m., and His  Excellency the  Governor-General  disembarked at 9:30 a.m.  With all  the pomp and ceremony  of  a now long vanished age as described in the Evening  Telegram that day:

Three  arches had been  erected, bunting  was flying from the  shipping in the harbour, the mercantile premises, R.C.  Cathedral, the halls,  and  a guard  of honour  from the Constabulary,  with the  C.L.B. Band, as well as  a  large gathering  of citizens, were  at the  Furness Withy Pier  to welcome  the  return  of His  Excellency.  Amongst  those who went on board  ship  were His Excellency the Administrator, Sir W. H. Horwood, the  Commissioners for  Natural  Resources, Home  Affairs, Public Utilities, and Finance, and also His Honour Mayor Carnell,  the  President  of  the Board of trade, Magistrate Browne,  Mr.  H.J.  Russell,  Manager of  Railway,  and the  secretaries  and officials  of various  government departments. 

His  Excellency is in excellent health after  his  holiday.  Coming  on shore his  Excellency was met by the  Chief  of Police O'Neil, the  guard of  honour  presented  arms and  the  C.L.B. Band played the  National Anthem. On leaving  the pier he  was accompanied by a mounted  escort  which  preceded his motor car  to Government  House.

Evening  Telegram, 11 April 1935.

Newfoundland entered the St. John's dry dock on 13 April 1935 and  it was quickly discovered that about 20 inches had been broken off two  of the propeller blades, one was bent and another fractured. Fortunately, she carried  a spare propeller and this was fitted. "Work was  carried on all yesterday  and will continue to-day.  It  was hoped to have the  ship ready to resume her voyage to Halifax  and  Boston  to-morrow. She will sail from the dock premises." (Daily  News,  15 April 1935).

Credit: The Boston Globe, 22 April 1935.

Six days late, Newfoundland left  St. John's 16  April 1935 directly from dry  dock at 6:00 p.m. with 32 passengers for Halifax and Boston. Her remaining 40 Liverpool passengers had been already transferred to the Furness liner Dominica sailing of the 13th to  New York  with onward train reservations to Boston.   When  Newfoundland arrived  at  Boston on the morning of the 22nd, she came in with 22 passengers  from Halifax and two  from Halifax and 400 tons of cargo. 

Newfoundland sailed for Liverpool from Boston on 23 April 1935 with nine passengers for England to  which three more were added at Halifax on the  27th.  Arriving at St. John's  the morning  of the 29th, Newfoundland  managed to get away  that  evening, taking with  her  52 passengers  for Liverpool  where she came in at 1:00 a.m. on 6 May,  concluding one her  most  eventful  voyages. 

Credit: The Boston  Globe, 2 May  1935.

With 57 passengers,  Nova Scotia  left Liverpool on  18 April 1935, encountered considerable drift ice off Newfoundland and disembarked 24 of them at St. John's on  the  27th and another 32  at Halifax on the 29th. She left there on the 30th in appalling weather conditions with  a full gale sweeping into the harbour and Lorne Dempsey, the  pilot, was unable to disembark the liner after bringing her  out. Indeed, Nova Scotia had  to heave  to for a while until the  blow abated. With her unintended passenger among the  26 (including  the nine remaining from Liverpool,  all Prince Line crew  members returning to their ships in New York,  she came off Boston Quarantine the  evening of 1 May and the  following morning, docked at Pier 46,  Mystic Wharves. She also  landed 400 tons  of cargo. 

Nova Scotia cleared Boston on 4  May 1935 with a  solitary passenger for Liverpool (and pilot  Dempsey  for Halifax) who had  company after  departure  from Halifax  on the  7th when no fewer than 61 embarked for the Old Country.  They  included the captain and 16  crew members of the  Norwegian steamer Jan which was wrecked near Point Michaux, Nova Scotia, on 1 May in a gale, whilst bound  from from Halifax  to Garston with timber.  Nova Scotia departed St. John's the evening  of the 9th with 122 passengers for Liverpool, arriving there  on the 16th.   

With 70 passengers for North America,  Newfoundland sailed  from Liverpool on 10 May 1935. Putting in a good passage, she  got into St. John's at 11:00 a.m. on the  16th, landing 33 there. Embarking 20 passengers for Nova Scotia and New England, she departed on the  18th and called at Halifax on the  20-21st, disembarking 34 Liverpool passengers there.  Anchoring off Boston Quarantine for the night on the 22nd,  Newfoundland came alongside her Mystic Docks  wharf the following morning.  All of her remaining Liverpool passengers, 10 in all, were officers  and crew of Prince Line and Furness  Bermuda Line  ships returning from leave, as well as 20 passengers from St. John's and six from Halifax.   She brought  in 400 tons of cargo including a big  consignment of Egyptian cotton. 

On departure  from Boston just before noon on 25 May  1935, Newfoundland had 17 passengers for Liverpool,  added another  19 at Halifax on the 28th and arrived at St. John's on the 30th, landing 43 from Boston and 39 from Halifax. She left  the following day for Liverpool  with 54 passengers and  arrived there  on the morning of 6 June. It would not be  a Furness arrival at Liverpool  without shipwreck survivors returning home aboard and on this trip, two seamen from Swansea, Samuel Manning and Fred Locker, came down her gangway after being rescued from the wreck of the Langleeridge, of Newcastle, which went on a reef on 9 May shortly after sailing from Louisberg, N.S.  The crew was  saved by  the Canadian icebreaker N.B. McLean and taken  to Halifax. 

Coming  into St. John's on the afternoon of 3 June 1935, Nova Scotia (from Liverpool on 28 May) managed  to make a dramatic and destructive entrance indeed: 

Preparatory  to  docking this  afternoon the S.S. Nova  Scotia in manoeuvering to the pier smashed into the  corner  and demolished at least fifty square  yards of  the pier shed, and tore away no less  than eight wharf supports  on the  west  side  of  the dock. A conservative estimate,  it is said, places  the damage  at $35,000.

Onlookers who were  waiting the ship's  arrival say that  she  seemed to  be making too much headway when  a  few yards from the wharf and the collision was inevitable.

Captain Murphy  is in the charge  of the ship and  Harvey Williams was  the pilot.  On April 5  a similar  accident happened  when the  Incemore  brushed a French trawler and tore away a portion of  the shed  and pier. To-day's accident,  however, is much more  extensive. The ship  from outward  appearance, appears  to be undamaged.

Evening Telegram,  3 June  1935.

Usually the  ships of the Furness line berth with the bow  pointing eastward and in order to do so they  proceed up  the harbour and turn opposite the  King's Wharf. The  ship had a quantity of machinery to unload, on the outward voyage, belonging to the  Warren Pavement Co.,  and it  was  necessary to have the  ship's No. 1 hold near the  large crane on  the pier.  This was  the reason for berth bow  westward.

Turning the ship  after  passing Chain Rock  she  was  pointed inwards,  the intention being to come so far and then turn westward.  Sufficient way was maintained to accomplish this. The ship's anchor was  dropped in the usual place and her engines  reversed as it usual but apparently neither took effect and the ship came straight on and before she could  be brought up she had crashed into the  pier and continued  on through  the  shed which  is at the western side  of the crane. A  second anchor was dropped before  the collision but this  did not  seem have any  effect  either.

Members of the officers and crew of the ship who  were on the forecastle head as  she was coming  to  berth had  to  scramble for safety when it was apparent that  a collision was certain. No one was injured.  Passengers  and others on board,  some of whom were on deck, saw the accident  and all on board  felt the shock when the ship hit.

After  the  accident the ship  went  astern and with the assistance of tugs  she  was afterward safely berthed.

The Daily  News, 4 June 1935.

Landing 41 of  her 64 passengers at St. John's, Nova  Scotia  sailed on the afternoon 5 June 1935 after embarking another 21 for Halifax and Boston.  Seventeen of her Liverpool passengers left  her at Halifax on the  7th and she reached Boston on the 10th,  bringing in 25 passengers (six from Liverpool) and 500 tons of cargo. It was a busy day for the Port of Boston, Nova Scotia  being but one of 23 vessels arriving that same day, including four  liners: Samaria, American Trader, Exochorda and Nova Scotia. 

Outbound,  Nova Scotia left Boston on  12 June 1935 with  93 aboard-- 12 for Halifax, 60 for St. John's  and 21 for Liverpool. She embarked another 32 for England at Halifax on the 15th. On departure from St.John's on the 18th, Nova Scotia went out with 80 passengers and got into Liverpool on the 24th

As the summer  season got underway Newfoundland's 14 June 1935 sailing from Liverpool  attracted 95 passengers with  41 leaving her at St. John's on the  afternoon of the 20th.  With 18 embarks for Halifax and  Boston, she  sailed for those ports at noon on the  22nd. Landing 34 Liverpool passengers at Halifax on the 24th, Newfoundland, "after  an uneventful transatlantic crossing, featured  by good weather, " (Boston Globe), arrived off Boston Quarantine the evening of the 25th and alongside Pier 46 the next  morning.  All of her  remaining Liverpool embarks,16  in all, were returning  Prince  Line crew.  Extra gangs of  longshoremen  were detailed to turn her  around quickly, unloading 350 tons of inbound  cargo and  taking on 200 tons so  she could  sail for England the following afternoon.

Credit: The Boston Globe, 16 June 1935.

Newfoundland sailed from Boston at 4:00 p.m. on 26  June 1935 with 10 Liverpool passengers among  the 100  aboard:

A hundred passengers boarded the vessel before she sailed at 4 o'clock this  afternoon on her outward trip, including seven girls and four boys from various schools and colleges in New England and the North Atlantic States, going to the Grenfell Association Missions in Northern Newfoundland and on the Labrador Coast, where they will remain for the Summer. They will serve as medical and dental assistants, nurses and in other capacities administering to the needs of the native Indians, Eskimos and coast fishermen. Each of the students will pay his own way and will return here in time for school opening in the Fall.

Boston Globe,  26 June  1935.

As  the  previous  summer, the ship would make a special call at Sydney, N.S. after Halifax,  to embark  a party of  tourists for England.  After embarking 38 passengers for Liverpool at Halifax on 29 June  1935, Newfoundland stopped at  Sydney, N.S. the next day to board 29 passengers for Liverpool.  She got  into St.John's on 1 July, landing 60 odd passengers from Boston and 24 from  Halifax and on departure for Liverpool  the following  day went out with 125 aboard.  She arrived at Liverpool on at 8:00 a.m. on the  8th. 

"The ship had  good weather  on the  voyage  and  good time was made," is how  the Daily News of 9 July 1935  summed up  Nova Scotia's crossing (from Liverpool 2  July) the day  after  she  docked at St. John's, landing 69 of her 99 passengers.  Another 29 disembarked  at Halifax on the 12th, Boston was made the  evening of the 14th and after spending the  night anchored off  Quarantine, Nova Scotia  came alongside Pier 46 first thing the  following  morning, landing 35,  including six remaining Liverpool embarks (all Prince  Line  crew returning to their New  York based  ships),  and 300 tons of cargo.

It was another  quick turnaround and  after loading 250 tons of  cargo, mostly  for  England, and embarking 130 passengers  (all  but five for  Halifax  and  St. John's), Nova Scotia departed eastbound at 4:00 p.m. on 15 July 1935. Embarking 37 for  England  at Halifax on the 18th,  the passage to  St. John's  was  marred by tragedy  when a passenger, an English woman, Mrs. F.L. Adamson, travelling with  her six-year-old son and having embarked at Halifax, jumped overboard  the  evening of the 19th and despite the ship  being stopped  immediately and search made by lifeboat, her body was  not  recovered.   Nova Scotia came into St. John's on the  20th with  her flags  at half-mast and the Evening Telegraph  reported on the incident:

Last evening, whilst  the Nova Scotia was en route to this port  from Halifax, Mrs. F.L.  Adamson, one  of  the  cabin passengers, suicided  by jumping overboard. The tragedy occurred about 8 o'clock. Mrs. Adamson was return to England from a visit to Canada with her  five  year  old  and was not in good health when she  left Halifax. As far  as can be learned she left her son asleep in the cabin when she went on deck and took the fatal plunge. The  tragedy  was  witnessed by one of  the  seamen  and the ship  was stopped as soon as possible.  Two  boats  manned  by officers  and lowered and  a  search was made until dark without  finding any  trace  of the victim.  She  was  about 30 years  of age.

In lowering the boats  to made search one  of  the sailor  had  his  hand crushed and another had his  leg  injured.  Both had  to receive medical attention.

Evening Telegraph, 20 July  1935.

With 85 passengers for the Old Country, Nova Scotia  sailed from St. John's on 22 July 1935 and docked at Liverpool on  the  27th. During the voyage, little Billy Adamson was looked after by Mrs. N. Cox of London and  a stewardess, and  not told of his mother's  death.  On arrival  at Liverpool,  he was met on the quayside by his  grandmother, Mrs.  E. Adamson, and they journeyed to London where they would live.  

Clearing the Mersey on 16 July 1935,  the  westbound Newfoundland went out with 92 passengers, including Sir Edgar R. Bowring, brother of  Sir Frederick C.  Bowring, and a direrctor  of Messrs.  C.T. Bowring &  Co., Ltd, Liverpool and chairman of  Messrs.  Bowring  Bros., Ltd, Newfoundland, accompanied  by Misses Joan and Lorna Bowring,  daughters of Mr. Eric  Bowring, managing direct  of  Bowring  Bros, Newfoundland; and the Earl and Countess Winterton.  On arrival at St.  John's  midnight 22-23rd, 55 of passengers disembarked  and embarking 47 for Nova Scotia and New England, she  sailed on the afternoon of the  24th. Twenty-four of her  Liverpool passengers left  her at Halifax on the 26th and Newfoundland  arrived at Boston the  evening of the  28th and docked the next morning.  Of  the 63 aboard, 13 were from Liverpool (mostly Prince Line officers and crew), 43 from Newfoundland and seven from Halifax, and 400 tons of cargo. "Capt Webber said the voyage  was fine and without unusual incident." 

Turned around right  quick, Newfoundland left  Boston at noon  on 29 July 1935 with  75 passengers (all but one for Halifax and St. John's) and 300 tons of cargo. At Halifax on 3 August, 23 more for  England came aboard. When she  came into St. John's  on the 5th, she landed some 60 passengers from Boston and about 30 passengers from Halifax.  Sailing for Liverpool on the 6th, Newfoundland had  63 passengers and  arrived on the  12th.

The Furness Withy  liner Nova Scotia crept out  of the  Mersey  early  to-day bound  for St. John's, Newfoundland, with  a happy band  of explorers, 50  odd in number, who within eight days  will be surveying unmapped and unknown country.

Their task is two-fold-- map-making for the Government of Newfoundland, and  collecting flora and  fauna of the still-unknown interior of Britain's oldest colony.

Sunday Mercury,  4 August  1935.

It  was another party of "schoolboy  explorers," numbering 54 and drawn from all the principal boys' public schools all over the country,"... going to Newfoundland  under  the auspices of the Public Schools Exploring Society to carry out scientific work and collect specimens for the British Museum" (Evening Express) to round out  Nova Scotia's  passenger list  from Liverpool on  the evening of  2  August 1935.  Drawn from public schools through  the country--  Eton, Harrow, Rugby, Marlborough, Lancing, Charterhouse,  Malvern,  Haileybury, Oundle, Repton, Winchester, Pangbourne, Rossall and Clifton--  the lads went out under  the care of Surgeon-Commander G. Murray Levick,  R.N., and accompanied by Major R.A. Bagnold, Dr. L.D.  Bailey and Lieut.-Comanders A.H.  Thorold, R.N.; M.J.  Evans, R.N.; and Dr. T.B. Jones. They would return in Newfoundland  in time to resume their studies at their respective  schools.  

In all,  Nova  Scotia went out with 138 passengers, of whom a near record 103 landed on arrival at St. John's on the evening of  8 August  1935.  Departing the  evening  of the 10th, she landed 31 passengers at Halifax on the  12th.  Spending the night of the 14th at anchor off Boston Quarantine, Capt. Murphy  put Nova Scotia alongside Pier  46, Charlestown, the next morning.  She came with 78 passengers (four from Liverpool,  56 from St. John's  and 18 from Halifax) and a 400-ton cargo. 

With an initial compliment of six passengers for  England, Nova Scotia left Boston at 11:30 a.m. on 17  August 1935, to which  36 were added on departure from Halifax on the 20th, and came into St. John's at 8:00 a.m. on the 22nd, landing 44 from Boston and 16 from Halifax.  Clearing St. John's for England on the afternoon of the 23rd,  Nova  Scotia went out with 126 passengers.  She arrived at Liverpool on the 29th.

When Newfoundland passed out of the  Mersey the evening of  20 August  1935, she managed  a good list of 119 as the summer vacationers made their way  home to work  and school.  Sailing  into a hurricane which lashed  the Newfoundland coast,  she finally  made  it into St. John's  at  4:00 a.m. on the  27th. "The vessel,  when nearing  the Newfoundland coast, encountered the hurricane which swept  over  that vicinity recently,  raising havoc  with shipping,  and resulting in  32 fishing craft  along the Newfoundland coast being driven ashore or wrecked, with  considerable loss  of life. The tempest delayed the  Newfoundland's progress to such  an extent  that she was a day late in making  St. Johns." (Boston Globe, 3  September  1935). Trying to make up time, after  landing 40 passengers,  the  liner left St. John's on the 28thwith a near capacity list for Halifax and Boston. Landing 59 of  her  remaining Liverpool passengers at  Halifax on the  30th, Newfoundland arrived at  Boston, back  on schedule, bringing in a full list  of  181 passengers.

On departure  for Liverpool at noon on 4 September 1935,  Newfoundland went out  with 50 passengers (10  for England) and one  deportee, Harry  Taylor,  aged 21, classed  as  an "undesirable alien," and  after serving two terms in the Concorde Reformatory for larceny and breaking and entering, was sent back to his  native  Newfoundland.  The  liner also took out 300  tons of cargo including 1,000  boxes  of  New England apples. The ensuing call  at Halifax  added 40  Liverpool passengers on the  7th, and Newfoundland made St. John's just before 5:00 p.m. on the afternoon of the 9th,  landing 26 from Halifax and a similar number  from Boston.  Departing the next day for  England, Newfoundland had 151 passengers and arrived  at Liverpool  on the 16th.  Among those heading down her gangway were her English  schoolboys returning from their Newfoundland expedition, "many of them carrying reindeer antlers,  and all well charged with memories  of high  adventures in  uncharted country." (Liverpool Daily  Post,  17 September 1935). 

With a good  end of summer list  of  114, Nova  Scotia  left England for North America  on 5 September 1935. Arriving  at St. John's  at 3:00 p.m.  on the  12th, she disembarked 69 there.  With a capacity  list  for Halifax and Boston, she sailed at 3:00 p.m. on the  14th.  Calling at Halifax 16-17th, she landed 41 of her Liverpool passengers there and arrived  at Boston on the  19th. Her 105 passengers included  her  remaining four Liverpool passengers, among them Sir Alfred Thomas Davies, Minister of Education for Wales,  and Lady Davies, bound  for  Norwalk, Connecticut, to visit  their  son. 

Homewards, Nova Scotia departed Boston on 21 September 1935 with just two booked for Liverpool.  Forty-four joined them at Halifax on the 24th.  Arriving  at St. John's  at 4:00p.m. on the  26th, she landed 34 passengers from Boston and 22 from Halifax.  She was off for  Liverpool by 6:00 p.m. the following  evening with 101 passengers and arrived there  by noon on 3 October.

With 84 passengers aboard, Newfoundland left Liverpool on 24 September 1935 and after  a very stormy voyage  finally  got into St. John's at 5:00 p.m. on  1  October,  almost 24 hours late.  Twenty-three doubtless  relieved passengers left her there. Embarking  some 50 plus passengers  for Halifax and Boston, she left  for those ports on the  3rd at 4:00 p.m..  Forty-five of her Liverpool passengers landed at Halifax on the 5th and Newfoundland docked  at  Boston on  the  7th, coming in with Laconia.   The Furness liner had 13 trans-Atlantic  passengers landing  there. 

The Mersey-bound Newfoundland  took out  14 passengers for  Liverpool on 9  October  1935, 15 additional from Halifax on the 12th and arrived at St. John's at 1:00p.m. on the  14th with  23 landing from Boston and 10 from Halifax.   With Sir Edgar Bowring among  her 69 passengers, Newfoundland  left the  following afternoon for Liverpool.  It proved  voyage that  would remind  all of the  "perils of the sea," including having aboard 21  survivors  of the Danish motor fishing schooner Coronet (100 tons) badly  damaged  and demasted in a storm in  September. After jury rigging a sail, the crew battled high  seas and waves  for  13 days and eventually reached  the  Newfoundland coast, near St. John's.  The Danish consul arranged for their  repatriation home via  Leith.  

Then on 19 October 1935, four days into her voyage, Newfoundland  picked up  a  distress call from the  Donaldson liner  Vardulia (1917/5,691 grt), Capt. James Morris, en route  from West  Hartlepool  to  St. Botwood, Newfoundland,  with a cargo of anthracite.  Caught in the  worst of  a fearsome  storm between Iceland and the Hebrides,  she managed  to send off  just  two cryptic wireless messages:

6:48 a.m. "Want immediate  assistance. Have heavy list."

6:55 a.m. "Now  abandoning ship."

At the time, her given position put  her 320 miles ssw of  Iceland and 420 miles  nw of the Hebrides. 

Credit: Liverpool Echo, 22 October 1935.

Relaying the distress message  to other vessels in  the vicinity, Capt. Webber  raced his Newfoundland to the last reported position and, as related on arrival  in Liverpool,  coordinated  the extensive yet unsuccessfully  search for the ship  or survivors:  

When the Furness liner Newfoundland berthed in the Hornby Dock, Liverpool, at an early hour this morning, Captain Thomas Henry Webber, her commander, told the Echo of the concerted efforts be and the commanders of seven or eight other vessels made on Saturday and Sunday to find the Donaldson steamer Vardulia, abandoned after suffering serious damage, and whose crew of thirty-seven took to the lifeboats, and are still missing. Captain Webber's first news was a wireless message received through the Valentin station at 7.22 on Saturday morning stating that the Vardulia wanted immediate assistance, followed a little later by another radio that the crew of the Vardulia were "abandoning ship."

At the time the Newfoundland was about 350 miles away from the position of the Vardulia, which was believed to have been about 350 miles west of the Hebrides and about 300 miles northwest of lreland. The weather and sea conditions were very bad. Captain Webber at once sent out wireless message to six or seven ships, including the Manchester Producer, the Norwegian motor vessel Soennavind, the Idefjord, the Disko (Danish motor ship), the Oregon, and the Blaviangus, which had all raced to the spot, arranging with each of them, with him, separate sectors of a very wide area which they believed embraced the position the Vardulia was in at a time of her S.O.S..

In this way an organised search was carried out all Sunday from daybreak until nightfall. No trace was found. either of the Vardulia or the lifeboats containing her crew. All day each vessel zig-zagged about the particular sector it was searching. but nothing was sighted which gave hope of finding the missng liner or her crew.

The Idefjord found an empty keg, a closed cask, and a large iron gasolene drum: but none of them had any marks by which they could be identified as having belonged to the Vardulia.

On Sunday evening the searching ships reluctantly gave up their quest. with the feeling that they could not do any more to elucidate the mystery. Captain Webber thinks that if the crew got safely away from the Vardulia —which the wireless messages reported 'had bad list'—they might yet be afloat in the lifeboats. Although the sea was bad it was not of a description rendering it impossible for lifeboats "to live in it." "There is certainty a faint hope." he added. "that the lifeboats were able to ride out the storm."

Liverpool Echo, 22 October 1935.

Tragically, nothing  was  ever found of Vardulia,  Capt. James Morris and 36-man crew, all presumed  lost at sea, doing business in  great waters and reminding  of  the  perils that  was the  unheralded routine  of The Merchant Navy. 

Credit: The  Daily News, 18 October 1935.

Relatively late  in the  season, Nova  Scotia still managed to  attract 67  takers  for her 10 October  1935 sailing  from Liverpool who found themselves embarking  another stormy passage that autumn.  When she came into  St. John's,  late, at 9:00  a.m. on the 17th,  the Daily News reported:

After  encountering head winds for practically the whole voyage  and running into a hurricane on Wednesday,  S.S. Nova Scotia,  Captain  Murphy, arrived  her  at  9 o'clock  yesterday morning.  The ship had  wirelessed she would arrive  at  4 a.m. yesterday and  at  1 a.m.  She was  off  port but  owing  to  the  heavy sea  running  it was decided  to stand  off  until daylight.  A very heavy sea  was running across the  Narrows and only by careful handling did  Captain Murphy get the  ship in through. When berthing one of  the hawsers snapped,  this  being  due  to the  heavy undertow in the  harbour.   The  Nova Scotia came through  the storm  with  only  minor  deck damage. The ship brought a  large  general cargo which  included  a  quantity of  material for  the  new dock  sheds.

The Daily News,  18 October 1935.

After landing 33 passengers there and cargo unloading, Nova Scotia sailed from St. John's on the afternoon of  19 October 1935 for Halifax and  Boston with 54 additional passengers for those ports.  At Halifax on the 21st,  she landed 21 of her Liverpool  embarks.  Fog on the  coast  delayed her four hours coming down to Boston and did not  get  in until  10:30 a.m. on the  23rd.  She brought  in a total of 82 passengers:  28  from Liverpool  (mostly  returning  crew from Queen of  Bermuda and Monarch of  Bermuda), 43 from St. John's and 11 from Halifax.  Extra gangs of longshoremen  were detailed  to unload her  650 tons of inbound cargo and put aboard  the 500 tons going out.

Hard, fast work  had Nova Scotia turned  around,  loaded  and on her  way back to England at 4:00  a.m. on 24 October  1935 and back on schedule. She went out with 35 passengers, 10 for Liverpool. Another 10 boarded  at Halifax on the 26th. Coming into St. John's at 10:00  a.m. on the  29th, she landed about  40 passengers from Boston and Halifax and  on departure for Liverpool on the 30th, had 48 for the Old Country.  Nova Scotia  arrived  at Liverpool  on 4 November.

Sailing  from Liverpool on 29 October  1935 with 52 passengers, Newfoundland arrived at St. John's on 4 November, landing 19 there. Embarking  27 for Nova Scotia and New England, she departed at 12:30 a.m.  on the 9th.  Disembarking  30 of her Liverpool passengers at Halifax  on the 10th, Newfoundland arrived at  Boston  on the 12th after a dense fog enveloped  the harbour later and with visibility  "improved"  to  one-quarter a mile  by  next morning, she  slowly  proceeded into port at  9:00 a.m. through Broad Sound  and up to Quarantine.   Once there, before  the port doctors  had finished practique,  the  fog  enveloped  the ship and she was forced  to remain  at anchor.  Aboard  were  30 passengers  (three from Liverpool,  all Prince  Line crew), 20  from St.  John's  and seven  from  Halifax as well as 650 tons of  cargo.   

Owning to her late arrival, plans to  have Newfoundland off for  England late  on 12 November  1935 were scrubbed  and  she left  the next day,  with a solitary  passenger for Liverpool and 300  tons of  cargo. Twenty passengers for  England joined her  at Halifax on the 15th.  She  came into  St. John's at 6:00 p.m. on the  17th, landing 27 from the intermediate ports.  With 34 passengers, Newfoundland left  for Liverpool on 19th where  she  docked  on the  25th.

Credit:  Liverpool Echo, 28 November 1935.

Captain T. H. Webber, of the Warren liner Newfoundland, to whom Sir Boyd Merriman paid a tribute during the hearing of a claim by the Warren Line against the owners of the steamship Tower Bridge, in the Admiralty Court, is a Merseyside man, living at 20 Hillcrest road, Great Crosby. He has served with Furness Withy and their associated companies for about twenty-eight years, and has been master of several of their vessels.

He has been captain of the Newfoundland and her sister ship the Nova Scotia since 1933. Referring to. Captain Webber, Sir Boyd said his conduct and skill as master of the Newfoundland were most about obeying the SOS signal he had praiseworthy. He had never hesitated received, and had accepted great responsibility in taking his ship through the pack ice. His lordship made an award of £2,000 divided as follows: £1,500 to the owners of the Newfoundland because of the large expense to which they had been put;  £200 to the master, and £300 to the crew.

Liverpool Echo,  28 November 1935. 

Nova Scotia,  from Liverpool  for North America,  on 12 November  1935 left at 10:00 p.m. with just 21 passengers aboard.  They arrived  at  St. John's  at 2:00 p.m. a.m. on the 19th, "after making  a good run. Nearing the  coast the ship ran  into dense fog and  progress was slower on this  account." (Daily  News).  Despite  head winds  most of  the way,  she  logged 6 days  15 hours  for the passage.  She brought a large  general  cargo including  another  big  shipment of  flour for the  Department of Public Health and Welfare." (Daily  News,  20  November 1935). She  landed seven passengers there, among them Captain M.G.  Dalton, returning  from three months in Scotland  supervising the  construction of the  new  coastal steamer Northern Ranger  for  the  Newfoundland Railway by Messrs. Fleming &  Ferguson which would be ready for launching in February.  Nova Scotia  was finally  able to depart  St. John's the evening  of  the  22nd, late owing  to working a heavy  inbound  cargo.   Calling at  Halifax on the 24th,  she landed nine of  her  Liverpool passengers and arrived  at Boston on the 27th, disembarking the remaining five.

Another  fast turnaround had Nova Scotia Mersey-bound from Boston late on 27 November 1935  with  four  passengers  for Liverpool, calling at  Halifax on 29-30 where  she  embarked another 13 and  St. John's  at 1:00 p.m. on  2 December  "after making an excellent run,"  and  landing 18 passengers from Boston and nine from  Halifax.  Sailing for England on the 3rd with 46 passengers,  Nova  Scotia arrived at Liverpool  at 11:40 a.m. on the  9th. 

On her  last  roundtrip of the year,  Newfoundland cleared  the Mersey late on 5 December  1935 with 28 passengers intent on Christmas in North America. They arrived in St. John's at 3:00 p.m. on the 12th where 14 left her. After calling at Halifax,  she came into Boston Harbor late on the evening  of  the 18th and came alongside  Pier  46 the following  morning.   She  landed 31 passengers (five from Liverpool, all being Prince  Line crew) and 400  tons of cargo.   

Newfoundland cleared  Boston at noon on  21 December 1935 with two passengers  for England, embarked one more at Halifax  on Christmas Eve and arrived  at  St.  John's on Boxing  Day  at  9:00 a.m., landing 18 passengers from  Boston and Halifax.  She left there on the  27th at 1:00 p.m. with  20 passengers for Liverpool,  two hours  before Nova  Scotia  arrived from England.  Newfoundland docked  at Liverpool  on 2 January  1936.

Closing out  1935, Nova  Scotia left Liverpool  on 21 December and arrived at St. John's on the  27th at 3:30 a.m. to  berth at the Furness Withy  pier just vacated  two  hours  later  by  the  eastbound Newfoundland.  Sixteen passengers were  landed by Nova Scotia there 

Having sold  Dominica late that  year  to  United Baltic  Corp. after a  23-year career with  Furness that  started as  Digby  back in 1913, it was  announced on 19  December  1935 that Nova Scotia  would be  detailed that  winter  to fill-in for her on  the Furness (Bermuda &  West Indies  Steamship Co.)  New  York-West Indies run for the first  time  in many years,  partnered with  Nerissa.   She would make  three  23-day  roundtrips on the route from New York on 8 January, 1 and  26  February.

In 1935

Newfoundland completed

• 8 westbound crossings carrying 555 passengers  and 8 eastbound crossings  carrying  534 passengers  for a total of 1,089 passengers.

Nova Scotia  completed

• 10 westbound crossings carrying 649 passengers and 9 eastbound crossings carrying 724 passengers  for a total of 1,373 passengers.

NB: These figures do not include interport (i.e.  St. John's-Halifax or Halifax-Boston etc)  carryings.

Dressed overall, Newfoundland arriving  at St. John's in winter, this undated photo might  be  from January  1936 with the new Governor-General aboard.  Credit: Memorial University of Newfoundland. Libraries. Archives and Special Collections

1936

The S. S. Nerissa and S. S. Nova Scotia of the Furness West Indies Line visit many interesting ports seldom touched on other Caribbean cruises. There is a pleasant informality about shipboard life on these ships that takes on something of the spirit of the islands themselves. In the 21 to 22-day cruises the traveler gains not only a more intimate knowledge of life to the south of us, but also, through fact that many of the ports are revisited on the northbound voyage, has the satisfaction of really knowing the places he visits..

The Brooklyn Eagle, 8 December 1935.

Nova Scotia arrived at Boston on 2  January  1936, docking at Pier 46, at  8:00  a.m. and landing    25 passengers, all from Newfoundland and  Nova  Scotia.   Departing  there on the  4th  directly  to  New  York,  she docked there at Pier 74, foot  of  W. 34th Street, North River on the 5th.  She departed on her  first voyage to the  West  Indies at 4:00 p.m. on the  8th, returning  on the 30th.   This programme had  a substantial  Canadian market, and  The Montreal Star of the 9th reported that  she left "with  a heavy list of  Canadians aboard," for  the  21-day cruise.  

Credit: Evening Telegram,  16 January 1936.

Having hitherto  enjoyed  a "winter break"  laid up  at Liverpool,  it  was back  to  year-round  trans-Atlantic crossings  for  Newfoundland whilst  her sister  basked  in the warmth of  the  West  Indies.  With  39 passengers, Newfoundland departed  Liverpool on 9 January  1936.  Arriving at  St. John's  on the 16th, "after an excellent voyage,"   principal among the 22 landing  there was the new Governor-General,  Vice  Admiral Sir Humphrey  Walwyn, KSCI, CB,  DSO, together with Lady  Walwyn, Lt. J.H.  J.W. Walwyn,  ADC, and Capt.  C.M.R.  Schwerdt, RN, Private  Secretary.  "On the entrance of the S.S. Newfoundland, shipping  in the  harbour opened out  with their sirens in a chorus  of welcome while  all the mercantile  premises were decorated  with bunting. "  (Evening Telegram). An official welcoming delegation went aboard and received in the ship's dining saloon and a Guard  of Honour  trooped his  Excellency  and party  ashore at 10:30  p.m. with full honours  and  the playing of The National  Anthem and  inspection of a detachment  of the Newfoundland Constabuluary, Naval Company  and  Boy  Scouts.  

Embarking 54 for those ports,  Newfoundland sailed  late on 18 January 1936 for  Halifax  and Boston. Landing 14 of her Liverpool passengers there,  she left  Halifax on the  20th  and came into Boston on  the  23rd, landing  her  remaining passengers, including  three  from England.  That evening, the ship hosted the annual January  dinner of  the Export  Club of  the Boston Chamber  of Commerce.

"With large lots of freight" (Boston Globe) and 21 passengers (all Prince Line  crew going on home leave),  Newfoundland cleared Pier 46, Mystic Docks,  Charlestown at 9:00 a.m. on 25 January  1936. Another  four for England joined  her at Halifax on the 28th and she came into St. John's on the  evening  of the 30th, landing eight  each from Boston and  Halifax.  On departure  for England on  1  February,  Newfoundland  had 53 passengers and arrived  at Liverpool  on the 7th.

Nova Scotia, which  left New York  on her  second  West  Indies  voyage at noon on 1 February  1936 for St. Thomas  (6th), Antigua (7th),  Dominica (8th), etc.  On her return voyage beginning from Trinidad on the 14th,  she called at Dominica  on the  15th and St. Thomas on the  17th, and was off  the  Florida  coast on and due  to arrive  at  New  York the afternoon of  the 22nd.  Instead, on the evening of  the 19th, she  lost her  propeller 540 miles off St. Augustine on the east Florida Coast.  

Mr. G. Robertson, of Winetka, Chicago, lecturer,   candy   store   owner   and 'unofficial' assistant cruise director. He had written down his impressions of the scenes in the lounge and dining room.

'An evening of community singing was scheduled in the lounge at 9 pm' he said. 'The room was getting rather well-filled, although the ship was rolling a bit. Quite a few passengers had left the dining saloon for their berths, to accustom themselves to the roll of the ship. About 8.45 two members of the orchestra appeared.

Then, suddenly, a crash. The ship gave a rasping lurch ahead,then a retarding jerk; another leap ahead and an ominous rumbling. Then all was quiet.  All this happened very quickly, and to my amazement nobody screamed or fainted.

One woman jumped up after a short interval with a frightened Oh! dear and suddenly left the room. According to Mr. Robertson the guitar player of the orchestra then averted a sudden rush by a quick exclamation: Oh! this is nothing. We have this happen every trip. There was a laugh or two, and everybody settled down to wait. 'The ship seemed to glide along without vibration, and our guitar player instilled complete assurance by adding 'Oh! we are just burning out another bearing,' continued Mr. Robertson.

'Community singing was started. People who had retired to their cabins a bit 'mal de merish' found that sea-sickness was only a state of mind and joined the crowd within the lounge or the various groups inthe corridors. Soon someone reported that two red lights, distress signals, had been hoisted.

Various rumours floated from group to group. We had hit an uncharted coral reef. The propeller shaft had broken. The engine head had blown off. Two ships were reported to be very close by, one of them within 75 miles. In less than ten  minutes  after the first crash word was passed around that everyone was  to  gather in the dining  saloon at once; and the  only  rush  of  the evening started. No-one wanted to miss the important announcement that  was to  be made.'

'Captain Murphy  appeared  at once; very  calm, very  reassuring. His  announcement was brief  'We  have lost our  propeller. We are about 300  miles  from Bermuda and  about  500 miles from Charleston. There  are five  ships very close to stand by  if  we  need  them. We will probably be  towed to Newport News or Bermuda. The  Eastern Prince, of our  Line, is  en route  from Trinidad to New  York and will be  here within four  hours to  take our  passengers or tow us  in.'

'All this information was  given within ten minutes  after  the first crash. Marvelous! Everyone began to  feel  comfortable now  that  conditions were known.'

At the time the seas were not heavy, it was stated. Mr. Stirrup, the cruise director, stated that at the moment the Nova Scotia lost her propeller he was about to present prizes for deck-sports and a fancy dress carnival in the lounge. This accounted for the presence of the majority of the passengers in the lounge at the time. After Captain Murphy had made his announcement dancing took place and a concert, was held, Mr. Stirrup said. 'Everyone behaved splendidly,' he added.

Mr. P. E. O'Brien, of Scarsdale, N.Y., said that when the propeller came off he thought the Nova Scotia was scraping on a reef. "She nearly shook her bottom out," he said. Most of the passengers remembered quite vividly the terrific vibration as the engines raced madly. The engineer on watch very quickly stopped them, realising what had occurred.

The Royal Gazette, 25 February 1936.

Credit: St. Alban's Daily Messenger, 25 February 1936.

The following radio messages were received yesterday by Messrs. Harnett and Richardson, local agents for Lloyds:

'Received from S.S. Nova Scotia, in latitude 29.42 N, longitude 69.38 W,  Lost propeller require immediate assistance.' 

'S.s. Eastern Prince going to assistance.'

This was received locally at 7.40 a.m., and at 9.55 a.m. another message read: 'S-s. Eastern Prince now has Nova  Scotia in tow-bound Bermuda.'

The Royal  Gazette, 21  February 1936.

Credit: Royal Gazette, 21 February 1936.

Capt. Murphy broadcast an SOS "Lost propeller. Need immediate assistance." Indicative of Furness'  coverage  of  the  U.S. Eastern Seaboard, it was  answered by the closest ships…  Monarch of  Bermuda and  Eastern Prince (1929/10,926 grt).   The latter vessel en route to  New  York from South  America, raced 110 miles over night  to reach Nova Scotia  and put a line  on her at 7:51 a.m. on the  20th with the intention of towing  her to Bermuda, 300 miles distant.    Her 103  passengers, in  no  danger, remained aboard and would be  transferred to  another  ship  on arrival  at  Hamilton. A latter message stated that the  212 passengers  and  crew aboard "were in  good spirits and in no danger," and that the weather conditions were favourable.  However it was later reported that in attempting to get  the  towline aboard,  the sea drove Nova Scotia's quarter  against  Eastern Prince's  starboard  side,  denting  plates.

Eastern Prince, one of the Prince Line's  famous "Four  Compasses"  which held down the New York-River Plate service. Credit: clydeships.co.uk

At dawn the Eastern Prince appeared and it  was not long before  the Nova Scotia was  being towed  to  Bermuda  at  the rate  of seven knots  an hour… The Purser of the ship, Mr. G.S. Dave  Stirrup,  planned a very full sports  and social programme to keep the passengers occupied, they were  ably abetted by  everyone. The  majority  of  the Nova Scotia's passengers were middle-aged, and by  the far  the  greatest number  of them were  American citizens. There were 12 Canadians and  three  others  of  British  nationality. 

The Royal Gazette, 25 February 1936.

It had been originally planned to  have  Eastern Prince  bring Nova Scotia to  a point 50 miles  off Bermuda at which the  big Furness tender Castle Harbour would have taken her into Hamilton where her  passengers would  be transferred  to  the New York-bound Queen of Bermuda.  Instead, rough  weather and high winds prevailing on 21  February 1936 cancelled this and Eastern Prince was instructed to bring  Nova  Scotia to Five  Fathom Hole to rendezvous  with Queen of Bermuda there, transfer her passengers.  Nova Scotia  would  anchor there and be brought  into Hamilton by Castle Harbour when the weather abated.  

Furness Withy's staunch Bermuda tender, Castle  Harbour, which would play such  a  role in the trying tow of  her fleetmate Nova  Scotia into Hamilton. Credit: painting by Capt. Stephen J. Card.

Nova Scotia  arrived in tow at  Five Fathom Hole at midnight  on  21-22 February  1936 and anchored one mile off.   Queen of Bermuda, departing Hamilton as per usual,  went to Murray's Anchorage to  received  her passengers via tender but the  heavy  weather  persisted and it  proved initially  impossible for Castle Harbour  to get a line  aboard. It  was not until the following morning  that that  she took Nova  Scotia in tow, at  which  Eastern Prince proceeded to New York  at  noon. With little  progress made, unable to wait  any longer  and with the conditions not moderating, Queen of Bermuda  proceeded to New  York at 4:30  p.m. on the  23rd  whilst Nova Scotia's 103 passengers spent  another night aboard, five  miles off  East  End, as  their crippled ship rocked in a heavy swell. 

The Royal Gazette (Hamilton, Bermuda) of 24 February  1936 provided  a detailed account of the great efforts to bring  Nova Scotia  and her passengers to safety: 

On Friday night [21 February]  the two Furness  tenders, Castle Harbour and Bermudian, were off the East End waiting for the Eastern Prince to bring the Nova Scotia within five miles or so of shore. The Eastern Prince came up to within seven or eight miles of St. David's late on Friday night, but then went 28 miles out to sea again.

It was not until about 10 o'clock on Saturday [22 February] morning that the Castle Harbour was able to get hawsers from the Nova Scotia, the Eastern Prince dropping her lines and standing by for a short time before leaving for New York around noon.

The Castle Harbour was unable to do much with the Nova Scotia, however, the wire hawser becoming hitched in the rocks and parting, and the 10-inch manila hawser proving unequal to the strain.

Some of this hawser became entangled in the port propeller of the Castle Harbour, and this fact, combined with the heavy weather, led to the tender  coming  into  St. George's with  only  propeller working. Castle  Harbour  docked at Penno's Wharf at  about  4 p.m..

Her crew told the same story as the crew of the Bermudian, which put into St. George's early on Saturday morning and picked up the Furness Line's marine superintendant in New York, Captain McDougall. Captain McDougall came down on the Queen of Bermuda to supervise the salvage operations. He was taken out in the tender to see what the conditions were, and came back to St. George's about 11 a.m.

The tenders had been bounced about all night like peas in a bladder. Heavy waves broke over them, and there was scarcely a member of the crews who was not violently sea-sick. When the Castle Harbour's efforts to take over the towing proved unavailing the skipper of the Nova Scotia dropped his anchors, a mile or two from Five Fathom Hole. So near, but yet so far!

Reinforcements were called in on Saturday evening, the Admiralty tug St. Blazey steaming down the North Shore at 6-30 to lend her powerful aid. No further attempts were made at towage on Saturday night, however. The efforts were renewed by the Castle Harbour and the St. Blazey yesterday [23] morning, the weather conditions having become worse, if anything. Mountainous seas were kicking up off the East End and the tugs had considerable difficulty in approaching the anchored vessel. The first attempt to tow the Nova Scotia seemed well on the way to success when the hook of a hawser snapped. This was during the morning.

In the afternoon a further effort was made, but this time it was far too stormy for either of the tugs to get anywhere near the anchored vessel. The St. Blazey returned to H. M. Dockyard about 3 p.m., the Castle Harbour was ordered to stand by all night—and the Nova Scotia's passengers settled themselves down as best they could for another night on a stormy sea.

Sir Henry Watlington informed The Royal Gazette yesterday evening that in view of the unavailing efforts to tow in the Nova Scotia the Queen of Bermuda could be delayed no longer, and so instructions were given her to sail, more than 24 hours late, for New York. Sir Henry added that it was hoped to bring the Nova Scotia in today; but he emphasised that everything depended upon the weather moderating.

The Royal Gazette, 24 February 1936.

With  their salvation  at hand by the  evening  of  23  February 1936  with  the weather moderating and the  expectation  Nova Scotia would  finally  be  towed into Grassy Bay and her  passengers taken off,  that evening was devoted to  a remarkable (by today's standards, surely)  exchange  of mutual appreciation by the  captain and his passengers for their  conduct and forebearance during what must  have seemed a most tedious  and protracted  distruption of their ocean holiday.

The Captain, on Sunday, caused the following notice to be posted: 'To my passengers, Ladies and gentlemen, I would like you to know how I appreciate your exemplary patience in face of the delay caused by the 'perversity of inanimate things' as exemplified in the abrupt departureof our propeller, and emphasised by the perversity of the weather since our arrival at anchorage off Bermuda and I must say that your attitude has been a great comfort to me in what has been a trying time. I am, further, now in a position to say thatI have every hope of entering port tomorrow. The weather is improving, as you can see for yourselves. I take this means of conveying my sentiments and expectations as I am too occupied to be able to do so personally. Better luck tomorrow!''

At a meeting of the passengers held in the lounge, the following resolution was unanimously passed: that a committee be appointed to submit a set of resolutions to be given to the Captain and Chief Engineer relative to the emergency caused by the loss of the ship's propeller in mid-ocean.

The committee met and the following resolution was unanimously adopted: 'Resolved that we take this means of expressing our appreciation of the fine seamanship, skill and efficiency in which the emergency was met by the Captain, the ship's officers and crew. We wish especially to commend the Engineers for their promptness in meeting the  unexpected situation.. We also wish to assure the Captain and the ship's officers that we have thoroughly enjoyed the trip, notwithstanding its unexpected termination.'

At the same meeting, a resolution of thanks was passed to the cruise director and his 'unofficial' assistant, Mr. Dave Stirrup and Mr. Robertson. The resolution referred to the services rendered by these two gentlemen in 'upholding the morale of the passengers.'

Royal Gazette, 25 February 1936.

Credit: Royal Gazette, 25  February  1936.

Finally on the morning of 24 February 1936, Nova Scotia  was towed into  Grassy Bay by  Castle Harbour  at 8:30 a.m. from her position off the East End, four  or  five  miles to the main ship  channel after being anchored off since  the 22nd.  The tow was accomplished in three hours and the ship met on anchoring in the Bay by reporters anxious to interview her captan,  officer, crew and passengers.

A 'ship-wreck de luxe' was described to reporters by passengers of the S.s. Nova Scotia when the disabled vessel was towed into Grassy Bay yesterday morning by the Furness tender Castle Harbour, after swinging at anchor over the week-end a few miles off the East End of the Islands. Since last Wednesday night, when the Nova Scotia lost her propeller 300 miles south-west of Bermuda, the passengers had led a normal shipboard life, and they cheerfully told the story of their experience. Except for momentary qualms when a crash and jarringof the ship signalled the loss of the propeller, no uneasiness was experienced.

Bluff, ruddy-cheeked Captain Murphy had little to say when seen by reporters in his quarters. 'We just lost our propeller and were towed in,' he said. He joked about the heavy weather which had made it impossible for tugs to tow in the Nova Scotia before yesterday morning. 'I thought people came to Bermuda for good weather,' he said. 'You didn't give us a very good welcome.'

Royal Gazette, 25 February 1936.

More importantly, Nova  Scotia's long suffering  occupants  were finally  on their way. After  final packing  and luncheon aboard, they and their  baggage was loaded onto their  savior, the  staunch little Castle Harbour, for  the  short voyage  into Hamilton  Harbour. 

As the tender drew away from the Nova Scotia the passengers gave cheers for the Captain, officers end crew of the ship, whie the orchestra played such appropriate tunes as 'Pack up your troubles,' 'Auld Lang Syne,' and 'Hey Hey, the gang's All Here.' The Nova Scotia's syren sounded out a last farewell as the tender swung around into the channel and headed for Hamilton. The Castle Harbour tied up along side the Monarch of Bermuda at No. 1 Shed, the passengers passing through the liner's foyer to the Customs shed beyond.

Royal  Gazette, 25 February 1936.

That would be as  close  to Monarch of Bermuda as most of Nova Scotia's  passengers would get for her  departure for New York, on  the  26th, was sold out and, instead, it  was arranged to have  them sail  to New York  a day  earlier aboard the Munson liner Pan America, inbound from South  America. They  were  put up for night  at  the Hamilton Hotel. After a stay of less than 24 hours, 82 of  her  passengers departed aboard Pan America on the 25th while the  19 were  able to secure accommodation out of  cancellations aboard Monarch of Bermuda on the  26th.  

Pan America finally docked  at New York's Pier 15, on 27  February  1936 after a final delay of eight hours in docking  owing  to  fog in New York Harbor. Due in at 9:00  a.m. she did get  alongside until the  afternoon. Her Nova Scotia passengers, "all were generous in the  commendation of  Capt. J.W. Murphy and the crew of the Nova Scotia,"(Times Union)  on the  27th  "Mrs. Gladys Brosseau… remarked that  she had made 20 South  American cruises and after  her experience aboard the Nova Scotia she was convinced that she 'would rather  be  shipwrecked with  Capt. Murphy than  any  other  captain I  have known." (Brooklyn  Eagle). 

Nova Scotia, meanwhile, went into  the  floating  drydock at H.M. Naval Dockyard the  afternoon of 25 February 1936 for inspection and fitting of her spare propeller. However, on inspection it was  found she needed  repairs to her shaft and damaged  stern plates replaced.  After  a week  in dock, she  was finally refloated on  3 March and without further ado, sailed for New York at 9:00 a.m. "where she  would get further orders." (Royal Gazette).  

Arriving at New York on 5 March 1936, Nova Scotia proceeded to Boston whence she would  sail for England,  resuming her trans-Atlantic schedule. Arriving there on the 7th, Nova Scotia sailed for Liverpool on the 11th at 4:00 a.m., delayed by fog in the harbour,   with 500 tons of cargo and four passengers, one for St.  John's and three for  England.  At Halifax on the 14th, she embarked two more for Liverpool.  Arriving at St.John's at 7:00 a.m. on the 16th,  "with a very small cargo" and nine passengers from Halifax and Boston.  Leaving for Liverpool that same afternoon, Nova  Scotia took out 33 passengers and arrived at her  homeport after  a long and arduous  absence on the 22nd. 

Filling-in for Nova Scotia  on the  trans-Atlantic  run,  Incemore (from Liverpool on 28 January) arrived Boston on 14 February 1936.

Enjoying a comparatively uneventful  winter  on the  North Atlantic by comparison, Newfoundland cleared  the Mersey late on 18 February  1936 with 31 passengers.   She got into St. John's  at 1:30  p.m. on the 25th "with a large  general cargo," and landed  21 passengers and off again on the  evening of the  26th with another 36 embarked  for Halifax and Boston.  Landing four  from Liverpool at Halifax on the 28th, she got into  Boston the evening of 1 March and anchoring for the night, Newfoundland was alongside Pier  46 the following morning.  She arrived with  35 passengers: six from Liverpool (all Prince Line returning crew members), 21 from St.  John's and the rest from Halifax,  and 500 tons of  cargo. 

With 20 passengers (eight for Liverpool), Newfoundland  sailed from Boston at noon on 4 March 1936. Leaving Halifax on  the 7th, with 10 additional Liverpool passengers, she  arrived at St. John's on the 9th with 13 from Boston and 18 from  Halifax landing.  She  left at 12:45 a.m. on the  10th for England with 39 passengers and came into Liverpool at 5:00 a.m. on the 16th.

Still alone  on the  service,  Newfoundland cleared the Mersey late  on 26 March 1936 with 35 passengers.  She got into St. John's at  5:00 p.m. on 1 April where 23 passengers disembarked and "with  a fairly larger  cargo"  that  included a  new motor car for  the Governor-General. Newfoundland departed for Halifax and Boston on the 4th. Landing eight Liverpool passengers at Halifax  on the 6th, Coming alongside  her  Mystic Docks,  Charlestown, Boston berth the  morning  of the 9th, she  came in with 23 passengers, four  from Liverpool, and 500 tons  of cargo.

Credit: The Boston Globe, 10 April 1936.

One of her more unusual cargoes landed  there was  a shipment of 100 Dutch white  and eight black swans  consigned to the  Benson  animal  farm in  Nashua, New Hampshire.  The swans had quite  an arduous  voyage  over including an accident to their initial  vessel over  from Holland:

Hissing their indignation at being deprived of their daily swim for four weeks, their haughty spirit subdued by close confinement, 100 white Dutch swans and eight rare black ones arrived here yester day on the Furness Line steamer Newfoundland en route from Holland to the Benson animal farm at Nashua, N H. Their long ocean voyage in the dark hold of a ship started March 13 when they sailed out of Rotterdam on board the Holland-America Line freighter Bilderdyk. The trip was interrupted, however, when the Bilderdyk dropped her propeller off the Nova Scotia Coast and was tossed about for 24 hours in rough seas before finally being taken in tow by the steamer Spaarndam and brought into, Hal ifax.

Faced with a long delay at the Nova Scotia port until a new propeller could be sent across from Holland, it was considered advisable to allow the valuable birds to roam below decks and permission was finally granted by the shippers overseas to transfer the birds to another ship and send them here. When the Newfoundland called at Halifax on her way from Liverpool and St Johns, N F, to Boston, a whole section in the 'tween deck space of No. 1 hold was cleared for the swans, large enough to permit the white swans to exercise, while the black ones  about one-half the size of the white species, were kept separate in a cage. During the  voyage the white birds were  fed corn and oats, while the black species, which resemble turkeys except for their long graceful necks, lived on bread and water. G. A. Greevey of the Benson farm at Pier 46, Mystic yesterday morning when the Newfoundland arrived, and supervised crating of the birds, after which they were loaded on a truck and taken to Nashua.

The Boston Globe, 10  April 1936.

With Nova Scotia still off the run, Newfoundland  had  one more solo voyage  that season,  departing Liverpool on 8 May  1936.   This attracted 77 customers and had her arriving  at St. John's at 8:30 p.m. on  the  14th, landing 55 there. Embarking 25 passengers for Halifax and Boston, departed for those ports on the 16th, calling at  Halifax on the 18-19th, landing a dozen from Liverpool there and continuing to Boston, arriving on the evening of the 20th  and alongside  the following morning.  Of  her  26 passengers, five originated  from Liverpool (four being  Prince Line  crew) and 21 from St. John's, and of cargo, she  had 500 tons to land.

Homewards,  Newfoundland cleared Boston on 23 May  1936  with  nine fares through to Liverpool and rather  more for Halifax (25-26),  embarking 65, and came into St. John's on the 28th  at 9:30 a.m., with  53  from Boston and 20 from Halifax disembarking there.  At noon the following day,  Newfoundland sailed for  the  Old Country with a fine list  of 104 aboard.  She arrived on the Mersey  at 10:00 a.m.  on 4 June.  Among those landing was a party of South  Wales schoolboys, aged 11-12, returning  from a seven-month-long, 18,000-mile, 200-concert singing tour throughout North America, during which  they  "were entertained by film stars in Hollywood, honoured  by a special pow wow of  Red Indian chiefs on the  Canadian prairies, and made famous throughout   continent by wireless  broadcasts." (Leicester Mercury, 5 June 1936). She also  brought  in the  first  shipment of Newfoundland salmon of the season, 2,000  cases in all which were loaded into special railway wagons and delivered to  Billingsgate, London,  less than 24  hours  after arrival.

Fifty-two passengers were aboard Nova Scotia's (Capt. J.W. Murphy) first westbound crossing in six months, departing  Liverpool on  26 May 1936.  Arriving at St.  John's  at 6:00  a.m.  On 2  June, 23 landed  there and after embarking 24, sailed for Halifax  and Boston at 12:30a.m. on the 4th, disembarked 21 Liverpool passengers at Halifax on the  5th. She  docked at Boston on the morning of  the 8th, disembarking her  final eight passengers  from England (all Prince Line officers  and engineers)  among the 33 aboard and had 500 tons of cargo to land. 

Credit: Boston Globe,  10 June 1936.

The  onset of summer  brought good passenger loads with   150  embarking aboard Nova  Scotia at Pier 46, Boston on the morning of  10 June  1936,  of which  30 were  destined  for  Halifax, 100 for  St. John's and the  balance for Liverpool, and she went out  with  500 tons of  cargo, including an automobile  belonging to  one of the passengers  touring the Maritimes.  Thirty-one for Liverpool embarked at Halifax on the 13th and Nova Scotia arrived at St. John's at 9:30 a.m. on the 15th. Sailing the  following  afternoon for Liverpool with 82 aboard and arrived there on the 22nd. 

Newfoundland cleared  the Mersey late on 12 June  1936 with 67  passengers and got into St. John's  at 7:00 a.m.  On the 19th. Landing  35, she  embarked  33 for Halifax and Boston before sailing on the 20th for those  ports. Disembarking 26 Liverpool passengers  at Halifax on the 22nd, she  reached  Boston on the  25th with the  final  five landing there. 

Ignored by  the  Boston Globe  on this  occasion,  Newfoundland exited the port without notice on  27 June 1936 with 10 passengers for England to which 33 were added at Halifax on the  30th. Making  her  now  traditional  one  summer outbound call at Sydney, N.S, on 1 July where  she embarked 39 for Liverpool,  Newfoundland arrived  at  St. John's  at 12:30p.m. on the 2nd with an impressive list of  185 aboard,  landing 118 there.  Sailing for Liverpool the following day  with 115 passengers, she arrived.there at 5:00 a.m. on the  9th.

Sailing for North  America on 30  June 1936, Nova Scotia left  Liverpool with  98 passengers.   Getting into St. John's  at the rather inconvenient hour of 1:00 a.m.  on 7  July, her 37 passengers for the port disembarked  after breakfast.  Another 30 for  Boston and 11 for Halifax on the  8th before  she departed  for  those  ports.   Losing 16 of her Liverpool  debarks at Halifax on the 11th, Nova Scotia  made Boston Quarantine the  evening of the  12th and came alongside  Pier  46 the following morning with 83 passengers  (45 from Liverpool, mostly  seamen and stewards en route to join Monarch  of  Bermuda at New York, 30 from St. John's and the balance from Halifax, and a 500-ton cargo  which  was "unloaded  in record  time." (Boston Globe). 

On departure eastbound late on  13 July 1936,  Nova  Scotia  went out  with  140 passengers, mostly for  St.  John's and only three  for Liverpool and another  40 for the port joining at Halifax on the 16th. The Furness Wharf  at St. John's  was a busy  place when Nova  Scotia docked  at 8:00 a.m. on the  18th with  more  than 100 landing there. When she  off again the  following day at noon,  she  had 79 passengers  for Liverpool where she  arrived  on the 26th.

There were 75 embarking Newfoundland at Liverpool  on 14 July  1936 of which  57 reached their destination, St. John's, on the morning of the  22nd. Departing for  Halifax  and Boston at  10:00 a.m. on the  25th , she landed 16 Liverpool passengers at  the Nova Scotian port on the  27th and the final two at Boston on the  29th.

With nary a notice,  Newfoundland  passed out  of  Boston on 29 July 1936 with  14 passengers for Liverpool, embarked 16 more at Halifax on 1  August  and  arrived at St. John's the morning  of the 3rd to land 72 passengers  from Boston and 31 from Halifax.  At noon on the 4th,  Newfoundland cleared St. John's with 71 passengers for England, arriving at Liverpool on the 10th.

With the best westbound list  of the year-- 102 in all-- Nova  Scotia took leave of  England on 31  July 1936 and got into St. John's at  7:00 p.m.  on  6  August, landing 56 there. Embarking more than 80 passengers for Halifax and  Boston,  she went out almost a full ship at 6:00 p.m. on the  8th.  Calling  at Halifax 10-11th, she landed 53 of  her Liverpool embarks there and  arrived at Boston on the 13th. 

Eastbound on 15 August 1936, Nova Scotia  left  Boston with eight  passengers for  Liverpool, picked up  another 37 at Halifax on the 18th.  The busy summer season was just  that and when she docked  at St. John's the  morning  of the 20th, Nova  Scotia landed 65 passengers from Boston and  17 from Halifax. Departing from St. John's for Liverpool on the 21st,  Nova Scotia went  out  with 96 passengers and arrived on the other side on the 27th.

Newfoundland's  21 August 1936 westbound sailing  from Liverpool went out  with 93 passengers. Docking at St. John's at 9:30 p.m. on the 27th, 41 disembarked there and departed for Halifax  and Boston on the  29th.  Landing  35 Liverpool passengers at Halifax on the  31st, Newfoundland came into Boston the morning of 2 September  a nearly full ship with  166  aboard:  17  from Liverpool, 123 from St. John's  and  the remainder from Halifax. 

The vessel made a quick turn-around, extra gangs of longshoremen unloading 500 tons of freight from her holds in record time and a large outward, cargo was  placed on board, she sailed at 4 p m on her return voyage, taking 65 passengers, most of whom are destined for Nova Scotia and Liverpool.

Boston Globe, 2  September 1936.

Newfoundland called at  Halifax on 4 September 1936 and departed the following day, having embarked  14 more for Liverpool.  Coming into St. John's  at 9:30  a.m. on the 7th, she landed 41 passengers from Boston and  19 from Halifax.   Passing out  of the Narrows just past noon on  the  8th, Newfoundland  had  103 passengers for England and came into Liverpool at 5:00 a.m. on 14th. 

Ninety-four passengers, many  of them the traditional end of summer  returning vacationists and visitors to the  Old Country,  filled out  Nova  Scotia's 3 September  1936 sailing from Liverpool.  They  endured what the Daily News called "a very stormy voyage"  across to St. John's where  she arrived  at 10:00 p.m. on the  10th.  She came in with a large cargo  and 52 passengers landing, doubtless happily, there.  Nova Scotia went out on the afternoon of the 12th almost  a full ship  with about 120 embarking  for Halifax and Boston.  Calling at Halifax on the 14-15th, she landed  31 of her  Liverpool passengers there.   Anchoring for the night after arrival at Boston Quarantine on the  16th,  when  Nova  Scotia  came alongside Pier 46,  she  had  132  passengers (15 from Liverpool, 111 from St. John's and the remainder from Halifax)  disembarking there and a 1,000-ton cargo to discharge. 

Her arrival there coinciding with a hurricane lashing the  Eastern Seaboard and closing the Port of Boston from 5:30 p.m. 18 September 1936 to noon the following day, Nova Scotia  indeed  the first ship to leave  the harbour at  noon, right on schedule on the 19th  She left with four  passengers through  booked  to Liverpool,  embarking another 65 at Halifax on the  22nd. Coming into St. John's the morning of  the  24th, the  ship landed  21 passengers from Boston and 70 from Halifax.  Nova Scotia, on clearing for  England, on the afternoon of the 25th had 115 passengers and arrived at Liverpool on 1 October.

Newfoundland, from Liverpool on  22 September 1936 with 62 passengers, had a good passage and got  into St. John's at 11:30 a.m. on the  28th where  she landed 19 passengers and "a  large  cargo." On departure  on the  30th, she had  added 79 passengers for  Halifax  and Boston.  Thirty of  her  Liverpool embarks left her  at  Halifax on 2 October and Newfoundland docked  at Boston the morning  of the 5th.   She brought in 95 passengers (13  from Liverpool) and a 1,000-ton cargo. 

Leaving Boston at 11:30 a.m. on  7 October 1936, Newfoundland  had  34 passengers for  Liverpool, mostly  Prince  Line crew on home leave:  "Arthur Wendt, former chief steward of the Prince Line motor-ship Chinese Prince, who has spent 19 of his 22 years of married life on the high seas many miles from his family, was aboard the Furness Line steamer Newfoundland when it left here yesterday bound for Barry, Wales, for a reunion with his wife and two sons."(Boston Globe, 8 October 1936). Halifax  contributed 37 Liverpool passengers on the 10th and on arrival at St. John's at 11:00 a.m.  On the 12th, she had 28 each from Boston and  Halifax coming down  the  gangway. Mersey-bound the  following afternoon, Newfoundland numbered  86 on manifest for Liverpool. Scheduled to dock there at 9:00 a.m. on the 19th, she, along  with  most  shipping in the harbour, was delayed  by an exceptional high  tide, "combined with 70 miles an hour gusts of wind, caused exciting  scenes  on the Liverpool Landing Stage today."  (Evening Express).  Lancastria, returning from a cruise, was also  held  up  at the Bar until  the  winds subsided.  Both finally made it in on the  20th.

Departing Liverpool on 8 October 1936,  Nova Scotia  arrived at St. John's on the morning of the 15th,  landing  27 passengers. Embarking 61 for Halifax and Boston, she  sailed on the  17th and at Halifax on the  19th, landed 31 of  her  Liverpool passengers.  Capt. Murphy had her off Boston Light  by  the  evening  of the  21st and alongside  her  Charlestown pier the  next morning, coming in with  58 passengers  (all from St. John's and Halifax) and "a large general cargo."

Sailing from Boston on 24 October 1936, Nova Scotia managed to attract three patrons for  Liverpool and another 18 at Halifax on the 27th.  It was  slim pickings passenger-wise on this  voyage  for when she  docked  at St. John's at 5:00 a.m. on the  29th, she landed 15 from Boston and five from  Halifax. Departing  for Liverpool on  the 30th with 59 passengers,, she arrived there on 5 November. 

Late autumn saw, as customary, passenger  numbers fall off and there were only 25 embarking at Liverpool for North America aboard  Newfoundland on  27  October 1936, departing at 1:00 a.m. that evening.   She got into St. John's at 10:30 a.m. on 4 November, disembarking eight  passengers.  There were 55 coming  aboard on the 6th as she sailed for Halifax and Boston, and at Halifax on the 9th, she landed 19 of her Liverpool passengers. With 69 (three from Liverpool) aboard and 400 tons of  cargo,  Newfoundland docked  at Boston the morning  of the  11th. Despite it being Armistice  Day, extra gangs of longshoremen were at Pier  46 to get  her  turned  around quickly and off for England that same evening.

Newfoundland  had ten for Liverpool on clearing Boston on  the  evening of  11 November 1936, embarked 13 others at  Halifax  on the 14th.  Arriving at St. John's before noon on  the  16th, she disembarked 19 from  Boston and six from Halifax there. For Liverpool on the  17th, she  went out with 40 passengers and docked there at 3:00p.m. on the 23rd. 

Closing out an eventful year, Newfoundland  left Liverpool  on 8 December 1936  for Newfoundland, Nova  Scotia  and New England, having 39 passengers aboard.  Delayed by  westerly  gales  sweeping most the  Atlantic, she finally arrived at St.  John's  on the  15th,  she  landed nine passengers there. Docking  at Boston on the 23rd,  she came in with 65 passengers, the  30 remaining  from Liverpool being all  crews of Furness Bermuda  line  returning to their ships  in New  York. 

Departing Boston on Christmas Eve with  four passengers for  Liverpool,  Newfoundland called at Halifax on the  27-28th, embarking two more for England.  Arriving at St. John's on the evening of the 30th, landing 13 from Boston and Halifax.  Sailing  for England on New Years Eve, she went out  with 21 passengers and came into  Liverpool at 11:55 a.m. on  6 January  1937.

In 1936

Newfoundland completed

• 10 westbound crossings carrying 537 passengers  and 10 eastbound crossings  carrying  627 passengers  for a total of 1,164 passengers.

Nova Scotia  completed

• 5 westbound crossings carrying 415 passengers and 6 eastbound crossings carrying 465 passengers  for a total of 880 passengers, and two New York-Trinidad round voyages.

NB: These figures do not include interport (i.e.  St. John's-Halifax or Halifax-Boston etc)  carryings.

Newfoundland at  St. John's.  Memorial University of Newfoundland. Libraries. Archives and Special Collections

1937

That  winter both  Nova Scotia  and Newfoundland were in year-round trans-Atlantic service  for  the first  time  since 1931, indicative of  improved business in general  and the  introduction, in 1936,  of the new Fort Amherst and  Fort  Townsend on  Furness Red Cross  Line's  service as seasonal deployment on the Furness Bermuda  & West Indies Steamship Co. New  York-West Indies  service,  starting with  Fort Townsend on 14 January 1937. It was perhaps unfortunate that the  two sisters  would find themselves  reunited on the Winter  North  Atlantic during one of  the most severe seasons in  recent  memory both  on the ocean  and in the Port  of  St. John's.

Passengers on the route in winter  were  still sparse with only 21 aboard the first  westbound sailing of the year, Nova Scotia's 7  January  1937 departure at 11:00 a.m. from Liverpool.  They  endured  a not very pleasant winter crossing and "encountered westerly gales and heavy seas practically all the way across,  and the weather being extremely cold,  the ship  was coated with ice. The ice melted when this coast was reached." (Evening Telegram).  All were  doubtless  glad to  come into St. John's  on the evening of  the  15th, where  15 ended their voyage. Embarking 31 passengers for  Halifax and Boston, she was off  for those ports at 6:00 p.m. on the 18th. A single  Liverpool passenger left  her  at Halifax on the  20th and Nova  Scotia came into Boston the morning of the 22nd with  36 aboard (five from Liverpool), 13 from St. John's and 18 from Halifax).  

Another quick turnaround had Nova Scotia  off for England at noon on 23 January  1937 with 13 booked for  Liverpool, to  which four were added during  her call at Halifax on 25-26th. On arrival at St. John's at 10:30 a.m. on the 28th,  13 Boston and seven from Halifax  landed and Nova Scotia cleared for Liverpool on  the 29th  with 45 passengers and arrived on 6 February. 

Embarking on what would prove her more arduous and testing voyage to  date, Newfoundland and her  21 passengers departed Liverpool on 26 January  1937, and "although heavy  ice was encountered nearing the coast but  it did not impede the ship's progress," (Evening  Telegram), she got  into St.  John's at 10:30 p.m.  On 1 February, "after  a fairly  good  run."   She landed 15 passengers, including Sir Wilfrid Wentworth Woods, KCMG, the new Commissioner replacing T. Lodge in the Commission of Government, and Lady Woods. The inbound cargo included two  59-ft.  pieces of  fabricated  steel for the A.N.D.Co., weighing about eight  tons. She also discharged 10,000 sacks of dole flour.

With  13 booked for  Halifax and Boston, and scheduled to depart late on 4 February  1937 Newfoundland was to discover that the  worst winter  weather  could  be  experienced  right in  the  Port  of St. John's without leaving the dock.  Heavy slob ice which lay  off  the Narrows was driven into the port the evening of the  2nd by a  terrific winter  gale  and "practically  filled the harbour," (Evening Telegram).  It  hopefully reported  by  the  Daily News on the  3rd that  she "will probably sail for Halifax and  Boston at one o'clock tomorrow."  Instead, it  was reported on the 4th that "it is possible she will be delayed by the ice conditions."    The Port of St. John's was effectively shut down for days and for the first  time in many years especially  so early in  the  season.   

Credit: Daily News, 6 February 1937.

The S.S. Newfoundland  was ready to sail for Halifax and  Boston yesterday  afternoon but  the hour was late and it was  felt by the  captain that  even  if  the ship could get out, it  would take some time to get away from the pier and straighten up for the Narrows and under  the conditions it  would  be better to wait  for daylight. The ship will  try and get out this  morning no matter what the conditions are.  

Daily  News, 5 February  1937. 

The  arriving Fort  Amherst was unable to get in and waited off  Cape Spear for conditions to improve. They did not, and on 6 February 1937, the ice began to raft up on land, piling up to a considerable height. "The Captain of the Furness liner [Newfoundland] yesterday realised that  it would useless to attempt to move out and  he did not move from the pier. The ship is all ready to sail and will do so at the earliest possible moment." (Daily  News,  6 February 1937). 

Credit: Evening Telegram.

Finally the wind shifted and cleared the ice jam to the extent that at 1:00 p.m. on 8 February 1937, Newfoundland was able to depart  St. John's, "the ship moved off  from the Furness Pier under her own power but had to be assisted in turning by the S.S. Sagona which went to  her assistance. "  (Evening Telegram, 8  February 1937). Calling  at  Halifax on the  10th,  Newfoundland finally arrived  at Boston on the 11th, four days  late  with one long suffering passenger from Liverpool and 12 from St. John's. 

Departing Boston on 13 February  1937, Newfoundland arrived at Halifax  on the  14th and left there at 10:30 p.m. on the 16th. Shortly  after  departing Halifax, Newfoundland found herself  battling  gales and a blinding blizzard at sea whilst a northeasterly  gales with winds of 60 mph drove  another iceflow against the Newfoundland coast, packing every port, including St .John's, again, with  ice,  effectively closing the port from the  17th onwards. "The  harbour  of St. John's is once again blocked with heavyslob ice  which drove  in on the land during the N.E. gale  yesterday.  The ice extends several miles  seaward  and there  are several large  icebergs  in the floe."(Evening  Telegram, 18  February  1937).

Scheduled to dock at St.  John's on the 18th and  depart for Liverpool on the 19th, at noon on the  19th, Newfoundland instead reported that she was  180 miles from St. John's and "delayed  bad weather" and sought shelter on the  21st below Cape Race to wait for the ice to clear. Fort Amherst had arrived from New York and Halifax on the 17th just before  the ice came in  and was effectively trapped in the harbour as Newfoundland had been inbound.  

There would soon be another Furness  liner bedeviled  by  ice when Nova Scotia sailed, as per schedule, from Liverpool on 18 February 1937, clearing the Mersey at 2:00 a.m.  with the not unreasonable expectation conditions in St. John's  would  improve  by the time she came off  the Newfoundland coast.  Nova Scotia, due  at St. John's on the 24th, instead waited off  Cape  Race on arrival there  on the 23rd for the port  to open.

On 22 February  1937 it  was reported  that  Newfoundland was at Trepassey (at the southeastern corner of the  Avalon peninnsula in a bay near the Cape Race  Lighthouse)  and "that there is  a possibility that she ship will proceed to Argentia  to land passengers but  this has not  been decided definitely." (Evening Telegram).  The Daily News the next day reported that Mr. J.W. Allan, manager of Furness Withy's  Newfoundland office  had  been in touch with  Liverpool regarding  bringing the ship to Argentia instead and land/embark  passengers there as well as work  cargo.  However, on the  23rd, the Liverpool office decided against it and Newfoundland "would not be  diverted and would remain outside until St. John's is ice free." (Daily News, 24 February). 

Held off St Johns, N. F. Harbor for more than a week by heavy ice which has effectively closed that port to navigation, it is doubtful whether the Furness Line steamer Newfoundland, en route from Boston and Halifax for Liverpool, will be able to make her scheduled call at St Johns until a shift in the wind carries the ice mass to sea.

Boston Globe, 25 February  1937.

Credit: The Boston Globe, 26 February  1937.

On 26 February 1937 with Newfoundland now unable to get  into St. John's  for a week, it was announced  that  to keep the schedule  intact that Syrian Prince would depart Liverpool on  9 March, the  original next westbound crossing for Newfoundland and dispatch her only to St. John's and Halifax and "it is considered possible that on the next voyage the  Newfoundland will be routed direct to Boston  to prevent further upsetting the schedule." (Boston Globe). 

Meanwhile, conditions on the  ship soon deteriorated and water ran short, passengers and crew were forced  to drink distilled sea water and salt  water used in the boilers to keep  steam up.   Liverpool's mind was soon changed and  on the  26 February 1937,  Newfoundland  received  instructions to  proceed  to Argentia, in Placentia Bay, on the west coast  of the  Avalon peninsula. She was reported already there on the  27th. 

After nine days, an offshore  wind finally  came over Newfoundland's eastern coast  that same day to shift the ice pack that  had immobilsed St. John's harbour  for an extraordinary nine days.  Although initially thought  Newfoundland would sail direct to Liverpool, instead she  returned  to St. John's when the ice finally cleared, docking there at 6:30 p.m. on 28 February 1937…. logging 15 days from Halifax to the port  instead  of the usual 36 hours!

With 17 passengers, Newfoundland sailed from St. John's at 7:00 a.m  on 1 March 1937  at 7:00 a.m.. A full two weeks late, she finally returned to Liverpool on the 7th: "Battered by gales and blizzards, she fought her  way from bay  to bay to avoid being hemmed in by  the  ice pack. She was  constantly threatened by ice bergs, and one of the man floes that  struck her bows broke  some rivets  below  the waterline,  causing her to leak forward. (Western Mail, 8 March 1937). Newfoundland went into Langton Graving Dock no. 1 on the 15th and undocked  on the  20th. 

Coming into St. John's just  before Newfoundland, Nova Scotia came alongside at 5:00  p.m. on 28 February 1937, four  days late,  and  landing four passengers doubtless well pleased to be off  her.  Nova Scotia cleared St.John's at daylight  on  3  March  for Halifax and Boston with passengers embarking by  10:00 p.m. the  previous  evening, adding 26 for Halifax and Boston.  Landing three  of her Liverpool passengers at  Halifax on the 5th, she got into Boston, four days late, on the 8th.  She landed 40 passengers there, eight from Liverpool,  and almost 1,000  tons of cargo. 

Turned around in 24  hours, Nova  Scotia left Boston the evening of 8 March 1937 with nine passengers for Liverpool and another four joining at Halifax on the  13th.  Arriving at St.  John's on the afternoon of the 15th, she landed 15 Boston and eight Halifax passengers there.  Making a short  turnaround to make some time,  Nova Scotia sailed for Liverpool the morning of the  16th with a total of 54 passengers,  arriving home on  the 22nd. 

Syrian Prince, Capt. Hender, (1936/1,990 grt), taking Newfoundland's sailing, departed Liverpool on 9 March  1937 with two  passengers and arrived at St. John's  on the 20th.  The handsome vessel, built  for  the Mediterranean fruit trade, was one of  the newest  ships in the  fleet with  exceptionally  good passenger accommodation for 16, each in single  cabins.   Embarking five  passengers for Halifax, she sailed on  the  21st and around turnaround there, not  calling at  Boston, and returned  to St. John's  on the  27th, thence  to Liverpool  on the  30th. 

Fully repaired after drydocking, Newfoundland departed  Liverpool on 25 March 1937  with  20 passengers and all were rewarded with a completely  routine and uneventful crossing for a change, arriving at St. John's  at 2:30 p.m.  Where  she landed 16 passengers on 2 April.  With  31 booked for Halifax and Boston, she was to depart at  daylight on the  5th with her  passengers embarking  the previous evening.  

Then the neverending Winter of 1937  again intervened  in her  routine and the plans of her  passengers.  High  winds during  her  layover progressively  drove ice floes into  St. John's harbour and effectively  closed the port to all shipping.  When wind cleared the ice sufficiently, Newfoundland finally  cleared  St.  John's on  the 8th at 6:00 a.m. Landing three Liverpool passengers  at  Halifax on the  9th,  she  arrived  at  Boston, four days late, early on the  morning of  the 12th.  Aboard  were 28 passengers, one from Liverpool and the remainder  from Newfoundland and Nova Scotia. Extra gangs of longshoremen  were on hand to have  her  turned  around in time to  sail for England  that  evening.

With  12 passengers for England,  Newfoundland  left  Boston  the  evening  of 12 April  1937, adding  six passengers for Liverpool at Halifax on  the  15th. Arriving at St. John's  on the 17th and disembarking 22 from Boston, Newfoundland  sailed  the next  day with  77 passengers  for Liverpool where  she docked on the 24th. 

Westbound carryings remained sparse and there were only  27  aboard  Nova Scotia when she  sailed from Liverpool on 10 April  1937.  On arrival at St. John's on the 17th, 14 passengers landed and she left for Halifax and Boston at  daybreak on the  21st, embarking her passengers  the  night  before.  Twelve remaining  Liverpool passengers left her  at  Halifax on the 22nd.   Nova  Scotia  and the Canadian National liner Lady  Hawkins anchored off Boston Quarantine the  night  of the 25th and came into the harbour first thing the next month, the CN liner berthing at the Commonwealth Pier and  Nova  Scotia at her usual  Pier 46, Mystic Wharves.  She  brought  in  23 passengers, including the remaining two from England, and a 1,000-ton cargo. 

Making another quick  Boston turnaround, Nova Scotia departed for Liverpool on 26 April 1937,  with a solitary passenger  for  the port who was joined  by six others at Halifax on the 30th. Making the  traditional once a year eastbound call at Sydney, N.S. on 1 May, she embarked 36 passengers for England.  She made St. John's  at noon on 2 May, landing 28 from Boston, 10 from Halifax and one from Sydney.  With 79 passengers for Liverpool, Nova  Scotia  departed early on the 3rd  and concluding  refreshingly routine  voyage, docked at Liverpool at 3:00 a.m. on the 9th. Taking pride of place  in those disembarking there were 12 war veterans and eight  policemen from Newfoundland who would represent the  colony in the Coronation ceremonies for King George  VI; "The constables, all over six feet in  height and fine physique, will march in the procession in uniform. The ex-servicemen will occupy places in the stands with other Colonial war veterans." (Liverpool Daily  Post, 10 May 1937).

Nova Scotia would participate  in Liverpool's own Coronation festivities on 12 May 1937 which included a line-up  in the Mersey  of six representative liners of some of the great Merseyside shipping  companies:

Although mist overhung the Mersey this morning hundred. sought the stages and promenades on both hanks in order to view the river spectacle provided by the presence of six representative Liverpool liners decorated and moored line ahead in midstream. The vessels are the Aba (Elder Dempster Line), the Mandasor (Brocklebank), Nova Scotia  and Pacific President (Furness Withy), the Alfred Holt liner Sarpedon and the Cunard White Star steamer Scythia. 

The tender Skirmisher, gaily beflagged, took her first complement of Liverpool nurses, who were bound for a tour of inspection of the Scythia. To-night the vessels will be illuminated by myriad coloured lights, with the lines of the anchored ships picked out in fairy lights. There will be river cruises to view the display at 11 p.m.

Liverpool Echo, 12 May 1937.

Forty-nine passengers were aboard Newfoundland on departure from Liverpool on 1 May  1937. She  got into St.John's at 10:30  p.m. on the 13th, landing 29 and off for Halifax and Boston  the 15th having embarked 48 for those ports.  She landed the last of her 15 Liverpool embarks  at  Halifax  on the  15th and when she came into Boston the morning of the 21st, all 41 aboard  were from St. John's and  Halifax.  Newfoundland also came in with  500  tons of  cargo for  the port.

Making her customary midday  departure from the  Charlestown docks  on 22 May  1937, Newfoundland went out with but one passenger for England who was soon  joined by21 others at  Halifax on the 25th.  At  St. John's on the 27th, 31 Boston and 13 Halifax passengers disembarked and departed on the 28th with 82 for Liverpool where  Newfoundland arrived  on 4 June. 

With the summer season in the offing, Nova Scotia's  passenger list  for  her  25 May  1937  westbound  sailing had 89  names with  no  fewer  than 64 having St. John's  as  their  destination. "After making a very fine run across  the  Atlantic," (Daily  News), Nova  Scotia  arrived  there at 1:00 p.m. on the 31st and after embarking 45 for Halifax and Boston, sailed for those ports at 1:00 p.m. on 2 June.  Landing ten more Liverpool passengers at Halifax on the 4th, she docked  at Boston on the 7th, landing her final 19  trans-Atlantic passengers.  

"Thronged by passengers," (Boston Globe) and  with  a big  list of 150 (20 for  Halifax, 100  for St. John's  and the rest for Liverpool, and 300 tons of cargo, Nova Scotia sailed from Boston at noon on 9 June 1937. Another 22 trans-Atlantic passengers boarded  at Halifax on the 12th. She arrived at St. John's on the 14th, landing some 120 passengers  there, and  with  96 aboard,  left for  England on the  15th where they landed at 3:00 p.m. on the 21st..

Clearing  the Mersey late on 11  June  1937 with  70  passengers,  Newfoundland landed 51 of them on arrival  at St. John's  at  3:00  p.m. on the  17th. With 30 new embarks for  Halifax  and Boston, Newfoundland departed for those  ports on the 19th, going out  with  Fort Amherst (for  Halifax and New York), called at Halifax on the  21st where  she  landed 18 of her Liverpool passengers and arrived off  Boston Quarantine  the  evening of the 24th.  Coming  alongside Pier  46 the  next morning,  there  were 31 heading down her  gangway:  three from Liverpool, 25 from St. John's and  the remainder from Halifax, and 500  tons of cargo  to come out  of her holds. 

Passing out of Boston at midday  on 26 June 1937, Newfoundland  had 14 passengers for  Liverpool and another 33 boarding at Halifax on the  29th. Arriving  at St.  John's  at  10:30 a.m.  On 1  July, she was  almost  a full ship, landing  24 from Halifax and more than 120 from Boston. Newfoundland  departed  the  evening  of the 2nd for England, going out with 89 passengers and arriving  at Liverpool on the  8th.

Credit: The  Daily News, 6 July 1937.

Peak  summer season and  there were 99 aboard Nova Scotia as  she  set  out  westwards on 29 June  1937.  Getting into St. John's the  evening  of 5 July where 54 disembarked,  she embarked 53 for Halifax and Boston and cleared for those ports on the evening of the  7th.  Pausing  at Halifax on the 8-9th where  38 Liverpool passengers landed, Nova  Scotia  still  had 73  aboard  when she  docked  at  Boston first thing on the  12th.

Managing to  turn  her  around in time to  have  her away  the  same evening of  her  arrival, Nova  Scotia was off  to  England on  12  July 1937.  Her  initial dozen passengers for  Liverpool were increased by 39 at Halifax on the 15th. Nova Scotia made St. John's  the  evening  of  the 18th with  more than 150 passengers from Halifax and Boston to land there. For Liverpool on the 19th, she  went out  with 86 aboard and got in on the 25th. 

With  an excellent  (for the era)  list of  131 aboard,  Newfoundland was once  again steaming westwards on 16 July 1937.  At St.  John's on the 22nd, she landed 63 passengers first thing in the morning, having come in at midnight.  Sailing for Halifax and Boston at 1:00 p.m. on the  24th, with 22 and 60 passengers for  each respectively, and at Halifax on the 26th, 34 of her Liverpool passengers  disembarked  there.  

Credit: The Boston  Globe, 28 July 1937.

On departure from Halifax on 27 July 1937, in fog  off the Nova Scotia coast, Newfoundland and the British tanker Talaralite (1918/2,631 grt) of Imperial Oil Ltd. (Montreal)  had a "brush" outside the  harbour, damaging sheer strake on  the liner's bow.  Newfoundland continued her passage, arriving at Boston on the morning of the 28th:  

The Newfoundland, on her arrival in the Boston outer harbor, was boarded by a surveyor of Lloyds and a representative of the Bethlehem Shipbuilding Works East, Boston making arrangements for immediate repairs on the damaged sheer strake plates in her bow. She docked at Pier 46, Mystic terminal, at 11 today to discharge passengers and freight.

The Boston Globe,  28 July  1937.

She came in with  105 passengers (35 from Liverpool,  64  from St. John's and six from Halifax) and 500 tons of cargo.  The Boston Globe interviewed several passengers about the collision:

The collision, termed 'more of a thrill than a scare,' was vividly described by several passengers interviewed for the Globe after landing in Boston. The only person to claim ill effects from the minor collision was Mrs Jessie Laber, Fitchburg, who said  she fainted in her stateroom when she felt the shock of the impact. Mrs Laber said women in cabins near her screamed in terror.

Charles A. Parkinson, secretary of the Johnston-Murray Line in Liverpool, who with Mrs Parkinson was en route to Boston to visit Mr and Mrs Herbert F. Price at Quincy, said that the tanker loomed up in the fog dead ahead and was traveling at considerable speed. He was on deck and could see that the tanker's wheel was put over so that she struck the steamer a glancing blow on the port bow and then struck her a second time with her stern, he said.

The Newfoundland had no way on at the moment of the collision, said Dr Arthur G. Pocock of London, who also was on deck. He said he heard the Newfoundland give three blasts of her whistle and looked over to see that she was motionless in the water. He also felt two distinct collision-shocks.

Credit: The Boston Globe,  29 July  1937.

Men of Bethlehem  Shipbuilding  Co. worked to  repair the damage  thoughout  the night  of  28-29 July.  "About  five of  the  sheer strake plates  on the  vessel's port  bow were badly  dented, one of  them split and frames were  bent and twisted. " (Boston Globe, 29 July  1937). 

Hard work by Yankee shipwrights  had  Newfoundland repaired and in Boston Fashion, she  was  able  to  sail on schedule, at  midday on 29 July  1937 for home and England, going  out  with 10 passengers  for Liverpool and another 19 trans-Atlantic passengers  embarked at Halifax on the  31st.. Coming into St. John's at  9:15 a.m. on  2 August, she had 88 passengers  from Boston and 17 from Halifax to land there.  Clearing  for the  Old Country  at 1:00 p.m. on 3rd,  Newfoundland  had 67 passengers who arrived in  Liverpool at 8:30 a.m. on the  9th. 

With a fulsome list  of 165, Nova Scotia left Liverpool on 30  July 1937.  Her numbers were swelled by the  annual expedition  to Newfoundland by the  Public School  Exploring Society led by  Surgeon-Commander Murray  Levick, attracted 78 lads who brought  with them five-and-a-half tons of equipment including "wireless transmitting apparatus powerful enough to enable them to talk daily with the Admiralty." Nova  Scotia  arrived  at St. John's at 6:00  p.m. on  5 August, landing  an impressive  135 there.  Embarking almost as many for Halifax and Boston, Nova Scotia departed on the 7th, landing 27 from Liverpool at Halifax on the  9th. She docked  at Boston on the 12th, disembarking more than 100 passengers including her final three from England. 

The Mersey-bound Nova  Scotia passed out of  Boston Harbor on 14 August 1937 with 10 passengers for the  trans-Atlantic  voyage.  At Halifax on the 17th, 35 more for England embarked but more impressively,  Nova Scotia had  55 from Boston and 18 from Halifax landing on arrival  at St. John's at 9:00 a.m. on the  19th.  She left  for  Liverpool  the next  day with 72  aboard,  arriving  there at 10:00  a.m. on the 26th. 

Newfoundland departed Liverpool on  20  August 1937 with  a good list of 116 passengers, of whom 46  landed  on arrival  at St.  John's  after breakfast  on the 27th,  the ship having  arrived at 1:30 a.m.  After a fast run across.  Resuming her  passage on the evening of the  29th,she went out nearly  a full ship with  108  embarked  for Boston and 11 for Halifax.  Calling at the latter port on the 28-29th, she landed in addition 46 passengers from Liverpool.  

Still a full ship, Newfoundland  came alongside her Charlestown, Boston pier just before 9:00  a.m. on 2  September 1937.  Among those  streaming down her  gangway were her  final 27  passengers  from  Liverpool, including  Mrs. Isabelle MacKenzie and  daughter Sheila, from Scotland, coming  to Boston to visit the  grave of her late husband, Capt. Andrew MacKenzie, commander of the Bank Line freighter Tweedbank who was killed when  the ship ran  into a terrific  gale the previous November, en route  to  Boston, whilst coming to the aid  of  two seamen  securing a hatch and hit  by  a wave  coming over her bows  and  dashing him against winch. Other landing passengers from Newfoundland were Boston teachers returning from  holiday.   Newfoundland also came in with 500 tons of cargo.

Newfoundland cleared Boston late on the morning  of 3 September 1937  with  70 passengers, 12 for Liverpool. At Halifax on 4-5th, the first big consignment of Canadian apples-- 25,000 barrels-- were loaded aboard in addition to 23 passengers for Liverpool.  On departure from St. John's for England,  the morning  of  the 9th,  Newfoundland had 178 passengers,  the best list of the year. She  arrived at Liverpool on the 14th.  Among those  landing there was the returning Public Schools Exploring Society party,  sadly without a Harrow boy, E.R. Gurney,  aged 18,  who died on the fourth day of the expedition when he fell off  a  cliff,  60  ft. to his death, and buried in Newfoundland. 

With 89 aboard, Nova  Scotia left Liverpool on  2 September 1937 with 50 leaving her on arrival at St. John's at 7:00 p.m. on the  9th. They  were more than replaced by  the over than 100 who embarked for Halifax and Boston, departing for those ports  on the  11th. Landing 33 of her remaining Liverpool embarks at Halifax on the 13th, she got into Boston the morning of the 16th to land an impressive 117  passengers there, including the last six  from England. 

Homewards  on the 18th, Nova Scotia sailed  from Boston with but two  for England but joined by 29 others at Halifax on the 21st.  Arriving at St. John's  the  afternoon of the  23rd, she came in to land 38 from Boston and 24 from Halifax and when she sailed for Liverpool early  the next  afternoon, Nova  Scotia  had 83 passengers.  Making a good passage home, she  docked  at  Liverpool on the  30th at 11:55 a.m. 

North America-bound,  Newfoundland  cleared the Mersey late on  21 September 1937,  taking out  49 passengers having missed  the  peak "home for work and school" period at the beginning of the month. She disembarked 22 at St. John's on arrival at 10:00 a.m. on the 28th. Embarking her onwards  passengers the previous  evening,  she  sailed at daylight  on 1 October  and landed  22 Liverpool embarks at Halifax on the  19th.  Ending  her  westbound crossing  at  Boston on the 4th,  Newfoundland landed her  last five passengers from England there only to  arrive in middle of a longshoremen's strike effecting  the whole of the U.S. East Coast. 

Fortunately,  the  strike  was settled and Newfoundland was able to sail from Boston on 6 October 1937  with  nine passengers for Liverpool,  embarking another 16 on the  9th. At St. John's at 10:00  a.m. on the  11th, she  landed 31 from Boston and Halifax and departed on the 12th, with  48 for  the Old Country.  Newfoundland arrived at Liverpool at  7:00  p.m. on the  18th.

When Nova Scotia (from Liverpool on 7 October 1937)  docked at St. John's the evening of  the 13th, half  of her 41 passengers  landed there. Leaving the evening of the  16th, she embarked 68 for Halifax and Boston and landed 18  trans-Atlantic passengers at Halifax on the 19th.  She docked at Boston on the 21st, disembarking her last three Liverpool passengers. Her  call there  was marred  when a longshoreman,  Edward Homer, aged 23, slipped and  fell down one  of  her  hatches,  dropping  30 ft. and  seriously injured.   

With an initial solitary passenger  for Liverpool,  Nova Scotia left Boston on 23 October 1937, embarking nine more  at Halifax on the  26th.  From St. John's on the 29th, she had 48 passengers for Liverpool,  arriving  there  at 2:00  p.m. on 4 November. 

With  only  28 booked for her 26  October 1937  departure  from Liverpool,  Newfoundland put in a good passage across, arriving at St. John's at 2:00 a.m. on 2  November and landing her nine passengers later that  morning.  With 55 embarking for Halifax  and Boston,  she sailed the evening of  the  5th and landed 11 of her Liverpool passengers at  Halifax on the  7th. With 63 passengers (eight  from Liverpool, 50 from St. John's and five  from Halifax) Newfoundland reached  Boston the morning of the  10th.  One of her passengers, Miss Marion Kumin,  was returning from a cycling trip  through England, Switzerland and Germany and logged 3,000 miles. 

Newfoundland alongside her  Charlestown, Boston pier. Credit: Leslie Jones collection, Boston Public Library.

A fast and efficient turnaround had Newfoundland eastbound the evening  of 10  November 1937, clearing Boston which  was all excited about  the maiden arrival at the port of Queen of Bermuda the next  day.    Newfoundland's initial 11 passengers for Liverpool were joined  at  Halifax on the 13th by six  more.   Coming into St.  John's at 11:30 a.m. on the  15th, landing 18  from Boston and Halifax  there and went out the  following day  with   48  for the Old Country, arriving  at Liverpool on the  22nd.

Departing Liverpool on 12 November 1937 with  49 aboard, Nova  Scotia disembarked 35 at St. John's on the  17th.  She left on the  20th after embarking 35 for Halifax and Boston, landing  14 at Halifax on the 22nd. Nova Scotia got into Boston early on the 24th.  Of her 30 passengers, including four Prince Line crew members returning  to their  ships,  24 were from St. John's and two  from Halifax. 

Mersey-bound, Nova Scotia  left Boston on 24 November  1937 with six for Liverpool,  adding 18 at  Halifax on the  27th and  reached St. John's on the  evening of  the 29th, disembarking eight from Boston and 10 from Halifax. Embarking  her  passengers the night  before,  she  sailed at  daybreak on  4  December for Liverpool where she docked at 1:00  p.m. on the  12th. 

The hardworking Nova Scotia entered  Langton Graving Dock no. 1 on 17  December 1937 for a complete overhaul and repairs through  the 30th. 

Making the last voyage of  the  year, Newfoundland  cleared the  Mersey  on  30 November  1937 with  20 passengers who  arrived at  St. John's on 7 December and where  15 left  her.  After boarding 24 for Halifax and Boston,  she  sailed on the  10th and landed two  Liverpool passengers  on arrival at Halifax on the 12th. "Delayed several hours on the run down the coast  when she was struck by the severe northwesterly gale  sweeping off  shore  waters, the  Furness Line  steamer Newfoundland  steamed into  Boston Harbor  shortly  after  9 o'clock this morning…" (Boston  Globe, 15 December  1937).  She came in with 22 passengers (three  from Liverpool,  all Prince  Line  crew returning from leave), and 19 from St. John's) and a 500-ton cargo including a shipment of liquor  from Liverpool, cod  liver oil and  frozen fish from St. John's and Halifax. 

Credit: The Boston Globe, 15 December 1937

Another  expeditious Boston turnaround had  Newfoundland headed for  home the evening of 15 December 1937,  leaving with six passengers  for Liverpool. The Boston Globe reported:  "On arrival at Liverpool  she will be withdrawn from service for two months for her  annual overhauling  and reconditioning, the  company's  steamer Dromore taking  her  place  in the overseas run." Picking up another nine for  England at  Halifax  on the 18th, Newfoundland arrived at St. John's  at 2:30 p.m. on the 20th, landing 17 from Boston and Halifax.  With 19 passengers  destined to spend Christmas at sea, Newfoundland passed through  the Narrows, eastbound  for the  Old Country  on the 21st. She arrived  at Liverpool on the 27th 

Dromore  (1920/4,096 grt)  was already on the  run before  the year  was  out,  departing  Liverpool on 14 December 1937 and arriving at St. John's on the 22nd. Departing for Halifax and Boston on Christmas Eve, she departed  eastbound from Boston on New  Years Eve. 

In 1937

Newfoundland completed

• 9 westbound crossings carrying 496 passengers  and 9 eastbound crossings  carrying  627 passengers  for a total of 1,123 passengers.

Nova Scotia  completed

• 9 westbound crossings carrying 592 passengers and 9 eastbound crossings carrying 612 passengers  for a total of 1,204 passengers.

NB: These figures do not include interport (i.e.  St. John's-Halifax or Halifax-Boston etc)  carryings.

The former Johnston Line  Dromore filled-in for  Newfoundland in winter  1937-38. Credit: teesbuiltships.co.uk

1938

Beginning the  New Year, Nova Scotia  sailed from Liverpool on 6 January  1938 with a predictably  small  list for a dead of  winter  crossing having all of 23 passengers and  just 10 in Cabin Class. They at least  enjoyed a routine and timely  crossing, arriving at St. John's the morning of the  14th where 14 landed.  More than replacing them, she embarked 35 for Halifax and Boston the  evening of the  16th and she was off at 4:00 a.m.  The  following morning.  Three of  her  Liverpool passengers left at Halifax on the 18th and Nova  Scotia docked at Boston's Pier 46 at 8:00 a.m. on the 20th.  

Credit: The Boston Globe, 22 January 1938.

Nova  Scotia  came in with  35 passengers and  of the 10 remaining  from Liverpool, three were Prince  Line and Furness Bermuda  Line officers  rejoining their ships  at New York, as well as 500 tons of cargo. However, five passengers who embarked at Liverpool,  a family originating from Aden and joining their husband and father in New York, were found to have  trachoma, the dreaded and highly  contagious eye  disease. They had to be sent to  Ellis Island for  quarantine and treatment before  they could  be admitted to the United States.

With 12 passengers for Liverpool,  Nova  Scotia sailed from Boston on 22 January 1938, embarked a further nine at Halifax on the 25th and got  into St. John's on the 26th.  On departure for  Liverpool on the 28th, she had 56 passengers for England where she  arrived  on 4 February.

Dromore took the  next mailship  departure, from Liverpool on 26 January 1938 with six passengers for St. John's (arriving 9 February)  and two on her homeward crossing beginning 4 March.

Embarking on another classic winter crossing to Newfoundland during which the  weather was better across  than it was on arrival,  Nova Scotia and her 21 passengers set off from Liverpool on 17 February 1938.  She was headed  for a port that, once again,  had  been effectively blockaded  by slob ice from the 19th. Arriving off the Newfoundland coast in the 23th, she confronted a solid  barrier of ice extending miles 60 miles from St. John's.  On the 26th, Nova Scotia wired that she was "ten miles south of Bay Bulls and unable to make port owing to ice conditions." "In the opinion of  some of the older folk  and those who claim to know, no relief can be  expected before  the next new  moon, which will be  on Wednesday  next, March  2nd."  (Daily News). Dromore,  too, was in  Bay Bulls.

It was not until the  evening of 28 February 1938 that an offshore  wind shifted  the  ice  a few miles off  the coast that ships were  able to  enter  and leave St. John's the next morning.  

As darkness fell over the city and the wind  howled out of the valley,  the M.S. Senef steamed into port, in the wake of the Northern Ranger and followed closed by the returning Terra Nova. Towering above the other  ships,  the  Furness liner Nova  Scotia next  edged  her way in. Sh  was followed by the  S.S. Magnhild, and after  her  came the S.S. Dromore. All  five  ships, with the  exception of  the  Dromore, docked  at their various piers, breaking up the ice  that  held the harbour  fast for  so long. The Dromore anchored in the  stream.

And so the  ice blockage  of February-March, 1938 is over. And that means a big sigh of relief for owners, agents, officials, passengers, longshoremen...everybody.

The Daily News, 2 March 1938.

Five  days late, Nova Scotia initially came alongside the A.  Harvey & Co. pier as the Furness wharf was occupied by  Dromore which berthed on 2 March and only  after  the  sealing  ship Terra Nova had  been hired to  break up the ice around it. Nova Scotia later  moved to Furness pier  to load  her cargo  and  passengers for  Halifax  and Boston. The harbour partially iced up again and she was not able to sail as planned on the  5th, not  getting away until the  next morning, after embarking five for Halifax and 16 for Boston.  She landed those five and another 13 from Liverpool at Halifax on the 8th and six  days  late, finally reached  Boston the afternoon of  the 9th.

Credit: The Boston Globe, 10 March 1938.

Nearly a week behind schedule as the result of being held for six days in a huge ice field off Newfoundland, the Furness Line steamer Nova Scotia reached Boston yesterday afternoon from Liverpool via St. Johns and Halifax. N. S. On Feb. 23, 60 miles off the Newfoundland coast, the liner encountered the huge ice field being swept toward shore before a strong northeasterly breeze. Hemmed in on all sides, the vessel was unable make headway but kept her engines going, and was able to maneuver sufficiently through the ice to prevent being driven toward the coast. 

On March 1, the 65-year-old Canadian Government icebreaker Terra Nova came to her rescue, breaking a channel through the ice field for the Nova Scotia and several other ice-bound craft. 

The 34 passengers whiled away the days with dancing, bridge tournaments and concerts. All but one of the Liverpool passengers landed at St. Johns or Halifax. Mrs. Phoebe Reid of London, coming to visit her aunt, Mrs. Mary Hillier of Nantucket, debarked at Boston. 'No one was the least bit disturbed by the experience,' she said.

While no icebergs were sighted, she said, many small growlers could be seen dotting the ice field, which extended in all directions as far as the eye could see.

The Boston Globe, 10 March 1938.

With three passengers for Liverpool, Nova Scotia left Boston on 10 March 1938, embarking one additional person at Halifax on the 12th. Coming into St. John's  the evening of the 14th, "delayed somewhat through ice outside," landing 35 from Halifax  and Boston and off the next morning, she  went out with 28 passengers for Liverpool,  arriving  there on the 22nd.  

Newfoundland was  shifted from Langton Graving Dock no. 1 to  Hornby Dock on 3 March 1938. to begin loading for North America  and her return to service.  

With but  20  passengers aboard, and with a new commander, Capt. Alfred  Hender, Newfoundland departed  Liverpool on 10 March  1938 and although initially expected to reach St. John's at midnight on 18-19th, she "was delayed  a little owing to weather conditions," and arrived at 1:00 p.m. on the 19th. The Daily  Telegram that  day reported  that "the ship met with considerable  stormy weather which gave her a slight list. She  also had to contend with much ice."  Landing 13 passengers there, Newfoundland cleared for  Halifax and Boston the evening  of the  20th, after embarking 20 for those ports. After landing five  at Halifax on the 23rd, she made it into Boston Harbor the morning of  the 25th,  almost on schedule after a difficult trip out:

Making an unexpected visit to Boston, Capt. Martin Burke, St. Johns, N. F., harbor pilot, was a passenger on board the Furness Line steamer Newfoundland, in port this morning from Liverpool by way of St. Johns and Halifax, N. S.

Heavy ice conditions encountered coming out of St. Johns made it impossible for the pilot boat to come up alongside the liner and remove the pilot. Capt. Burke elected to continue on to Boston rather than land in Halifax and make delayed connections for the Newfoundland port, and will remain on board until the ship leaves on her return voyage tomorrow.

Capt. Alfred Hender, making his first voyage as commander of the Newfoundland,  said that ice was so heavy in St. Johns Harbor and vicinity that residents were walking five miles seaward over the frozen crust. The Newfoundland was able to plow through the ice mass, however, with little difficulty and experienced no delay.

Boston Globe, 25 March 1938.

Newfoundland came in with 23 passengers-- two from Liverpool,  18 from St. John's  and  three  from Halifax. 

With her St. John's pilot but no passengers  for Liverpool, Newfoundland sailed from Boston on  26 March  1938, embarked  three for England at Halifax  on the  29th.  It was the afternoon of   April Fools  Day when she arrived at  St. John's, landing 27  from Boston  and eight from Hailfax.  With  29 passengers for the Old Country, Newfoundland sailed on the  2nd, arriving at Liverpool on the  10th.

Departing  Liverpool on 31  March 1938, Nova Scotia went out with 47 passengers, of whom  18 disembarked at St. John's  the evening of 7 April.  With  21 coming aboard for  Halifax and Boston on the  9th, she  departed  for those ports, and landed 11 of her Liverpool embarks  at  Halifax on the 12th.  "After an uneventful  voyage,"  Nova Scotia   came into  Boston Harbor  the morning of  the  15 with 20 remaining passengers, including  three  from Liverpool, and a 500-ton cargo.

Eastbound with 16 passengers  for  Liverpool,  Nova  Scotia  cleared Boston on 16 April 1938,  called at Halifax  (18-19) embarking five for England, and finally came into St. John's at 3:00 p.m. on the  22nd, "delayed by  fog  and ice."  After  a long voyage, 23 from Boston, 23, and seven passengers from  Halifax,    were doubtless  glad to be disembarking there.  Nova Scotia sailed for England on the  23rd with 46 aboard and got  into Liverpool  on the  30th.

Of Newfoundland's 47 passengers departing Liverpool on 21 April 1938, 31 disembarked on arrival  at St. John's at 11:30 a.m. on the  28th.  Embarking  47 for Halifax and Boston she sailed on the 30th, landing  12 passengers  from Liverpool at Halifax  on 2  May and proceeding the next  day  to Boston where she  arrived on the  4th with  50 passengers and one returned stowaway.  

Crredit: The Boston Globe, 5 May 1938

A narrowly-averted collision with a fishing trawler during dense fog off the Nova Scotia coast and the spectacle of scores of towering ice-bergs adrift off Newfoundland provided  thrills and excitement for a large group of passengers on the Furness Line steamer  Newfoundland, it was learned when the ship arrived here yesterday after a voyage from Liverpool by way of St Johns, N. F.. and Halifax, N. S.

Richard Shaver, 32, who claims to be a native of Philadelphia, a stowaway on the company's liner Nova Scotia, out of Boston last January, returned on the Newfoundland as a deportee from St. John's. On the outward-bound voyage of the Nova Scotia, Shaver fell into the hold and broke a leg. He was landed at St Johns for hospital treatment and, on arrival here, was turned over to immigration authorities, who will check his story.

The Boston Globe, 5 May  1938.

Credit: Evening Telegram, 10 May 1938.

Newfoundland had 10 passengers for  Liverpool when she cleared Boston on 4 May  1938 after a short turnaround  there, embarking another 34 at Halifax on the 7th. Due to arrive at St. John's on the  9th,  she  was badly  delayed first by  fog off  Cape Race and then poor visibility in a snowstorm in the  Bay off St. John's where she arrived the previous afternoon,  forcing her  to  lay  off until  the next morning, docking at  7:00 a.m., logging 60 hours for the run from Halifax  usually  accomplished in 37  hours. "The trip from Halifax to Cape  Race was uneventful, but  from the Cape  to St. John's fog and numerous  ice  bergs proved  a menace. Thirty-five bergs, some of them very  large, were passed  between Cape Race and Cape Spear." (Evening  Telegram).  She came in with 96 passengers, landing 55 from Boston and Halifax.   Fast work had  her off for Liverpool that same evening with 70 passengers and arriving there on the  16th.

Westbound from Liverpool on 5 May  1938, Nova Scotia landed 35 of  her 48 passengers on arrival at St. John's at 3:30 p.m. on the 11th, "after making the voyage  in five days 16 hours, which  is remarkably quick  time for this  period of the year. Ideal weather conditions were experienced during the  entire  voyage until this coast was reached  when speed  had  to be slackened because  of the  numerous icebergs which were around."(Daily News, 12 May 1938).  She  also  landed 1,400 tons of cargo. With another 34 passengers embarked for Halifax and Boston, Nova Scotia sailed at noon on the  14th, landing 12 Liverpool passengers  at Halifax on the 16th and arrived at Boston on the morning of the 19th. She  came in with  33 passengers, including her remaining one from Liverpool, Mrs. William Park of  Greenock, Scotland, en route  to  join her  husband who was chief engineer  aboard Southern Prince for a belated  honeymoon, the  two being married on 19 December and the  groom obliged to rejoin his  ship almost  immediately after the wedding. 

Nova Scotia  left  Boston on the  21 May 1938  for  Liverpool, with  nine passengers for the port, joined by 41 more  out  of  Halifax on the 24th.  Alongside at St. John's at 11:00 a.m. on the  26th, 36 from Boston and 25 from Halifax landed there.  Departing for Liverpool on the  27th, Nova Scotia had 97 passengers who landed there on 2 June. 

Sixty were aboard Newfoundland as she cleared the  Mersey  on 24 May  1938 for  North  America,  of  which  38 disembarked at  St. John's on  arrival at 7:00 a.m. on  the  31st. Embarking 35 for Halifax and Boston, she  resumed passaged  early on 2 June, and  landed 16 Liverpool embarks at Halifax on the  3rd. Newfoundland docked at  Pier 46, Charlestown, Boston on the 6th where  her remaining six  Liverpool passengers disembarked. 

Newfoundland's Boston layover was considerably enlivened when fire  broke out on Pier 46 on the  afternoon of  7 June 1938:

Fire swept the riverfront of Pier 46, Charlestown, late yesterday afternoon, damaging pilings and merchandise to an estimated extent of $75,000 and scorching the stern starboard quarter of the Furness liner Newfoundland, which was taking on cargo preparatory to sailing for Liverpool today. 

Apparently started by a carelessly-discarded cigarette, the flames shot up the creosote pilings and the dry wharf front with frightening rapidity, menacing the entire Little Mystic docking district. Second and third alarms were sounded in quick succession, bringing the fireboats Angus J. McDonald and Matthew J. Boyle, the Navy Yard tug Nottaway and seven tugs from the Boston Tow-boat Company.

The crews of 16 engines and three ladder trucks were powerless to fight the flames from above until holes had been chopped in the sturdy pine flooring, but "pup" boats worked their way through the thick, choking smoke beneathi the pier and put several lines of hose on the heart of the blaze in time to confine the fire to the front of the structure.

The Furness liner was towed to the middle of the stream by the tug Luna, then tied up at a place at safety farther up the pier. Cruet Officer Roland Handley ordered resumption of loading long before the fire had been extinguished. 

Working feverishly, 20 longshoremen moved 400 bales of wool and cotton to safety in 15 minutes and enabled firemen to fight the flames through holes in the floor. Engine Company 8 took a hose line through a bulkhead and worked across the pilings to assist the pup'' boats underneath. The longshoremen were led by Ralph Glaze, a former Red Sox pitcher.

The ready response of the Navy tug Nottaway was an important factor in the success of the firefighters. Braving blast of smoke and flame, the sailors made a stand less than 10 feet from the blazing wall and set  up the first  high  pressure line.

Boston Globe, 8 June 1938. 

Credit: The Boston Globe,  8 June 1938.

"With only blistered paint along her stern quarter to show for her narrow  escape from flames that raged at Pier  46…" Newfoundland sailed, on schedule, from Boston on the at noon  8 June 1938 for Liverpool with 12 passengers for the port. "The liner will  receive a new coat  of paint  on her arrival overseas," reported  the Boston Globe.  Twenty-nine for England embarked at  Halifax on the 11th and Newfoundland arrived at St. John's on the afternoon of  the  13th, landing 65 from Boston and 20 from Halifax.  On departure for Liverpool the next day, Newfoundland went out with 76 passengers and arrived on the other side on the  20th. 

On departure from Liverpool on 10 June 1938, Nova Scotia's 72 passengers reflected the beginning of the summer season. She landed 45 of them at St. John's on the 16th and embarked 44 for Halifax and Boston, departing for those  ports on the  18th.  Another 20 Liverpool passengers landed at Halifax on the 20th and Nova Scotia got into Boston late on  the 22nd and went alongside the still fire damaged Pier 46 the  next morning. She  landed 46  passengers (10 from Liverpool, 30 from St. John's and the  remainder from  Halifax) and "a large general freight." One passenger, Dr. John H.  Shakespeare, of Barnet, England, was a direct  descendant of the Bard.   

With nine passengers  for the Old Country, Nova  Scotia left  Boston on 25 June 1938, and embarked 25 more for Liverpool at Halifax on the  28th. Making the traditional once  a  summer eastbound call at Sydney, N.S.  on the 29th where she embarked 44 for England, she  reache St.  John's on the afternoon of the  30th, landing 72 passengers from Boston, 15 from Halifax and  five  from Sydney.  Nova Scotia  sailed on 1 July for England with  122 passengers aboard and ending  a profitable  and  busy  voyage, arrived at Liverpool  at7:00 a.m. on the 7th.  

With a so-so list of  of 63  passengers aboard, Newfoundland cleared  the Mersey late on 28 June 1938 and got  into St.  John's on the morning of  5 July where she landed 33.  They  were more than replaced by the 49 embarking for  Halifax  and Boston for which she  sailed  on the evening of the  6th. Halifax took 24 more of her Liverpool passengers on the 8th.  Newfoundland came alongside  Pier  46, Boston,  just  before  8:00 a.m. on the  11th,  with  36  passengers (six from Liverpool, 26  from  St. John's  and the remainder from Halifax).  One of  her landing passengers from St. John's, was eight-year-old Perpetua "Peddy" Bruce,  returning from an attack of infantile paralysis while  visiting her grandmother and she was briefly detained at the pier until immigration inspectors ensured the identity of the taxi  driver who  collecting her in lieu of her  father. 

Wasting no time as usual  with her Boston turnaround, Newfoundland  was headed  back  to  Britain early on the evening  of 11  July  1938  with 10 passengers for Liverpool  and another 29 embarking  at Halifax on the  14th.  She had 74 from Boston and 16 from Halifax disembarking on arrival at St. John's  on the 17th.  Off for England  the  next  day with 69 passengers, Newfoundland docked at Liverpool on the  24th.

Getting  underway  for  North  America on 14 July 1938, Nova Scotia had 80 passengers aboard with  46 disembarking at  St. John's  on the 20th upon arrival at 8:30 p.m.  After embarking  46 for Halifax and Boston,  she resumed passage on the 23rd, landing  24 Liverpool embarks at Halifax.  There  were still 50 (10 from Liverpool, 33 from St. John's  and seven from Halifax)  to land at Boston when Nova Scotia came alongside  Pier  46, Charlestown, the morning  of the  27th. 

Leaving Boston the same evening as she  arrived, 27 July  1938, the Mersey-bound Nova Scotia went out  with  nine  trans-Atlantic passengers,  added another 22 at Halifax on the 30th.  There was more passenger traffic on the  inter-port route as usual  in the summer  season and there were 59  from Boston and 14 from Halifax landing  at St. John's when she came in at 10:00 a.m.  On 1 August. Outbound for England at 1:00 p.m. on the 2nd, Nova Scotia  had 83 passengers and had  them safely landed at Liverpool on the 8th.

With the best  westbound list of the year (162) Newfoundland sailed from Liverpool on 29 July  1938. Her numbers were swelled by the  annual Public  Schools Exploring Society  group  of 55 boys, aged 16-18, bound  for Newfoundland, led by Cmdr. Murray Levick.   Arriving at St. John's at 7:00 p.m. 4 August,  they were  among the near record 119 disembarking there. She left for Halifax on the 6th, landing 40 Liverpool passengers and got into Boston late on the  10th and alongside Pier 46 early the next  morning. She brought in 67 passengers (three from Liverpool, 53 from St. John's  and the remainder  from Halifax) and a 200-ton cargo. 

Preceded out by Canadian  National's Lady Hawkins, Newfoundland sailed from Boston  at 11:30a.m. on  13 August  1938 with 13 passengers for England.  Embarking another 13 at Halifax on the 16th and on departure from  St. John's  on the  19th, had  96 passengers for Liverpool  where  she arrived on the 25th at 11:00 a.m.

Nova Scotia left Liverpool on 16 August 1938 with 95 aboard, and landed 32 at St. John's  on the 22nd, coming in at 4:00 a.m.. Embarking a near record  129 passengers for Halifax  and Boston, she went out  a full ship on  the  24th and landed 35 of  her Liverpool embarks at Halifax on the  26th. There were still  147  aboard Nova  Scotia  on arrival at Boston early  on the 29th, "the largest number to  travel on a ship  of  the line  this  season," (Boston Globe, 30 August 1938) with 14 from Liverpool, 102 from St.  John's and 31 from  Halifax.  

With an outward freight that  included 1,500  boxes of  Massachusetts apples, Nova Scotia left Boston the  afternoon of 30 August 1938.  At Halifax on 3-4  September, she embarked 28  for Liverpool and loaded  24,000 barrels of  Canadian apples. Arriving early on the 6th, Nova  Scotia landed 42 from Boston and 11 from  Halifax. Sailing from St. John's on the  morning of  the  7th, her 128 passengers for Liverpool  included the returning  Public School Boys  Expedition group. Nova Scotia arrived at Liverpool on the 12th.

Of Newfoundland's 108 passengers embarking  at  Liverpool on 1  September  1938, was a group of economic, trade  and industrial experts  headed for Newfoundland: 

In the Furness liner Newfoundland, which left Liverpool last evening for St. John's, Newfoundland, Halifax, Nova Scotia, and Boston, Massachusetts, were a number of passengers whose purpose in visiting Newfoundland is to endeavour to improve the industrial condition of the colony, which for several years has been far from satisfactory. 

One of them was Mr. T. K. Liddell, chief conciliation officer for the Ministry of Labour in the north-west area of the United Kingdom. He is going on behalf of the Newfoundland Government to help in the solution of the colony's industrial problems. It is expected that he will spend two months there to carry out the first part of his investigations, and then return to England to make a report upon the result of his survey. Possibly he will be asked to pursue further inquiries in the colony early next year. 

Also on board were Messrs. D. James Davies (Trade Commissioner for Newfoundland in London), J. W. Johnson (father of Amy Johnson, the airwoman), Thor Thors (Iceland), and Jacob Halvorsen (Norway), who are to study certain phases of the fish-curing industry in Newfoundland.

Liverpool Daily Post, 2  September 1938.

They were among  the  55 landing  at  St.  John's  on  7  September 1938 on arrival at 9:00 p.m. Departing on the 10th, Newfoundland embarked  an additional 111 passengers for  Halifax  and Boston, landing 46 of  her Liverpool embarks at Halifax on the  12th. Coming  alongside at Boston's  Mystic  Docks at 7:30 a.m. on the 15th, Newfoundland still  had 106 passengers  to land there: seven from Liverpool,  82  from St.  John's  and  17 from Halifax. 

Homewards, Newfoundland left  Boston on 17 September 1938 with only two  for  Liverpool aboard, joined by 33 others at Halifax  on the  20th.  Reaching St. John's the  afternoon of the 22nd, she landed 22 from Boston and 21 from Halifax and sailed  the next day at  1:00 p.m. for Liverpool with 100 passengers, arriving  there on the 29th.

Nova Scotia  had  95  passengers when she  left Liverpool on 20  September 1938. Initially  expected to dock  at  St. John's the evening of the 26th, she  was delayed by fog  and did not get alongside until  5:00 a.m.  The next morning,  landing 35.   Resuming passage  on the  28th, after embarking 77  for  Halifax and Boston,  she had another 43 from Liverpool landing at Halifax on the 30th.   With what  the Boston Globe called a "a big list" of  passengers… 79 in all (16  from Liverpool,  53 from St. John's and the  rest from Halifax),  Nova Scotia docked  at Boston  at 8:00 a.m. on 3  October. The paper reported on three of her arriving passengers:

Coming to make her home with an aunt, Mrs. A. G. Jenson, Lynn, little 7-year-old Sarah F. May, whose father is dead and mother lies seriously ill in a Newfoundland hospital, came here on the ship, travelling in care of one of the stewardesses.

Miss Maude McLeod, 17, Loch Lomond, N. S., coming to visit her sister, Mrs. Mary McDonald, gave Mrs. Jane L. Day of the Traveler's Aid Society a busy hour when she was unable to decide whether her sister resided in Brookline or Somerville. The problem was finally settled, however, when Mrs. McDonald showed up at the pier. 

Many friends on hand at the pier to welcome Miss Kay Penny, 26, Holyrood, N. S., who arrived for a visit with her cousin, Mrs. Bernard Joslin, Brookline, were disappointed when local immigration officials refused the young lady permission to land because she was not in possession of the proper documents.

She was taken to the Immigration Station in East Boston for a hearing before the board of special inquiry.

The Boston Globe, 3 October  1938.

There were few to interview for Nova Scotia's  sailing to  England on 4 October 1938 with  just  three embarking for Liverpool and 20 others at Halifax on the 8th.  The Munich  Crisis which had  been brewing all late summer and early  autumn was hardly encouraging eastbound travel and cut short  what had  been an encouraging summer season.  Capt. Webber had Nova Scotia alongside the  Furness wharf at St.  John's at 10:00p.m. on the 10th, landing  23 from Boston and another dozen from Halifax.  Off for the  Old Country on the  12th, with 50 passengers, Nova Scotia  reached Liverpool on the 19th.

Newfoundland's next sailing  for  North America attracted  67 passengers, and clearing  the Mersey  late on 6  October 1938, she arrived at St. John's at 1:00 p.m. on the 13th where she landed 11.  With embarked 83 passengers for Boston  and Halifax, she  departed  for those ports on evening of the  15th, and on arrival at Halifax on the 17th, landed 22 from Liverpool. Newfoundland came into Boston on the  19th with 93 passengers ,"Frederick Foley, 15. of 4 Supple St., Roxbury, who lost his Boston birth certificate whiie on a vacation in Newfoundland, was admitted after he had obtained another certificate after he placed a call to his mother on the pier, asking her to get one at City Hall." (Boston Globe, 21 October  1938).  

The Mersey-bound Newfoundland cleared Boston at midday  on 22 October 1938 for England with a solitary  passenger  for the Old Country who soon had company  on departure from Halifax on the 25th when nine others  embarked  there. On  departure from St. John's on the 28th, Newfoundland went out  with 58 passengers and reached Liverpool  on 3 November  1938.

Of Nova Scotia's 34 passengers on departure  from Liverpool on 25 October 1938, 15  left  her at St.  John's on arrival on the morning  of 1 November.  She  was off for Halifax and Boston at midnight  on the  2nd, after embarking 25 for  those ports.   Landing 10 of her Liverpool passengers at Halifax  on the 6th, Nova Scotia arrived  at Boston on the 8th, landing  her remaining nine passengers from England.

Commencing her eastbound crossing on 9 November 1938 after  a quick turnaround, Nova Scotia left Boston with four  passengers  for England, joined by 11 more at Halifax  on the  12th.  Arriving at St. John's on the  14th where she landed 26 from Boston and seven Halifax and with 32 aboard, sailed  the next  day for Liverpool where  she  arrived on the 21st.

There were just 14 takers  for  Newfoundland's last  westbound sailing  of the  year, from Liverpool on 10 November 1938 but she made good time across  for the time of year and got them into St.  John's the evening of the 17th where eight disembarked.  Departing  for  Halifax and Boston on the 20th with  an additional 18 passengers for those ports, she landed three of her Liverpool embarks at Halifax  on the  24th and docked at Boston at 7:30 a.m.  On the  25th, disembarking  her remaining three trans-Atlantic passengers. 

Newfoundland cast off from  Mystic Docks, Boston,  on  26 November 1938 with 14  passengers for Liverpool, calling at Halifax on 28-29th, embarking another three and got  into  St.  John's on 1 December. Landing 22 from Boston and 12 from Halifax, Newfoundland resumed passage the next day at 2:00 p.m., taking out 36 for Liverpool where she docked  at 3:00 p.m. on the 8th. 

With  27 aboard for North America, Nova Scotia closed  out  the  Furness  service  for  the year  with  her  departure  from Liverpool  on  6 December 1938.   Coming into St. John's at 6:00 a.m. the 13th to  land 12 passengers.  Delayed there 48 hours  owing to severe weather conditions and after boarding 32 for  Halifax and Boston, she sailed for those ports on the 16th, landing three Liverpool embarks at Halifax on the  19th and making Boston the evening of the  20th.  Nova  Scotia came alongside Pier 46, Mystic  Docks, early on the 21st, landing 27 passengers (12 from Liverpool, 14 from St. John's and one  from Halifax) and "large lots of  general freight."

Turned around the same day,  Nova Scotia was dispatched for Liverpool the evening of 21 December 1938 with three passengers for the port with no embarks for England at Halifax  on Christmas Eve, she got into St. John's on the 27th, landing a single passenger from Halifax and 10 from Boston. Departing the afternoon of the 28th for the Old Country, Nova Scotia  had all of 11 passengers for her final eastbound crossing  of  the  year, arriving at Liverpool on 3 January 1939.

In 1938

Newfoundland completed

• 8 westbound crossings carrying 541 passengers  and 8 eastbound crossings  carrying  534 passengers  for a total of 1,075 passengers.

Nova Scotia  completed

• 10 westbound crossings carrying 506 passengers and 10 eastbound crossings carrying 638 passengers  for a total of 1,144 passengers.

NB: These figures do not include interport (i.e.  St. John's-Halifax or Halifax-Boston etc)  carryings.

Nova Scotia in Hornby Dock, Liverpool. Credit:  eBay  auction photo.

1939

Starting the New Year, Newfoundland sailed from Liverpool 6  January 1939 with 17 passengers.  Making a quick passage  for the time of year,  she arrived at  St. John's  at 7:00 a.m.  On the 13th, landing 14 there.  Embarking 39 for Halifax and Boston, she left  for  those ports on the  15th and landed the last  of her Liverpool passengers  at Halifax on the  17th.  With 38 passengers from St. John's and Halifax, Newfoundland  arrived  at Boston on  the  19th at 8:00  a.m..

With  the first shipment of grain (24,000 bushels) for England from Boston in more  than two  years, Newfoundland  sailed for Liverpool on 21 January 1939, having no passengers for England  embarking there or  at Halifax, she arrived at St. John's at 6:00p.m. on the 26th, landing six Boston passengers and 10 from Halifax. With 23 passengers, Newfoundland departed St. John's for  Liverpool on the  27th,  where  she docked  at 10:00 a.m. on 3  February.

With the good  weather continuing,  Nova Scotia,  too, put in a fair run on her  first sailing of  1939. Departing Liverpool on 24 January, she got into St. John's on the 31st, landing three of  her 15 passengers there. Boarding 29 for Halifax and Boston, she sailed on 1 February, disembarking three Liverpool passengers at Halifax on the  3rd and the  remaining six at Boston  where she docked  at Pier  46 the morning of  the 6th. 

Sailing eastbound  from Boston on 8 February  1939 with  a solitary  passenger for  Liverpool who was joined  at  Halifax on the 11th by one other, Nova Scotia  got into  St. John's at 11:00 a.m. on the 13th, landing four from Boston and 10 from Halifax. With a light list  of  15, Nova Scotia cleared St. John's on the  14th for Liverpool  where  she arrived on the 20th.

Credit: Evening  Telegram, 18 February 1939.

Clearing  the Mersey with 23 passengers on 9  February 1939, Newfoundland made St. John's at noon on the 17th. Here, the mild weather so far experienced that winter was quite  absent:

Making her 121st voyage  the S.S.  Newfoundland,  Capt. Murphy, arrived in port at 4 p.m. yesterday  bringing general cargo and 23  passengers of  whom six  are en route to Boston. The trip took  seven days  and twenty hours and  was one of  the  stormiest  in the long experience of the  captain. Almost  from the onset headwinds were encountered and at times  the sea rose as high  as  the  tops of  the  spars. On reaching the  vicinity  of where  the steamer Maria de Larrinage foundered  last  week and took  a crew of  37 to  a watery  grave, particularly  bad weather wad encountered. In the pitch  dark of  the night  the  ship  was so  badly buffetted by  the mountainous seas that the  captain ordered the crew to  stand by their  boat stations. The Newfoundland, however, proved  herself a staunch seaboat and came through without damage.

Evening Telegram, 18 February  1939.

Landing 17 passengers, Newfoundland sailed from St. John's the  morning of 19 February  1939 for Halifax and Boston.  With no Liverpool passengers  landed at Halifax  during her ensuing  call there, Newfoundland made  Boston on the morning of the 23rd, where her remaining six trans-Atlantic passengers disembarked.

Clearing  Boston on 25 February  1939, Newfoundland went out  with 20 for Liverpool, adding four during her Halifax call (27-28) and scheduled to get into  St. John's on 2 March. Instead, the evening  of the first, she received a distress call at 2:30 a.m. from the famous old sealer Ranger (1872/520 grt) which was reported damaged and in a leaking condition after taking  on water in a storm, 15 miles off St.  Lawrence in Placentia Bay, 90 miles south-east  of  Cape  Race.  She had departed St. John's on 28 February (the same day Newfoundland left Halifax)  with  a crew of  150 for Port Aux Basques and  then sealing  in the St. Lawrence.  Newfoundland altered 50 miles off  her course and raced toward the vessel as did Imogene, which like the Ranger was owned by  the Bowring Bros. Newfoundland wired she would be alongside Ranger by 7:30 a.m. on the 2nd but it proved  too rough to take off  the  crew, and instead, Newfoundland put  a hawser on  her to tow  her under the lee of the land while Capt. Badcock of Ranger was certain he could  keep her afloat  with pumps and not wanting to  abandon her. 

Newfoundland managed to get  18 men off Ranger later in the morning on 2 March 1939 but  weather conditions deteriorated and further rescue impossible  in the face of a 60 mph gale.  Imogene did come on the  scene until 3:00 a.m. and Newfoundland keep on station off Cape St. Mary's and Ranger for  most of the  day, the  distressed ship, powerless, being  driven by the gale across the mouth of Placentia Bay  but still resolutely afloat and  now reported to be "in no immediate danger." On the  3rd,  Newfoundland was able  to  get  a hawser  on Ranger  and towed  her for  three hours  until the line  parted.  In company with Imogene, lines  were reconnected, and with Newfoundland, the two ships managed to get  Ranger into Trepassey the  evening  of the 3rd. The grand old Ranger, repaired and back  in service, would carry  on until 1942 when she  finally succumbed to  ice off the  Change Island, aged 71.

Credit: Evening  Telegram, 4 March 1939.

Credit: Evening  Telegram, 4 March 1939.

Newfoundland, and her  18 rescued sealers from  Ranger, came into St. John's at  11:30 a.m. on 4 March  1939, affording local reporters a chance to get the full and thrilling story of the ship's rescue efforts:

Racing at full speed to the position given, the Newfoundland reached the scene about  seven o'clock, and preparation were at once begun to attempt to take the disabled ship's crew off. The Ranger was rolling heavily with seas sweeping  over  her.

The Newfoundland was brought under the stern of the Ranger and within about three quarter length of the ship's distance from her, when Chief Officer Roland Handley with eight men manned No. 1 lifeboat. The precarious task of launching  in the heavy sea running and the ship rolling was successfully  carried out and gradually the boat was close to the Ranger's stern. Here a serious accident was barely averted. As the lifeboat rose and the Ranger pitched,  the lifeboat was driven through a dory swung in the sealer's  davits which was demolished.  Fortunately the  occupants of  the boat  escaped unhurt.  

The lifeboat having been brought alongside, eighteen of the  crew, watching their chance, jumped in, and  then left on the return trip, the  Newfoundland  in the meantime having manoeuvered to lighten the task of the boats  crew as much as possible. Drawing alongside, the boat transferred fifteen of the men to the liner, but three of them volunteered to assist the lifeboat in taking  off  the others. 

Then  began the second attempt. Such was  the strength of the gale, however,  that  the  Ranger could not be reached and  the  lifeboat drifted away. The  Newfoundland worked down towards it,  and, affording it some shelter, managed to pick  it  up.  It was then decided that  under the existing weather conditions it was out of the  question to make further  attempt, particularly since Captain Badcock  said that the water was notgaining  in the ship and believed  she would  remain afloat.

Captain Murphy having decided to tow  the ship  into smoother  water, attempted  were made to get a line aboard. Eventually this  was  accomplished,  and two  seven inch  hawsers  were used to couple the ships up. The tow continued for three hours when the hawsers parted. As it was impossible to get another  line aboard, the only  to  be done was to stand by.

On  the  arrival  of the  S.S. Imogene on the scene  at 2 a.m.  Friday it was  hoped  that at daylight  towing might  be resume,  since Captain Badcock felt  the ship would come through  the  storm and wished her  brought in. … after a  number of unsuccessful  attempts, the Imogene got the  Ranger in tow,  and in company with  the Newfoundland, brought her  into Trepassey last  night.

Neither Captain Murphy nor  Chief Officer Handley could be  persuaded to describe  the dangers and difficulties of the experiences which  had undergone. 'It's all in the  day's work,'  said the Captain, but it was impossible not to note  how highly he regarded the seamanship  and skill of Chief  Officer  Handley and his boat's  crew.  Others on board, among them the  son of  the Mr. Williamson, Manager of  the Bank of  Nova Scotia, and Mr.  Festyn Davies of  the Welsh Singers, could  not speak more highly of  the skill displayed in effecting the rescue and of the courage it required to face such a fury  of wind  and sea in a boat which seemed so small for such a purpose.

How near the  Newfoundland  was  at times to the  Ranger is shown by  the fact that  on  one  occasion  in passing  by, the Ranger  swerved and her bowsprit  caught the  Newfoundland on the port quarter. 

Evening Telegram, 4 March 1939.

With no time to waste, Newfoundland left St. John's late on 5 March 1939, for Liverpool, with 16 passengers, and arrived there on at 6:00 p.m. on the 10th to an exceptional amount of press attention over to her Ranger rescue efforts:

A graphic story of the rescue in an Atlantic gale of 18 members of the crew of the 68-year-old wooden sealer Ranger (520 tons) was told by the commander of the Furness liner, Newfoundland, Captain J. W. Murphy, when his ship reached Liverpool last night. The Ranger was in distress 90 miles South-west of Cape Race when on her way from St. John's to hunt seals in the Gulf of St. Lawrence.

She was drifting helplessly with her engine room flooded when her captain sent out an SOS, which was picked the Newfoundland. The liner deviated 50 miles from her course and found the Ranger while a violent gale was blowing, and pumped ten tons of oil on to the raging sea. 

One of the Newfoundland's boats was launched and 18 of the crew of the Ranger saved. 

The lifeboat tried to make second trip, but owing to the high seas went drift said Captain Murphy. The Newfoundland then tried take the Ranger tow, but after two hours the hawser parted. 

I then received Information from the sealer Imogene (1,000 tons) which belongs to the same company (Bowring Bros.) as Ranger, that she was coming to take the distressed ship in tow by  the  Imogen. My ship stood by until Ranger was taken in tow by the Imogene. 

Both ships were covered with ice and I never saw a ship roll so heavily as did the Ranger. 

When the Newfoundland tried to take the Ranger in to tow she got so near that although the Ranger was so low in the water, she went up the crest of a wave and crashed on the after part of. the liner, smashing a portion of the bulwarks.' 

Sunday Mercury, 12 March 1939.

Newfoundland underwent her annual winter  overhaul as previously planned, and would also  undergo repairs  to her stern damaged in her towage efforts with  Ranger. On 18 March 1939 she  shifted from Hornby Dock  to Brocklebank Graving  Dock at 8:00  a.m. and back at Hornby 14 April to load. Replacing Newfoundland, Dromore which left  Antwerp  on  the 16th   for Liverpool and departed there on the 22nd for St.  John's.  It  was announced  on the 15th  that  Newfoundland will resume service on 20 April.

On departure from Liverpool on 2 March 1939, Nova  Scotia went out with  31 passengers who most likely  regretted their winter passage. On arrival at St. John's,  late, at 6:30 p.m. on the 10th (due the previous day), the  Daily News reported she  "had  a very stormy  voyage. For practically the whole voyage the ship experienced head winds, high seas and progress was slow, though no material damage was done." She  landed 23 there and embarking 25 for Halifax and Boston, departed at  4:00 p.m. on the 12th. Calling at Halifax on 14-15th, Nova Scotia landed five of her Liverpool passengers  there and got into Boston at 8:00 a.m. on  the 16th, disembarking 18  passengers, including her remaining three from Liverpool.  

Mersey-bound on 18 March 1939  with three  passengers for Liverpool,  Nova Scotia  had no additional trans-Atlantic passengers  embarking  at Halifax 20-21, and  arrived  at St. John's at 5:30 pm on the 23rd, landing 21 from Boston and 11 from  Halifax.  Resuming passage for Liverpool on the  24th, Nova  Scotia had  43 passengers aboard who disembarked  at Liverpool  on  the 31st.   

It was Nova Scotia's turn  to undergo  her  annual  drydocking and she shifted  from  Hornby Dock to  Langton Graving Dock no. 2 on 11 April 1939.  

We thank them not only on behalf of Liverpool, whose name, we are proud to know, is carried on the stern of this ship, but also on behalf of England which knows that, with all the changes of sail, steam, motor, or whatever it may be, the spirit of the English seaman remains as brave as ever it was.

Liverpool Lord Mayor  Sir  Sydney  Jones, 18 April 1939.

Whilst in Liverpool, Capt. James  W. Murphy and Chief Officer Rowland F. Handley  received awards from the Liverpool Shipwreck Humane Society, presented by Liverpool Lord  Mayor  Sir Sydney Jones,  on 18 April 1939 as were the six men of Handley's lifeboat  for their rescue work with Ranger.

Back in service after refit and repairs, Newfoundland sailed from Liverpool at midnight  on 20 April 1939, perhaps intent on  a quiet  and  routine  voyage for herself and her  65 passengers.  Heavy field ice was encountered off  the Newfoundland coast and Capt. Murphy  had to add 200 miles  to his course to navigate around it but good time was made and  St. John's was   reached at 1:30 a.m. on the 28th and her 39 passengers for the  port  ashore  after  breakfast.  Her large cargo  included  structural steel for  the new Nurses Home in the city.  Embarking  43 for Halifax and Boston,  she sailed for those ports on the  29th, disembarking 17 Liverpool passengers at Halifax on 2 May.  On arrival  at Boston on the  4th,  Newfoundland had 50 passengers  to land, including five from Liverpool.  

With six passengers embarked for Liverpool and far more for  her  intermediate ports, Newfoundland departed Boston  at midday on 6 May  1939, adding 16 more  fares for England at Halifax on the  9th and got into St. John's shortly after  noon on  the  11th, landing 30 from Boston and  15 from Halifax. On departing for England the following  day, Newfoundland had  51 passengers aboard who landed at Liverpool after breakfast on  the  19th.

Beginning  voyage 123, Nova Scotia cleared Liverpool  on the evening 9  May  1939 with 58 passengers of which 33 disembarked  at St. John's  on the  16th. Arriving at 8:00 p.m., the Daily News reported: "The voyage was a stormy  one and some ice was met as a result of which  the  ship had to go off her regular course and her  arrival was delayed."

The Evening Telegram (17 May  1939) provided a full account of  the  voyage:

The Furness liner Nova  Scotia, Commander  T.S. Webber, arrived  from Liverpool at 8:15 last night,  having sailing from there on Tuesday  evening May 9th. For most of the way  fine weather prevailed and the  water was quite  smooth. Reports of ice necessitated the taking  of a more southerly course on Monday, and the first field ice was encountered  about midday. As it was heavy, speed was reduced and the ship came through  without any  trouble. 

As further reports indicated another  field about  47  miles long and 8 miles  wide in a direct  course  for St. John's, Captain  Webber continued  south in order  to pass around it and about eight o'clock Monday  night  the  ship turned  the southerly  end. At the time the Cunarder Ascania  was a short distance off  just  emerging from the ice and throughout the day  many icebergs were sighted. To  meet ice this far south  as latitude 43 and  so far off  in the  Atlantic  was  an unusual experience at this  time of  the year. 

The picking out of  a clear route called for  skillful work on the part of Captain  Webber and the manner  in which he avoided  any serious icefield was a tribute to his seamanship and good  judgement. Due to ice conditions the distance covered from Liverpool was 2,281 miles.

Since she  was here last the Nova Scotia  has  been on dock and has received a complete overhauling and reconditioning. The  fine weather enabled all the passengers thoroughly to enjoy the  splendid service and to appreciate the courtesy and attention of  the officers  and staff.

Evening Telegram, 17 May 1939.

Leaving St. John's on the  afternoon of 19 May 1939, with  an additional 26 passengers for  Halifax and Boston, Nova Scotia  had 21 Liverpool  embarks  landing  at  Halifax on the  20th and made Boston on the 22nd, landing her remaining four trans-Atlantic passengers.

Homewards from Boston on 24 May 1939, Nova  Scotia went out  with eight passengers for the Old Country, augmented by another 23 coming aboard at Halifax on the  23rd.  Arriving at St. John's at 10:00 a.m.  on the  29th, Nova Scotia  had 53 from Boston and Halifax disembarking there . With  41 aboard,  she cleared for  Liverpool  the  following day  where  she  arrived  on 5 June. 

Heading  westbound out  of  the Mersey late on  25 May  1939, Newfoundland had 84 passengers for  North  America.  "After  making  a good  voyage, " (Daily News), she came into  St.  John's the evening of 1 June, landing 60 passengers.  Bound  for Halifax and Boston  on  the 3rd, she pulled  away at 4:00 p.m. after embarking  an additional  27 passengers for those ports.  Landing 10 Liverpool embarks at Halifax on the 5th,  Newfoundland got into Boston on the 7th.  

Credit: The Boston Globe, 8 June 1939.

Among the 100  passengers (six for Liverpool)  sailing in Newfoundland from Boston on 8 June 1939  were Dr. Charles S. Curtis, superintendent of  Grenfell Missions in Northern Newfoundland  and Labrador, and Mrs. Curtis, returning  to  the mission stations, and  to be house  guests of  Sir Humphrey Walwyn,  Governor  General of Newfoundland, during  the visit of H.M. King George VI and Queen Elizabeth  to St.  John's on the 17th. Embarking another eight for England  at Halifax on  the 10th, Newfoundland arrived  at St. John's on the 12th, disembarking 59 passengers  from Boston and 11 from Halifax.  Outbound for  England, on the 13th, Newfoundland cleared St. John's with  35 passengers, and  arrived at Liverpool at 11:55 a.m. on  the  20th.

With 59 passengers,  Nova Scotia  departed  Liverpool on 13 June 1939 and getting into St. John's at 7:00 a.m. on the 20th, had a fairly  good run  across and 34 passengers disembarking  there.  With another 24 boarding for  Halifax  and Boston,  she  left on the 21nd, called at Halifax on 23-24 (landing 18 travellers from England) and arrived at Boston  on the 26th where  her remaining  seven Liverpool passengers disembarked. The Boston Globe reported that among her inbound cargo from Newfoundland were 337 carton of halibut livers and 35 cases of  canned  lobsters. 

There were just  six embarks  for  England aboard when Nova  Scotia  passed out  of  Boston Harbor  on 27 June 1939, joined by 24 others on departure  from Halifax on the 30th. The once  a year outbound call at Sydney,  N.S., on 1 July added 24 passengers to the list for Liverpool  (and two  for  St. John's). There  was  an impressive 84 from Boston and 19 from Halifax  landing  at St. John's on arrival at 1:30 p.m. on the 2nd.  Going out with 59 passengers on the 4th, Nova Scotia arrived  at Liverpool on  the  11th. 

By the steamer Newfoundland arriving  here July  7, there  will be fifty visitors to  the Bowater Company who will spend a week on the West  Coast and  then cross  the country by  the  Newfoundland  Railway rejoining  the Newfoundland at St. John's.  

This will re-discover Newfoundland to the  Old Country  once again.

The Gilberts, Baltimores, Whitbournes and Guys, of the first  discovery could do little under conditions  existing  in their time.

May these  visitors direct their mind to the development of this as Baltimore  and  Guy were so determined to do.

Our News Letter from Corner Brook, Evening  Telegram, 5 July  1939.

Credit: Evening Telegram.

With war seeming inevitable  by  mid summer 1939,  trans-Atlantic business lagged  and even  on a high season, westbound crossing, there were only 70 takers for Newfoundland's 27 June 1939  sailing  from Liverpool.   But among  them was a party  of  25 ladies and  gentlemen, "owners, proprietors and directors of various English newspapers and publications or  are in other ways interested in the manufacture of newsprint,"  who were  travelling at the invitation of Messrs.  Bowaters (Newfoundland) Ltd., with  the purpose of visiting  the firm's big newsprint plant at Corner Brook. For this purpose,  it  was arranged  that Newfoundland would make  a special  one-off  call at Corner  Brook,  en route from St. John's  to Halifax.   The  liner arrived  at St. John's  on the evening of  3 July, landing 36 passengers  there.   Having embarked 37 passengers for  Halifax and Boston,  she  sailed for Corner Brook  at 3:00 p.m. on  the  5th, calling there  the  next  morning  to land her party  and proceeded  to  Halifax,  arriving on the 9th where 19 of  her Liverpool passengers  landed.  Newfoundland arrived  at Boston on the 12th to land her remaining 15 passengers from England and those  from  St.  John's and Halifax.

Credit: The Boston Globe, 12 July 1939.

Executing a fast turn-around, Newfoundland was dispatched from Boston at 4:00 p.m. on 12 July  1939 for  Halifax, St. John's  and Liverpool. She went out with   "the largest list taken from here on a ship of that  line this season," (Boston Globe)-- 108  in all, with 40 bound for Halifax and  60  for  St.  John's  and the remainder for Liverpool.  The stop  at Halifax on 14-15th netted 21 embarks  for  England and Newfoundland  came into St. John's the afternoon of the  17th. There,  she  landed a big list from  her  intermediate ports: 79 from Boston and 21 from Halifax, including Sir Richard Squires, KCMG, former Premier of  Newfoundland (1919-23 and 1928-32) and Lady Squires. On departure for Liverpool at 3:00 on the  18th, Newfoundland went out  with 81 passengers, including the  returning Bowater  newspaper party. She  arrived on the  Mersey  on the 24th.

Of her 88 passengers, 41 landed at St. John's on 25 July 1939 as Nova Scotia (from Liverpool the  18th) came in that afternoon.  She left  for Halifax and Boston on the  26th with 40 additional passengers for those ports.  Thirty-seven of  her  Liverpool embarks landed at Halifax on the 28th.  She  arrived at Boston on the 31st, landing her remaining passengers, including 10 from Liverpool.

Credit: The Boston Globe, 1 August 1939.

It was another quick  same day Boston turnaround and Nova Scotia was sent on her way to England  the evening  of her arrival, 31 July 1939. She went out with 120  passengers-- 36 for  Halifax, 74  for  St. John's and ten for Liverpool.  Her list for  England got 20 more names on it on departure  from Halifax on the  3rd and Nova Scotia  got into St. John's on the 5th, landing  74 from Boston and 13 from Halifax.  Sailing on at 2:30 p.m. the  7th for Liverpool with 62 passengers, Nova Scotia docked there on the 13th.

Among the 111 passengers embarking in Newfoundland on 1 August 1939 at Liverpool  were members of the eight annual expedition to Newfoundland of  the Public  Schools Exploring Society: 46 boys, aged 16-19,  (from Eton, Winchester, Rugby,  Radley, Marlborough, Lancing, Clinton, Whitgift, Lets, Mill Hill, Stowe, Welling,  Charterhouse, Uppingham, Beaumont, Tonbridge, Canford, Shrewsbury, Malvern and Hursetpierpoint as well as well as seven secondary schoolboys, including two sea cadets, sent by the  Navy League, and led once again by Surgeon-General Murray  Levick,  RN with  three assistants, two physicians,  a surgeon and a Royal Navy wireless operators.  It  was reported that  arrangements for  the 1940 expedition were already  being made with the  party  expected to  travel out again in Newfoundland.  

In all,  84 passengers disembarked  after breakfast at St.  John's, on 8 August 1939, the ship getting in at 1:30 a.m..  The school boys entrained at 11:00 a.m. for Mowley.  Embarking 76 for Halifax and Boston, Newfoundland sailed on the  9th. Landing 21 Liverpool passengers at Halifax on the 11th,  she  docked at Boston  at 8:00  a.m. on  the  14th, coming in with  Scythia and Lady Hawkins and landing her  remaining  10 passengers  from Liverpool as well  as  those  from St. John's  and Halifax.

Departing Boston on 16 August 1939, Newfoundland had a dozen aboard  for  Liverpool, embarking another 23 at Halifax on  the 19th, she arrived at St. John's on the 21st. There, she landed 46 from Boston and 15 from Halifax. Sailing for England at 1:00 p.m. on the  22nd, she  took out 55 passengers and arrived  at Liverpool at 10:00  a.m. on the 29th.

With 76 aboard, Nova  Scotia departed Liverpool on  18  August 1939 on what would,  of  course,  prove  the  final peacetime  voyage  for  the  sisters.  She got  into  St. John's on the evening of  the 24th  where  she landed 41 passengers. Off to  Halifax and  Boston on the  afternoon of the  26th  with no fewer  than 135 passengers embarked for those port, she landed 39 of her  Liverpool  fares at Halifax on the 28th.   

Credit: The Boston Globe, 31 August  1939.

When Nova Scotia  reached  Boston on 31  August 1939,  docking at  Pier  46  at 8:00 a.m. and bringing in 159 passengers (11 from Liverpool,  107  from St. John's and the  remainder from  Halifax), war jitters prevailed. The  Boston Globe  reported  that passengers felt relieved to see  "a British man-of-war  hovering off  the Nova  Scotia  coast," and  the  vessel, spotted shortly  before  arrival at Halifax, "brought  the  feeling to passengers on the  ship that the long  arm of  the  British  Navy was reaching out  to  protect  them." 

Departing  from Boston on 2 September  1939, with a single  passenger for Liverpool,  Nova  Scotia was at  sea when Britain  declared  war on Germany the following day.    Henceforth, all  sailing  details and positions of  British  and Allied merchantmen disappeared from the Home and Empire   press and only that in neutral America  provided any  coverage.  Nova Scotia called at  Halifax 5-6th where she embarked 13 more  for Liverpool and got into St.John's on the  8th.  

Credit: The Daily News.

Not "blacked  out" entirely was the  saga of  the  public  school boys  returning  from  Newfoundland expedition now  turned into a wartime adventure.  The  lads arrived at St. John's  by special train from  Howley  and embarked,  pretty  much on schedule,  aboard Nova Scotia  which  sailed for Liverpool on 9  September  1939 with a total of  64 aboard (the boys  filling the Third  Class) but made a detour  back to Halifax, arriving  there on the  11th.  There,  she awaited one of the first eastbound convoys, H4, which sailed  on the  16th and Nova Scotia  arrived  safely  on the Mersey on 2  October after  what was  described as "thrilling voyage,"  and certainly  a very long one owing  to  a zig-zag course  across. 

Forty-seven schoolboys who landed at Liverpool yesterday after an exploring trip in Newfoundland heard of the declaration of war from a German radio station when they were in camp 380 miles from St. John's. 

Before the boys--members of the Public School Boys' Exploring Society-- were allowed to land in England their names were entered in the National Register. They had received their gas masks when they sailed from Halifax, Nova Scotia.

They were 16 days late in reaching Liverpool. 

The youngest of them, 15-years-old Frank Wilde, of Bolton, told a reporter that they were in camp at Grand Lake, in the interior of the island, when war broke out.

'On the way back we were escorted by warships for some time,' he said. 'We all took turns on watch, spending four hours at a stretch in looking for submarines, We did not see any, and I gave the only false alarm there was.'

The Citizen, 3  October  1939.

It was the lot and high honour of  the mid 1920s  liners  to  "do their  duty" and more in the Second World War and  pay as high  a price as  any  group of ships in it, too.  That remarkable inter-war  generation of  Canadian/Newfoundland ships--  from Empress of  Britain  to Caribou-- was especially  hard hit and of the  Furness  Withy Canadian/Newfoundland fleet, only  Fort  Amherst  and Fort Townsend  survived when it over.  

Newfoundland  and Nova  Scotia would not survive halfway through  the conflict but  would begin it by plying their normal and lawful occasions as their namesakes assumed prime importance as airbases and harbours  in the  Battle of the Atlantic and the  transport of men and aircraft to  Britain from North America.    They would also carry refugees  from Nazi persecution and British   children evacuees before  assuming more military  roles as a transport (Nova Scotia) and mercy ones as a hospital ship (Newfoundland) before paying, along with  too many of their  officers, crews and passengers, the highest price  in the  cause for victory.  

Artist: Harold Percy  Foster.  Credit:  1stdibs.com

1939

For the balance of 1939 and 1940,  Newfoundland and Nova Scotia,  even if clad in the varying  guises of ochre and  grey and defensely  armed, would continue to ply their  same route, carrying a mix of commercial passengers, refugees and evacuees and sailing outbound in convoy  only 750 miles  west and returning with  the big eastbound convoys from Halifax. 

Scheduled to sail from Liverpool on  5 September  1939, but not getting  away until the  7th (with  convoy  OB.1 as commodore  ship for Rear-Adm. A.H. Walker, OBE until the convoy dispersed  as all the westbound OB series ones did  when 750 miles west of Land's End, on the  10th), the  now  grey-painted Newfoundland was well booked  with 106 passengers anxious  to get home.  She arrived  at St.  John's on the  15th, landing 39 passengers  there, and another 36  at Halifax on the 17th. Newfoundland came alongside Pier 46,  Boston's  Mystic Docks, at 8:00 a.m.  On the  20th, to land her final 31 trans-Atlantic passengers, among  the  90 aboard, and fulsome local press attention as  the first inbound liner from the war  zone  to arrive at Boston:

First merchant ship convoyed through the danger zones off the English and Irish coasts to reach the port of Boston was the British passenger liner Newfoundland, in yesterday from Liverpool by way St. John's, N. F., and Halifax, N. S.

The liner was unrecognizable as she moved into port wearing a coat of war gray and with all identifying marks obliterated. As a protection against air raiders sand bags were spread about the liner's decks and a double layer the radio shack. Because of appearance the crew the vessel the S. S. Black Pudding. 

A sufficient number of masks for the 90 passengers, ship's pros officers and crew were on board, having been allotted the ship ship shortly before her departure from England.

Although the liner's own radio was silent throughout the voyage, incoming messages were received dally and those on board were kept  informed of  international developments..

According to passengers, the Newfoundland left Liverpool Sept. 7, joining a convoy of nine ships off the coast and starting overseas under escort of three of England's newest destroyers. 

For three days the destroyers accompanied the ships until they were well beyond the zones where British ships have fallen victims of German U-boats, then the destroyers returned toward England, leaving the convoy to continue without escort. 

From then on a sharp watch was maintained on the liner for U-boats and following a report received of a submarine off Nova Scotia, the lookout suchted, doubled. 

Besides the usual signs warning against smoking during blackout nights, a urged passengers to keep clad, evidently to alleviate possible suffering from cold should those on board be forced to take to lifeboats.

The Boston Globe, 21 September 1939.

Newfoundland, after another quick  turnaround  at  Boston, left  there late  on 21 September 1939 with five passengers for Liverpool, and  called at  Halifax on 22-23rd, embarking 10 more for England and got into St.  John's on the  25th, very  much  along  her  pre-war  pattern. Newfoundland left there for  England  on the 26th with a total of  32 passengers. She returned  to Halifax to join the eastbound convoy  HX.3, departing there on the 30th and arriving  at Liverpool on 14 October.  On this and succeeding  HX convoys she sailed in, Newfoundland was  the  designated  commodore  ship for  Rear Admiral Sir A.T. Tillard, KBE,  DSO. 

Departing Liverpool on 25 October  1939 and  joining convoy OB.25 (as commodore  ship for Adm. F.C. Dreyer,  GBE, KCB) up to its dispersal on the 30th), Nova Scotia went out  with 43 passengers, called at St. John's on  4 November, Halifax on the  10-11  (landing 42  passengers  there) and arrived at Boston on the  12th. As  usual, the  Boston Globe  got the "scoop" on the voyage  over, including  the torpedoing  of  the cargo ship  Bronte (1919/5,317 grt) in her convoy  by U-34  on the 27th, 180 miles west of Lands End:on 30 November:

Submarine warfare, with its torpedoes and depth bombs, made the voyage of the British Furness Withy liner Nova Scotia across the Atlantic one of adventure, the crew revealed on arrival here yesterday.

 The flagship of a convoy of 17 British vessels, the Nova Scotia somewhere in the North Atlantic in the middle of the night was only 400 yards away when a freighter was sent to the bottom by a Nazi torpedo. 

On an unrevealed date the Nova Scotia, in service from Liverpool and Newfoundland to this port, left Liverpool in the big convoy. Aboard was a British Admiral, directing the convoy. Hovering about in unceasing guard were two destroyers.

For four days the convoy proceeded without mishap and then a Nazi submarine was sighted. Under cover of darkness not many hours later a ship was torpedoed 400 yards from the stern of the Nova Scotia. Destroyers blasted the seas with depth charges. 

Members of the crew of the Nova Scotia said that British naval officers were certain a submarine could not have lived in such a devastating water bombing. Other ships in the convoy picked up the survivors of the freighter, it was reported.

Almost all the passengers left the Nova Scotia at St Johns, N. F.

The Boston Globe, 13  November 1939.

With  seven passengers for England, Nova  Scotia passed out  of Boston Harbor on  14 November 1939, sailing straight to St. John's where she arrived on the  17th. Departing there on the  19th for Halifax where she  docked  on the 21st.   Embarking  four passengers there for Liverpool,  she joined convoy  HXF.10 , departing the 25th and arriving  on the Mersey on 7 December, the convoy itself dispersing at Dover on the 9th

Flying  the commodore's pennant of Rear-Adm. R.A.A. Plowden,  DSO, leading convoy  OB.31, Newfoundland and six merchantmen and two escorts cleared the Mersey on 6 November  1939.  Proceeding independently after the  convoy dispersed on the 11th,  Newfoundland,  presumably  after calling at St. John's, arrived at Halifax on the 20th, landing  10 passengers  there, and  arriving at Boston on the  21st, "With a four-inch gun mounted  on her  after deck, the  Newfoundland, carrying  only five passengers, crept into Boston Harbor last night under  cover of darkness and berthed at Pier 46,  Mystic docks, Charlestown." (Boston Globe, 22 November 1939).

Departing Boston on or  about 22 November  1939, Newfoundland departed Halifax on 2 December with convoy HXF.11 and arrived at Liverpool on the 15th.

As flagship of commodore,  convoy  OB.53, Cdr. C.T. Beard, RCN, Nova Scotia sailed from Liverpool on 14 December 1939, and after dispersal on the  19th, proceeded independently,  arrived  at St. John's on the 28th, called at Halifax on the  30th-31st (landing four  passengers) and arrived at  Boston on New Years Day. 

In 1939

Newfoundland completed

• 7 westbound crossings carrying 482 passengers  and 7 eastbound crossings  carrying  307 passengers  for a total of 789 passengers.

Nova Scotia  completed

• 7 westbound crossings carrying 372 passengers and 6 eastbound crossings carrying 333 passengers  for a total of 705 passengers.

NB: These figures do not include interport (i.e.  St. John's-Halifax or Halifax-Boston etc)  carryings.

1940

Starting a New Year with new lives safe from the horrors of Nazi occupation, 87 Jewish refugees from the  war  zone comprised  most  of  Nova Scotia's arriving passengers when she  berthed at Pier 46 at Boston the morning  of 1 January 1940:

Bringing 87 Jewish refugees from war centers of Europe, the British armed passenger liner Nova Scotia dcoked at pier 46, Mystic, Charlestown, yesterday, from Liverpool, by of St. Johns, N. F., and Halifax, way N. S. Sound of heavy cannonading from the British battle fleet's gun practice off shore, terrorized the refugees, while coming out of Liverpool.

They donned life preservers and wore them constantly, even while sleeping and eating, throughout the remainder of the voyage.

Panic gripped them Sunday night 100 miles off shore when, during a blizzard, engines of the Nova Scotia were suddenly sent full speed astern to avoid collision with a schooner. 

Warning blasts from whistles of both craft brought the refugees racing to the deck.

On hand to receive the refugees, who came from Poland, Germany, Latvia and other central Europe countries, were staff workers from the Boston Committee for Refugees, Hebrew Immigrant  Aid Society, Boston Branch  of the  Council of Jewish Women and Boston Committee for  Christian German Refugees.

The Boston Globe, 2 January  1940.

Departing Boston on 3  January  1940, Nova Scotia called at St. John's 6-7th and arrived  at Halifax on the 9th.  Departing with convoy HXF.16 on the  12th which arrived "R" on the  25th, the convoy itself arriving Dover the day  before. 

Newfoundland, which  left Liverpool on Christmas Eve 1939 (Capt. D.S. Robinson, CBE) with convoy OB.59, proceeded independently after dispersal on the 28th. Calling at St. John's 2-4 January 1940 and Halifax (6-7th),  she arrived  at Boston on the evening of the 8th.  She landed 53 Jewish  refugees from Germany  and  Austria, among  the some 10,000 Jews in England waiting their turn under the  quota to come to America.

Sailing from Boston on 10 January  1940,  Newfoundland called  at St. John's on  13-14th, and arrived at Halifax on the 16th.  She departed for England on the 20th with convoy HXF.17 which  arrived Dover on 1 February although her destination "R" was reached on the 29th. 

With convoy OB.67, Nova  Scotia and  nine  other  merchantmen with two escorts, cleared the Mersey  on 7 February  1940, and acted as commodore  ship  for Rear-Adm. H.H. Rogers, MVO, OBE,  and after its  dispersal,  on the  10th, proceeded  on her own to Halifax (19th) and then to Boston where she docked on  the 21st.  She brought in the largest group of Jewish refugees (145 in all) from Germany and Austria  yet landed at the port, including  a year-old baby.

Leaving Boston on 24 February 1940,  Nova  Scotia arrived at  St. John's on the  27th and left there on 1 March for Halifax where she arrived on the 3rd.  Sailing with  convoy HX.26 on  the  9th as commodore  ship  for Vice-Adm. C.A. Fountaine, with other merchantmen  and seven escorts,  she  arrived  on the Mersey on the  26th.

As commodore  ship  (Rear-Adm. H.B. Maltby) of  convoy  UB.94, Newfoundland led 21 merchantmen and two escorts out of the  Mersey  on 18  February  1940 and after dispersal, she carried on to St. John's and arrived at Boston on 4 March. She brought in 134  German Jewish  refugees including 20 children.  All had  spent about a year in Britain awaiting their place in the  quota. 

Newfoundland left Boston on 6 March  1940, called at St. John's 9-12th and arrived  at Halifax on the 13th. She departed  Halifax on 18 March  1940 with  HX.28,  arriving  Liverpool 2 April and was the  vice  commodore ship  for  the  convoy for Capt. C.H.  Allen,  DSO. 

The Boston Globe reported  on  18 March 1940  that Newfoundland and Nova  Scotia were being fitting with "the new anti-mine band" or degaussing  cable which had come into public view  with  the arrival of the  new Queen Elizabeth  at  New York recently.

Once again  the  commodore ship (Vice-Adm. Sir F.M. Austin  KBE), Nova  Scotia  led the 26 merchant ships and two escorts  of convoy OB.124 out of the  Mersey  on 6 April 1940 which  dispersed on the  10th at  which she carried  on to Halifax (17-18) and Boston where  she arrived on  the  19th.  She came in with  139 Jewish refugees who related to  the  Boston Globe an unsuccessful  U-boat attack on  her convoy:

Only once during the perilous trip through submarine-infested waters did the 30-ship convoy of which the Nova Scotia was flagship appear in danger of attack, and then the only evidence that a U-boat had been sighted was the sound of depth charges dropped by the escorting destroyers as they suddenly left the convoy and raced to a point far off toward the horizon.

Word was later passed around the ship that the destroyers managed to sink a U-boat that had been lurking in the vicinity. 

Britain's protection against the Nazi magnetic mine, the demagnetizing cable that offsets the attraction of the steel hull, was fitted to the Nova Scotia, running around the lower deck inside the rail. 

Sigmund Pessl, who has arranged the coiffures of four Queens, Marlene Dietrich, Luise Rainer, and American movie stars who many have visited Vienna in the past, landed here from the ship filled with the hope of beginning a new life and career in the United States. All but two of the arrivals plan to settle in and about New York City.  

The Boston Globe,  20 April 1940.

Sailing  from Boston on 20 April 1940, Nova Scotia  called at  St. John's 24-27th and arrived at Halifax on the 28th. As Commodore  Ship  for Rear-Adm. R.B.  Ramsay. Nova Scotia departed  Halifax on 4 May with  Convoy HX.40, arriving Liverpool on the  19th.

Laid up briefly for repairs at Liverpool  1-19  April  1940, Newfoundland  sailed from Liverpool the  20th  but  for unknown reasons  had  to  return to port on the 22nd.  With convoy  OB.134, of  which she was  commodore  ship  for Rear-Adm. Sir  O.H. Dawson KBE, she  cleared  the Mersey on the 22nd, and after the convoy  dispersed on the 26th, made for Halifax on 3 May and departing there  on the 5th, arrived Boston on the morning  of the  7th.   Once again, the Furness twins continued to bring  Jewish  refugees to new  lives in America even at a comparative trickle  and on this occasion, 132  came down Newfoundland's  gangway.  

One of the passengers asked a ship news reporter if he spoke regular American, for the refugees had been told during their stay in England that they would be unable to understand the funny English spoken by Americans. This particular passenger asserted she could more readily understand the language as spoken here than back in England.

The Boston Globe,  7 May 1940.

Departing  Boston  on 8 May 1940 for St. John's where Newfoundland  she called 11-12th and proceeding to Halifax, joined convoy  HX.44 on the 20th flying the flag of  commodore  Adm Sir H.  Meade-Featherstonehaugh,  GCVO  CB,  and arriving Liverpool 3  June.

Following a short  refit 6-13  June  1940  at Liverpool,   Newfoundland was one of  16 merchantmen and one escort sailing  from Liverpool with  convoy O.B. 170 on 18 June with Rear Adm. J.S.M. Ritchie flying  his  commodore flag from the  liner.  After dispersal 750 miles west of Lands End, Newfoundland  continued passage on her own to St.  John's (27-28),  Halifax (30-1 July) and  arrived at  Boston on the 2nd. She came in with 160 mostly Jewish refugees from Germany and Austria. 

Newfoundland left  Boston for home on 5 July  1940 for St.John's (8-10th) and  Halifax  where  she arrived on the 12th.  She departed on the  15th with  convoy HX.58, flying the flag of  Commodore Vice-Adm R. Eliot CBE, arriving  Liverpool on  the  31st. 

After a period  of  refitting  at Liverpool and not returning  to service until 18 July 1940, Nova Scotia departed Liverpool on 27 July with convoy  OB.190 as commodore ship of Rear-Adm. E.G. Robinson VC, OBE, of 53 merchantmen and two escorts, and after dispersal on the  31st,  carried on independently to Halifax where she arrived 6  August and thence  to Boston where  she arrived on 8th. Among those  landing  were two child  war evacuees from London, Sylvia Laing, aged 7, and Hugh  Charles Desmond  Laing, aged 8, whose  father  was a lieutenant in the  British Army, who would live with Mrs. Newbold L. Herrick, Woodmere, Long Island, who had put up other evacuees despite  complaints  and even anonymous  threats to  stop doing so.  

Credit:  The Boston Globe,  8 August 1940.

Departing  Boston on 9 August  1940 for St. John's where Nova  Scotia arrived on the  13th and sailing  for Sydney, N.S. (calling  on the  14th) and arrived at Halifax on the  16th. Nova Scotia  departed  Halifax on the 20th with convoy  HX.67, as Commodore Ship for Vice-Adm. Hon. A.C. Strutt,  CBE,  and  arrived  at  Liverpool 4 September.

After  refitting  on the Mersey, 1-11 August  1940,  Newfoundland sailed on the 13th with convoy  OB.197 as commodore ship  for Rear-Adm. H.B.  Maltby, and after  the 53-merchantmen and two escort convoy  dispersed on  the 16th,  proceeded independently to St. John's (21), Halifax (23-24), Sydney N.S. (25) and arrived at Boston on the  26th. There, some of passengers,  including  46 evacuees,  including 20 children,  related to the Boston Globe the  perilous passage they  endured during which  three  ships  in the  convoy  had been torpedoed  and  two  sunk.

Credit: The Boston Globe, 26 August 1940.

The  British  armed passenger liner Newfoundland arrived in Boston today  from Liverpool,  bringing  46 evacuees  from England, 20 of them children.

The Newfoundland was the flagship of  a convoy of  50 vessels, and crew and passengers  brought first word of Nazi  submarines operating  far  from sea, fully  800 miles from the  English  coast.

Although  the Newfoundland escaped the  torpedoes  herself, her passengers saw four other boats torpedoed and themselves stood by lifeboats in cold,  rough  weather when two alarms sounded on the vessel.

The  Newfoundland  left Liverpool  Aug. 12 with 150 passengers, 104 of whom landed  at  Halifax, N.S. 

Those  who  debarked  here  told of being convoyed  for four days by a destroyer and a gunboat.  They said  that a British  Rear Admiral, whose name was withheld, was aboard the Newfoundland, in command of  the fleet  of  50  vessels.

On Friday, Aug. 16, at 10:30  a.m.,  after  the convoying vessels had  left, the  'stand by liifeboats'  alarm-- five short and one  long blast on the  whistle--  was  sounded on the Newfoundland.

The sea was rough and  the weather bitter cold, but the passengers  dressed in  warm clothing, as  they had  been  directed,  and stood by  the lifeboats for an hour.

They saw a small, white freighter, believed  to be  Swedish, suddenly  explode. It  sank within three  minutes. Members  of the crew could be seen  leaping from her  decks and it was  believed that  all perished, because orders were against stopping or  turning  back in a rescue  attempt due  to the risk  involved.

At the time of  the  attack, as  prearranged, all the  vessels scattered  in different directions to make  direct  hits more  difficult.

The passengers had  scarcely left their positions when another alarm called them to the lifeboats  again, at 11:30.  This time they saw  two  British freighters torpedoed and sunk  [sic] and  a Dutch  freighter torpedoed.  The  Dutch vessel remained  afloat and headed  back to Liverpool. 

One of  the  British  boats was believed  to  be the  6,000-ton Clan Macphee, which previously had been engaged  on the  India trade.

Passengers on the Newfoundland told of striking  a heavy  object  in the water  the  second  day out. Ship's officers told  them it was either a 'dud' mine or torpedo,  they said.

The passengers  paid high  tribute to the  crew of the Newfoundland for  their calmness at all times, thoughtfulness of the passengers  and  kindness to the children.

They said that Capt. James W. Murphy, commander  of the vessel, remained on the bridge  four  days and nights, until the  Newfoundland was believed out of the  danger  zone.

The Boston Globe,  26  August  1940.

The  attack, carried out by  three  submarines,  on 16 August 1940 saw Hedrun (2,235 grt/Swedish) sunk  by  U-48  (Kapt. Hans Rudolf Rösing) and  Clan MacPhee (6,628 grt/British)  sunk  by  U-30 (Kapt. Fritz-Julius Lemp, who had torpedoed  and sunk  Athenia on 3 September  1939) and Alcinous  (6,189  grt/Neth) torpedoed by U-46 (Kapt. Engelbert Endrass) but  although damaged was able to  return to port. 

Newfoundland at Boston,  August  1940.  Credit:  eBay auction.

Newfoundland cleared Boston on  27 August  1940 for  England. Calling en route  at St. John's (29-31), she  got into Halifax on 2  September.  Sailing on the  5th with  convoy HX.71, again  flying  the flag of  Commodore Rear-Adm. H.B. Maltby, and arriving  Liverpool on the 20th.  This would prove to be her final trans-Atlantic voyage and visit  to her namesake Dominion for it was had  been decided to convert her into hospital ship.

As commodore  ship  (Vice-Adm. G.T.C.P. Swabey, CB, DSO) of  convoy OB.217 (38 merchantmen and four escorts) Nova Scotia  sailed from Liverpool on 21 September 1940    After dispersal on the  25th, Nova Scotia  proceeded independently to St. John's (29th-1 October), Halifax (3rd) and arrived at Boston on  the 5th. Once again,  the  terrors of  the fast  evolving Battle of  the Atlantic  was  brought  home  to  readers of the  Boston Globe which interviewed some of  her arriving 55 passengers, including 10  children evacuees,  on arrival, who  witnessed ships torpedoed and sunk on 24 September  after their convoy  had dispersed:

Credit: The Boston Globe, 5  October 1940.

Huddled in life, boats, 55 passengers, including 10 children, on the British steamship Nova Scotia saw submarines attack four vessels in their convoy and sink three of them, they reported upon arrival at Charlestown today. 

That the Germans, probably with the assistance of Italy, have launched a terrific submarine war on British shipping is evidenced in this tragic episode, which occurred Sept. 24 when the convoy of which the Nova Scotia was a part was attacked in the North Atlantic.

The 30 vessels convoyed by destroyers left Liverpool Sept. 20. Four days later at 5 a. m. the protecting destroyers left the convoy. At 11 a.m. the attack come. Several submarines are believed to have  struck at the ships, passengers said. Three freighters sank and the fourth was so badly damaged that it might have sunk the following night.

Under the tactics of sea warfare the Nova Scotia increased its speed and scurried for safety on a zigzag course. The convoy had been moving at only a seven-knot rate when the attack came. 

Women and children climbed into lifeboats during the attack and several of the women fainted. Despite the terrible ordeal, the passengers were in happy spirits when they debarked at Pier 46, Mystic docks, Charlestown.

Boston Globe, 5 October 1940.

Nova Scotia's children evacuees  (landed in both Halifax and Boston) proved to be the last sent  over the  Children's  Overseas  Reception Board evacuation scheme in the wake of the appalling  lost of life resulting from the  torpedoing and sinking of City of Benares on 17 September.

Departing Boston on 7 October  1940, Nova Scotia called at St. John's on the 10-11th and arrived at Halifax on the  13th. Departing there on the 20th with  convoy  HX.82 (commodore  ship  for Vice-Adm. Hon. A.C. Strutt,  CBE), she arrived at Liverpool  6 November.

Nova Scotia, continuing on her  familiar  route, departed, as commodore ship for Rear-Adm. Sir O.H. Dawson KBE, with  convoy OB.246 from Liverpool on 20  November  1940, comprising 21 merchantmen and four  escorts.  This dispersed on the  24th and Nova Scotia proceeded direct to Halifax where she arrived on 1 December and sailed on the  4th, arriving  at Boston on the 7th after a very  long and stormy  16-day voyage as reported by the  Boston Globe:

Ninety-two passengers, most of them here for the duration, were aboard the liner when it arrived yesterday  afternoon,  following a 16- day voyage from Liverpool. A terrific storm that developed 10 hours out of Liverpool, said to be one of the worst North Atlantic gales in 10 years, broke up the 30-ship convoy of which the Nova Scotia was the leader, and undoubtedly saved the ships from attack, for no enemy was sighted throughout the entire voyage.

The Boston Globe, 6 December 1940.

Nova Scotia  departed Boston on 7  December  1940 for St. John's, calling there 10-13th, thence  to Halifax where she arrived on the 15th. Sailing on 21 December, Nova Scotia  arrived at Liverpool on New Years Eve. 

Replacing  Newfoundland, Dromore arrived at  Boston on New Years Eve,  some of her crew relating to  reporters that the ship  "is now a  hospital ship in the  near east."

In 1940

Newfoundland completed

• 5 westbound crossings and 5 eastbound crossings. 

Nova Scotia  completed

• 5 westbound crossings and 6 eastbound crossings. 

1941

At the beginning of 1941, both Newfoundland and Nova Scotia undertook new roles which effectively ended their 15-odd years on the Liverpool-Newfoundland/Nova Scotia/New England run and reflected a  wider and changing world  war fought on new fronts, specifically that  in North Africa.  They were replaced on the  still vital Liverpool  to  Newfoundland, Nova  Scotia  and New  England run by  Nerissa  (as of July  1940) and none other  than that old stalwart of the run, the  former  Digby/Dominica  which  as Baltrover was chartered from United  Baltic and assigned to the her original route in May 1940. 

As their Newfoundland and Nova Scotia's ensuing duties and deployments were now as distinctive as their roles,  it is  best  to chronicle each separately going  forward.

H.M.H.S.  Newfoundland 

Newfoundland,  which had completed  her last  trans-Atlantic voyage  on 20 September 1940, was taken up  for conversion into  a hospital ship and had spent the  balance of  that  year undergoing preliminary  work on the Mersey.  She arrived at Greenock on 25 March 1941 to continue the conversion work and get away from the increasing "blitz" on Liverpool.    

Finally  commissioned as H.M.H.S Newfoundland  (Red Cross pennant no.  38), she arrived  on the Clyde on 20 July and sailed from Greenock on the  23rd.  Her destination was a familiar one  though: Halifax (1 August) and St. John, N.B. (10-15) and return to Halifax on the 16th.

Departing  Halifax on 19 September 1941, Newfoundland coursed  to new horizons and arrived at Freetown, Sierra Leone on the  30th.  Resuming passage on 4 October, she arrived at Bathurst on the  6th where she was stationed for the rest of  the year. 

H.M.T.  Nova  Scotia

"On Special Service 1/2/41"  in red  ink on her movement card was  the  cryptic  reference to Nova  Scotia's  new  role  as  a troop transport on the Middle  East  run which was out via the  Cape and up  the East  African coat to Egypt and often with the  WS  ("Winston Specials") big transport convoys. These carried troops out and often considerable numbers of Italian and German prisoners back, but the return was unescorted  until Gibraltar. Nova Scotia would also  play a significant role in the British conquest of Italian East Africa with extensive troop shuttles  in  the Red Sea based on Suez and Durban.  

On 3rd February 1941 Gordon joined RMS Nova Scotia, a troopship converted from a Royal Mail ship used to carrying passengers and light cargo normally between Liverpool and Canada.

He was given a small cabin to share with another army gunner and two navy gunners. Although cramped, it was luxury compared with the accommodation shared by 1200 troops who swung hammocks in the holds. The sea was fairly rough at the outset and many of the troops were sick with the decks being in an awful state. Fortunately Gordon didn’t suffer from seasickness.

They joined a convoy of about 30 ships which included 7 troopships and, accompanied by a battleship - possibly the Rodney, two cruisers and an aircraft carrier they headed out into the Atlantic Ocean and sailed south. They arrived at Freetown, Sierra Leone on 2nd March 1941 and were able to sample some wonderful fresh fruit brought from boats manned by the natives who were all addressed as 'Sambo'. One of the other troopships had broken down and army officers were transferred to the Nova Scotia. This meant Gordon giving up his cabin for seniors and he was obliged to sling a hammock near the guns. Fine in fair weather but rain storms at night made matters difficult. On the 12th March, they crossed the Equator and Gordon joined in the celebration, being covered in shaving foam and dunked in the makeshift pool but he was given permission to marry a mermaid!

On the 22nd March, they sailed in calm seas to Cape Town and were impressed by the really beautiful and impressive Table Mountain.

http://www.chrishulland.me.uk

Her first such convoy, WS.6A, saw H.M.T. Nova  Scotia, with 1,049 troops,  be one of 29 merchantmen and transports depart  the  Clyde on 9 February  1941 in company  with transports like  Bergensfjord, Highland Brigade, Llandaff Castle and Llangibby Castle, Leopoldville, Rangitata, Ruahine and Scythia and an escort that including  Ark Royal, Malaya and the AMC Cathay.  This dispersed at Freetown, Sierra Leone, on 1 March,  and Nova Scotia and other units  proceeded south on the 8th to  Cape Town (22), Durban (25), and Suez on 16 April. Departing Suez on the 23rd, she  called at Port Said (25-26) and Suez (26). Sailing south in convoy  SW.6 (with  Bergensfjord,  Cameronia,  Leopoldville, Scythia and  Talamba) from Suez on 1 May, via Aden (5), she  arrived at Durban on the 16th in ballast.  From Durban, she  departed on 7 June with  convoy  CM.11 which  dispersed on the  19th off the Italian East African coast south of  Asmara, Eritrea. Returning to Durban, Nova Scotia left there on 7 June  for  Aden (18), Suez (23-26) and back  to  Durban via Mombasa (7 July) where she  arrived on the 11th.   

Nova Scotia sailed from Durban on 22 July 1941 with 950 troops to Aden along with  City of  Canterbury, Dilwara, Dunera, Elisabethville, Llandaff  Castle, Nieuw Holland and escorted by Exeter.  Aden was reached on 5 August.  From there,  she  returned to Suez (15-17), Port Sudan (20-21) and home.  

Departing the Clyde on 30  September 1941, with another big troop convoy (WS.12), Nova Scotia with 1,127 troops  along with such  famous names as Alamanzora, City  of Paris, Dominion Monarch,  Duchess of  Richmond, Empress of  Canada, Empress of Russia, Franconia, Narkunda,  Nieuw Amsterdam, Ormonde, Samaria  and Straithaird, to Freetown,  Sierra Leone, where they arrived on 14 October.   Proceeding to  Durban, Nova Scotia, together  with Llandaff Castle, sailed on 21 October  with convoy  CM.33 to Aden (3 November) and returning to Durban.  Departing there on the 8 November, Nova Scotia went to Aden (20 November-1 December), Suez (6), Port Sudan (10-12) and finally what was now British occupied Massawa (12) and Berbera (14-16),  in former Italian East Africa. Calling at Mombasa on the 22nd, Nova Scotia  arrived at Durban on Christmas Eve and underwent a well deserved  refit  there.

1942 

H.M.H.S. Newfoundland arriving at Halifax, July 1942. Credit: H.B. Jefferson photograph, Nova Scotia Archives.

H.M.H.S.  Newfoundland 

Finally stirred from her moorings at Bathurst, Newfoundland made a short roundtrip to Freetown on 6-9 March 1942. Homeward bound, she sailed from Bathurst on the 22nd for Liverpool where  she arrived  on 3  April.  There, she underwent refitting  from 10 to 27  May.   

Newfoundland briefly reprised  her old route, sailing  from Liverpool  on 6  June 1942 for Halifax (14-22)  and returning to Liverpool on the 30th. After a brief refitting there  (2-7 July), she again sailed for Halifax on the 7th  where she arrived on the 18th. Making  her  farewell to Canada, Newfoundland cleared Halifax on  the 28th for new pastures,  calling at  Trinidad on 3-6 August and arriving at Cape Town on the  24th.  She returned to Liverpool on  19  September and sailed to the Clyde  on 12 October for refitting. 

Clearing the Mersey  on 11  November  1942, Newfoundland arrived  at  Casablanca on the  16th and  thence  to  Gibraltar  where  she came in on the 21st. Departing "Gib" on 2 December, she arrived at Algiers  the 3rd, called at Oran  4-5th and returned to Gibraltar on the 6th. Homewards from there on the 9th, Newfoundland reached Belfast on the 15th and proceeded to  Avonmouth, arriving  on the 17th where she underwent end of the year refitting from the 21st to 7 January.

Newfoundland in Casablanca harbour on 16 November 1942 immediately  after  the Allied  occupation of  the  port. Credit Naval History  and Heritage  Command. 

H.M.T.  Nova Scotia

Starting the new year  with a  very different  destination for her, Nova Scotia left Durban on 13 January  1942 for Bombay where she arrived on the  28th.  From there  she sailed on 2 February  to Basra (7-10) and Abadan and back to Bombay on the 16th. Following  some refitting, she left Bombay on 21 March for Aden (26) and Suez where  she arrived on the  31st.

Back on her East African duties, Nova Scotia left Suez on 2 April 1942 for Aden (6), Berbera (7-8), Mombasa (13-14) and arrived at Durban on the 19th. Bombay-bound again, Nova Scotia sailed from Durban on 1 May, calling at Mombasa (9-10) and arriving on the 19th. Departing Bombay on 6 June, she was back at Durban on the  20th.  There, she  was drydocked from 31 July-3  August. 

Clearing Durban on 16 August 1942, Nova Scotia reached Bombay on  the 31st and from there on the  13 September sailed to Karachi, arriving on the  15th. From there the following day, she made for Mombasa (25) and Dar es Salaam (26-27) and returned to  Durban on 2 October. 

Nova Scotia (Capt. Alfred Hender)  left Durban on 21 October 1942 for Suez where  she  arrived on 8 November after calling at Aden (3-4).  She then sailed to Massawa, arriving  13th, where  she embarked 765 Italian civilian internees and POWs guarded by  134 British  and South  African  soldiers, and bound  for internment  in Britain, as well as  3,000 bags  of mail.  She  called at  Aden on  14-18 and was due to  arrive at  Durban on  the  29th.  

Instead, Nova  Scotia fell victim to a torpedo  attack  on the morning of 28 November 1942 when just southeast of Lourenço Marques, in the Mozambique  Channel,  in what would  prove one of the worst civilian casualties of the war at sea in horrific and tragic circumstances.  

Nova Scotia  was  first  spotted by  U-177 (Kapt.-Lt. Robert Gysae),  which was  surfaced, at 6:12 a.m., by her  funnel smoke on the horizon, the U-Boat then submerged  at 8:31  a.m. and at 9:15 a.m.,  fired  three  torpedoes at a distance  of just  380 metres, all of which found  their mark  with devastating effect, and the  ship  sank  by the bows in less than  seven minutes. Only  one lifeboat was launched and  the  water was filled with survivors clinging to wreckage and  a few  rafts that floated free.   

When U-177  surfaced to  identify  the ship,  Kapt.-Lt. Gysae  was confronted with an appalling sight, and when two survivors were hauled aboard for questioning, it was  determined to the horror  of the German U-boat  crew that she ship  had  been packed with  Italians, their allies, but with no facility to rescue them.  Leaving  the scene, the  submarine contacted  Befehlshaber der U-Boote (BdU)  for orders which, after the notorious  "Laconia  Order" issued by Admiral Dönitz two months earlier when German u-boats attempting to rescue  and aid  civilian  survivors from the torpedoed transport Laconia were attacked by air,  forbade  the  submarine from attempting any rescue of Nova Scotia's people,  but did  urgently contact the Portuguese  authorities who dispatched the frigate Afonso de Albuquerque (1934)  immediately  from Lourenço Marques. In the intervening hours, a great many  survivors perished by drowning or,  in horrific manner,  by  mass  attacks by  sharks in the  warm waters of the Mozambique Channel.

The Portuguese frigate N.R.P. Afonso de Albuquerque.  Credit: wikipedia

Nova Scotia  survivors  on rafts as Afonso de Albuquerque arrives on the scene.  Credit: Capt. Tom Goodyear collection, Memorial University.

Nova Scotia survivors  in the water and being taken  aboard Afonso de Albuquerque.  Credit: Capt. Tom Goodyear collection, Memorial University

Afonso de Albuquerque did not arrive  until the next day, coming in the  scene surrounded  by  floating corpses. The frigate and her  crew managed to rescue just  17 crew members, one gunner, three military and naval personnel, one passenger, 42 guards and 130 internees.  Capt. Hender, 96 crew members, ten gunners, eight military and naval personnel, five passengers, 88 South African guards and 650 Italian internees were lost. Another survivor was picked up by a destroyer three days later while an Italian POW floated ashore in a makeshift raft  at Mtunzini two weeks after the sinking.  In all, 858 perished and 194 were saved.  

Survivors of Nova Scotia are landed at Lourenco Marques from Afonso de Albuquerque. Credit: Capt. Tom Goodyear collection, Memorial University.

For weeks  afterward, Nova Scotia's dead washed ashore along the Natal Coast. One hundred eighteen of  the  Italian casualties  were bured in a common grave in Hilary  Cemetary,  Durban, marked  by three plain crosses.  In 1982, a more permanent memorial, subscribed  by remaining survivors still living  in Mozambique, was erected in the form of a circular  tomb, topped by  a broken  stele arising from the waves and inscribed  To the memory of the Sons of Italy who were overcome by the ocean in the sinking of the S/S Nova Scotia XXVIII-XI-MCMXLII The survivors sheltered in Mozambique”. "Since then the 118 casualties from the “SS Nova Scotia” have been exhumed from the Hilary Cemetery and along with the remains of the 35 Italian POW’s who died in the Natal Province are now buried in the grounds of the “Master Divinae Gratiae” Church, Epworth Road, Mkondeni, Pietermaritzburg. The church was built by Italian POW’s in 1944 and is today a South African National Monument." (https://samilhistory.com)

The loss  of  life among Nova Scotia's crew  as proportionally as great  as any suffered by any  British liner sunk in the war and included almost all  her senior officers  and many men who served in her  for  years including from her introduction in service.  In  a war in which the  Merchant Navy experienced the highest rate of loss of any  service, the sacrifice  price paid  by the men of Nova  Scotia was grimmer still. They were exemplars of their service's motto: Every Seaman is not only  Navigator but  a Merchant and also a Soldier.

H.M.T. Nova Scotia

Roll of Honour

28-29 November 1942

Adams/ Norman, fireman

Agius/S.P.J., 38,  able seaman

Allen/James, 52, asst. steward

Andrus/Alfred, 42, chief butcher

Attard/Joseph, 33, able seaman

Banner, Leslie Hilton, 37, canteen steward

Black/Thomas Henry, 45, barber

Buchanan/Brian,  21, seaman

Capstick/George, 25, jr. 4th engineer

Carran/Samuel,  44,assistant chef

Constantine/Lewis, 33, asst. steward

Cooney/Patrick, 18, steward's boy

Cryan/G., 20, deck hand

Dale/Eric John, 32, cook

Damons/Stephen Andrew, 42, fireman

Dawkins/Arthur Parr, 22, Third Officer

Donaldson/George, 27, troop deck man

Eccelson/John, 34, saloon steward

Evans/William E., 21, seaman

Evans/William Robert, 21, seaman

Fleetwood/Peter, 34, bathroom steward

Green/David, 20,  asst. Troop cook

Green/John,44, troop deck  steward

Halligan/John,  20, pantry man

Hayes/John Henry, 34, asst. troop  cook

Hender/Alfred, 50, master

Hewitson/Thomas Arthur, 50,  4th Engineer

Hughes/Richard, 38,  asst. baker

Irven/Richard, seaman

Jacobson,  Arthur Reginald,  20, cadet

Johnston/Robert  Rodgers, 28, asst. troop cook

Keatley/John Leslie, 23, waiter

Kinsley/William George, 51, greaser

Kleinhens/John, seaman

Knight/Edward, 55, pantryman

Lamelettie/Daniel J., 24,  fireman

Latham/James, 36, boatswain

Leask/Thomas, 43, waiter

Lewis/Richard Charles,  36, greaser

Lindley/Harry,  19, seaman

Massey/Charles, 34, seaman

Mawdsley/James , 43, liason officer

May/Frank,  26, able seaman

Maybourne/James  Alfred Bruise, 19,  seaman

McHale/Robert ,42, secoond  steward

McLean/John Robert, 22, waiter

Metcalfe/Harry  Sycamore, 23, jr. engineer  officer

Miller/James Rutherford,  48,  chief steward and purser

Miller/Robert William,  34, lounge steward

Naidoo/Mitchell, fireman

Naillard/George Ivor, 20,  convoy  signalman

Nally/Francis, 43,  second radio officer

Nevard/Reginald,  28, chief baker

Newsham/Frederick, 25,able seaman

O'Donnell/Neil, 29, 1st asst. cook

O'Hagen/Charles Alex, 65, able seaman and lamp trimmer

O'Hanlon/Charles, 37, chef

Pate/George Douglas, 26, storekeeper

Pitt/Douglas Hartwell, fireman

Raitt/William Allan, 44, 2d engineer

Rees/Harry, 32, waiter

Reid/Felix Joseph Gerrard, 28, 3rd engineer

Reynolds/William James, 34, cook

Rider/Frank, 49, night steward

Riley/Thomas Patrick, 26, troop cook

Roberts/Harry, 32 barkeeper

Roberts/John, 53, 2nd baker

Rowson/Patrick, 29, asst. cook

Rycroft/John Frederick, 29, waiter

Saunders/William, fireman

Shelton/Stanley  Clifford  Stokes Howet, 32, 3rd radio officer

Smith/John, 21,  asst troop cook

Smith/William Patrick,  18, baker

Stevens/Harry  A, 36, asst steward

Stinissen/Edward, 53, 3rd baker

Summers/Orlando, 66, troop  deck steward

Thomas/Thomas, 32, asst. steward

Tinsley/William, 19, officer's steward

Tornquist/James, 60, chief engineer

Vasey/William Robert, 26, waiter

Warren/James Arnold, 39, chief officer

Whitehill/Laurence  Stuart, 25, asst. purser

Wilkinson/Herbert, 40,  carpenter

Williams/Edward William, 19, scullion

Williams/Harry Tattersall, 37, 5th engineer

Wilson/George  Edward, 25,  greaser

Wilson/Henry, 37, cook

Wilson/James, 39,  linen keeper

Yon/Edward  John,  25, fireman

Fowey will be  proud of her  gallant son, who leaves a widow and daughter  of 11 years, now residing in Liverpool. To them and others of  the family much  sympathy  will be extended.

Newquay  Guardian and Cornwall County Chronicle, 11 February 1943.

It was reported that  Capt. Alfred Hender, aged 50, of Fowey, Cornwall, was last seen trying to  fit  a lifejacket  on an 9-year-old Italian child.  Hender joined Castle Eden as Second Officer in May  1916 and went on to serve in Pinemore  and Incemore.  Hender was Second Officer  of Newfoundland on her  introduction, promoted to Chief  Officer in 1926  and made  his  first  voyage  as  relief Master in 1930. He rose to Captain of Newfoundland in  March 1938 and   assumed command of Nova Scotia  in April 1940.

The loss  of  Nova Scotia  came just a little over  a month  after  the  Newfoundland Railway's  steamer Caribou  (1928/2,200 grt)  was torpedoed and sunk in the Cabot  Strait on 14 October 1942, killing 137, as  the Battle of Atlantic  extended to the shores  of Canada and Newfoundland, exacting an ever increasing toll on the  men and ships of the North Amercan Dominions. 

A war-weary Newfoundland arrives  at an unidentfied British port. Credit: United States Library of Congress Prints and Photographs division

1943

Now  the  sole  survivor of  The  True North Twins, Newfoundland expanded her  hospital ship duties and added to them that  of  a Red Cross mercy  ship in  the repatriation of Allied and Axis prisoners  of war in  the new year.

Fresh  from her  refit,  Newfoundland sailed from Avonmouth on 4  February  1943 for  Gibraltar (9-10) and arrived  at what would be her base of operations that spring, Algiers, on the  14th. Proceeding to Oran on  the 20th,  she  left there on the 23rd for Avonmouth where she  arrived on 2 March.

A quick roundtrip  ensued from Avonmouth  on  13 March 1943  to Gibraltar (22), Algiers (31) and from there direct to Belfast (6-7 April),  ending at Avonmouth on the 8th.

British Pathé newsreel,  3 May 1943, showing Italian POWs embarking in Newfoundland at Avonmouth:

https://cutt.ly/krggQLm5

That spring, 1,640 British prisoners of war would be repatriated in exchange  for 6,465 Italians  at  the neutral ports of  Smyrna, Turkey, and Lisbon, Portugal. On her  first such  trip, Newfoundland  embarked 409  Italian prisoners  of war at Avonmouth and departed there on  11 April 1943 for  Lisbon where she arrived on the  16th.   There, her Italian POWs disembarked for onwards  repatriation home and an equal number  of British POWs  embarked who  had to the port via  special Red Cross  train. With  probably  the happiest contingent of passengers she  ever carried,  Newfoundland  sailed from Lisbon on the 18th.

A striking feature of to-day's scenes in Lisbon as British and Italian prisoners, who have been selected tor repatriation passed through the city on their way home. was the contrast in the spirits of the two groups. While the Italians seemed rather depressed and were hardly smiling the British were full of enthusiasm and shouted with joy as they were welcomed by Lisbon's British colony at the maritime station of Alcantara. The 409 Italians were the first to reach Lisbon. They came in the hospital ship Newfoundland, which berthed in the Tagus at 9.30 this morning.

A small group of Italian officials and residents who stood at the foot of the gangway gave the Fascist salute as their men came ashore. It was not always returned. 

Three hours after the Newfoundland had docked, the first of the two trains bringing the 450 British prisoners steamed into the maritime station. Lady Campbell, wife of Sir Ronald Campbell, British Ambassador in Lisbon, headed the group waiting to welcome them. 

Most of the men were disabled. Many had lost limbs and some were blind. But they cheered and sang 'God Save the King' and 'Tipperary' as the British residents welcomed them with gifts of fruit, cigarettes, sweets and newspapers.

The Daily Telegraph, 19 April 1943.

In all, Newfoundland embarked  45 officers,  of  whom five were stretcher cases, 250  other ranks,  with 10 stretcher cases,  as well "a number protected personnel" i.e. civilians.  The soldiers all got issued new uniforms on arrival in  Lisbon and there were quite  a number of New Zealanders among them, including G.V.  Gerrard, senior chaplain  to the New Zealand Forces. 

Gaumont British newsreel,  3 May 1943, showing return  of British POWs in Newfoundland at Avonmouth:

https://cutt.ly/srggEvSW

All received a heroes' welcome when Newfoundland docked at Avonmouth on 23 April 1943:

As the  hospital ship Newfoundland which  brought them to England, moved slowly towards a landing stage at this port,  the  men were  wildly cheering and waving.

Across  the  waters came the robust signing of 'It's a Long Way  to Tipperary' and 'Take Me Back  to  Dear Old Blighty.'

They left no one in any doubt about the country from which they  had  arrived. 'Are we downhearted?,' cried one. 'No! came the thunderous  chorus.

'Are we going to win the war?' 'Yes!' was  the  answering yell.

The  Daily  Telegraph, 24  April 1943.

Newfoundland at  Algiers. Credit:  Britisharmynurses.com

Departing Avonmouth on 3 May 1943, Newfoundland called at  Gibraltar (9-11) and arrived at Algiers on the 12th and sailing  from there on the 13th,  with returning wounded, arrived  at Belfast on the 19th and Avonmouth the following day. Another similar voyage  ensued from Avonmouth on the  25th to Gibraltar (31), Algiers (3 June) and back to Belfast (10) and Avonmouth  on the  11th. From Avonmouth on the  21st, Newfoundland proceeded to  Gibraltar (26-27), Algiers (30 June-1 July), Philippville (2), Oran (5) and Bougie (6). Departing there on the 29th, she called at Algiers  on the 30th and then straight to Avonmouth  where  she docked on 5  August. 

Newfoundland leaving Algiers harbour.  Credit: Lt. C.H. Parnall,  RN, photograph,  collection of the Imperial War Museum.

Newfoundland (Capt. John Eric Wilson, OBE) left Avonmouth and England, forever, on 24 August 1943. Calling en route  at  Gibraltar on the 29th, she  arrived  at  Algiers on 3 September.  Bound for  the  beachhead off Salerno,  Italy, she  left on the 6th  for Bizerta and had  aboard 103 American Army nurses belonging to the 95th Evacuation Hospital unit  aboard  to land  off  the  Salerno  beachhead following the Allied landing there  on the 9th. 

Lying off 20 miles off Salerno on 12 September 1943, carrying just  two patients, Newfoundland was attacked twice by German planes  but undamaged, and Capt.  J.E. Wilson moved  her 20 miles further from the  coast as did  three other hospital ships, all  brilliantly illuminated.  At 5:10 a.m. a Luftwaffe bomber released one Henschel Hs. 293 glider bomb on the ship, which hit  the Boat  Deck and destroyed the radio shack killing the operator, and seriously  damaged  her fire fighting equipment and fire soon took  hold.  A secondary explosion ensued, followed an order to abandon ship, although  Capt. Wilson and 17 men, aided by men from U.S.S.  Plunkett (DD-431), stayed aboard to try and fight the  fires. After 36  fruitless hours, the ship was abandoned and  scuttled by shell fire by Plunkett.  Four  crew, five doctors,  six  British  nurses and six Army medical staff died, but  all 103 American nurses, who would to have been landed at Salerno, were rescued  as were  the  only  two patients aboard,  by Plunkett,  U.S.S. Mayo (DD-422)  and H.M.H.S. Andrew. 

An able seaman, aged 22, paid a tribute to British and American nurses who tended the men wounded in the attack, while German fighters were machine-gunning the decks.

The Germans attacked the Newfoundland at 5 a.m. on September 13 when she was between 30 and 40 miles off shore. We carried huge, illuminated red crosses and a fringe of green lights. We could not have been mistaken for a fighting ship. One bomb scored a direct hit on the doctor’s quarters. The ship listed to starboard, but we managed to launch some lifeboats and rafts. The crew and medical corps men thought first of the nurses, but the nurses could not be convinced that they should get out of the danger zone.”

I still don’t know if this will pass the censor but will try & tell you what happened the 13th of Sept. We tried to land in Italy all day Sunday the 12th but they were too busy fighting to worry about a hundred nurses on a hospital ship. Several bombs just missed us several times but we didn’t really realize what it was all about. Evening came & we had to go out of the harbor because our ship was all lit up. We taxied around in the sea off shore about 30 miles all nite—our ship & 4 other Hospital ships—at 5 a.m. we were awakened by a bomb falling very close to us—Some of the girls dressed then but most of us went back to sleep. (We all slept in the nood because all our clothes were packed & ready to get off the ship the next morning.)

At 5:10 we heard a plane & then that bad awful whistle a bomb makes & bang!—You’ll never know of the thousand things that flashed thro my mind those few seconds. I thought sure I was dying—could feel hot water falling on my face & body—Had heavy boards on my chest that had fallen from the ceiling—I shut my eyes & thought it was the end—Then the next second I thought “What the hell, I’m not dead—get out of this place”—then I could see poor Wheeler & Waldin without a stitch of clothes on trying to find anything to put on. I couldn’t see for the terrific smoke in our room—but was a mass of motion trying to find my coveralls which I had hung on the post hole the nite before. I found on the floor—all soaked with water & black with dirt—put them on & found my shoes—grabbed my helmet & water canteen & grabbed on to someone’s arm & followed the light that Claudine was holding. She coudn’t hardly find where the door was because the wall had all been blown out.

When we got on the deck we all had to get on one side because the bomb had torn away the other side of the ship. I’ll never forget seeing this one British nurse trying to get thro the porthole but was too large to make it. She was screaming terribly because her room was all in flames. One British fellow saw that she could never get out so he knocked her in the head with his fist and shoved her back in his room—She died but it was much easier than if she had burned to death.

We loaded in a life boat—70 of us in one boat that had a capacity of 30. Were taken on another hospital ship & given tea & hot coffee. I felt a darn good cry coming on so some British fellow took the 4 of we girls to his room & we drank a bottle of Scotch. I got “stinko” drunk—cried & when I snapped out of it, I felt fine. All the bruises I got out of it was a scratch on my knee, a cut on my left foot and marks & scratches on my chest where debree fell from the roof.

—Someday I’ll tell you more about it….

Love,

Vera

http://www.historynet.com/an-army-nurse-describes-a-deadly-attack-on-a-hospital-ship.htm

American nurses who escaped from a hospital ship bombed and fired by a German plane outside this gulf September 13 agree that the only things that prevented a major tragedy were the coolness of the nurses and the bravery of the British sailors who led them to safety.

Lieut. Blanche Sigman of Cambridge said a bomb "blew the doors off the hinges, shattered the walls, broke mirrors. By some miracle, none of the American girls was killed, although some British doctors and nurses died." 

Nurses living in a ward over which the bomb exploded were awakened when the walls collapsed and the ceiling fell in.

They grabbed what clothes they could find. Some came on deck nude to climb into lifeboats. 

From other quarters girls scrambled over the debris through steam and hot water as the flames spread. 

On the deck, the girls climbed into lifeboats, only to find some of them damaged by the explosion and unseaworthy. Other hospital ships in the area sent lifeboats over, and the girls climbed down rope nets and ladders into them. There were 76 in one boat.

Some of the girls would start down the ladders nude and sailors would pull them back and give them their pants,' Lieut. Sigman said. 'They were dressed in the strangest assortments of garments ever seen at sea. One of the girls had only a jacket on and others were wrapped in sheets.'

But the ship was abandoned in good without further loss of life, the nurses were ordered taken aboard another hospital ship.

The Province, 28 September 1943.

Fulsome tributes were paid to the officers and crew of  H.M.H.S. Newfoundland for their coolness  and bravery  in ensuring  the  evacuation of all aboard save those killed in the initial attack, reflecting the highest credit on the Merchant Navy and Furness Withy.

H.M.H.S. Newfoundland

Roll of Honour

12  September 1943

Merchant Navy

 

Frederick Hewlett, 53, steward

George Owens, 23, asst. purser

Dennis Bryant Russell, 21,  2nd radio officer

Alfred Thomas Williams, 31, chief  steward 

RAMC/QAIMNS/TANS Medical Staff

Major Charles Ryan, RAMC , 38 

Major George Alexander Hay Adam, RAMAC

Private William George Douglas Bonar, RAMC 

Private William David Cannell, RAMC,  19

Matro Agnes McInnes Cheyne, Queen Alexandra's Imperial Military Nursing Service

Sister Dorothy Mary Cole, Queen Alexandra's Imperial Military Nursing Service, 29

Sister Phyllis Gibson, Queen Alexandra's Imperial Military Nursing Service, 31

Private Harry Gordon Hubbard, RAMC, 23

Private Ernest Victor John Hurley, RAMC, 28

Sister Mary Lea, Territorial Army Nursing Service,  31

Captain Harry Mathews, RAMC,  aged 29

Sister Margaret Annie O’Loughlin, Queen Alexandra's Imperial Military Nursing Service Private Charles Riding, RAMC, 40

Major George North Watson, RAMC 

Sister Una Cameron, Territorial Army Nursing Service,  31

Nova Scotia and  Newfoundland  were  just  two  of  the more than 60  Furness Withy  Group ships (either owned or  managed), totalling  450,000  tons  lost  in The Second World War  along  with over  2,700 lives  of  crew and passengers.   Johnston Warren Line alone lost five of  their fleet of  six  ships  with Dromore  the only  survivor.  Happily, a new generation of  True North Twins, bearing  the proud  names Nova Scotia  and  Newfoundland, were commissioned  in 1947  to carry  on this historic service  until their sale  in 1962, leaving  Furness  Bermuda as  the sole  remaining  passenger operation  under  Furness colours until it  was  dissolved four years  later.

Forgotten today, Newfoundland and Nova  Scotia earned  their  anonymity by virtue of their unassuming qualities and  steadfast  service  in the face  of  all the  rigours  of their route. They were unsung  exemplars of the cargo-passenger liner  that was the sinew, symbol  and the true glory  of  The British Merchant Navy at its zenith a century ago when R.M.S. Newfoundland  first cleared Mersey  Bar for the twin  Dominions  of  The True North. 

R.M.S. Newfoundland  (1925-1940)

125 round voyages in Furness-Withy Service

661,000 nautical miles steamed

14,765 trans-Atlantic passengers carried (1925-1939)

R.M.S.  Nova Scotia (1926-1940)

117 round voyages in Furness-Withy Service

611,100 nautical miles steamed 

13,586 trans-Atlantic passengers carried (1925-1939)

R.M.S. Newfoundland as she should be best  remembered:  ice-encrusted, working cargo alongside  the Furness pier, St. John's, Newfoundland.  Credit: Memorial University of Newfoundland, Libraries. Archives and Special Collections

Built by Vickers Limited, Barrow-in-Furness, yard nos. 617 (Newfoundland)  and 623 (Nova  Scotia).

Gross tonnage       6,791  (Newfoundland)

                                 6,796  (Nova  Scotia)

Length: (o.a.)        423 ft.

              (b.p.)         405 ft. 

Beam:                     55.3 ft. 

Machinery:           single-screw quadruple-expansion 31", 43", 62" and 90" with 57" stroke, five

                                single-ended  215 psi, oil-burning, 5,560 ihp     

Speed:                    14 knots service

                                15.54 knots trials  (Newfoundland)                                 

Passengers:            105 First Class (renamed Cabin Class  in 1927) 80 Third  Class

Furness Withy, 1891-1991, David Burrell, 1992

North Atlantic Seaway, Volume Two,  N.R.P.  Bonsor, 1978 

Ice and Cold Storage

The Shipbuilder and Marine Enginebuilder

Shipbuilding and Shipping Record

Syren & Shipping

St.  Albans's Daily Messenger

Belfast News Letter

Belfast Telegraph

The Boston Globe

The Brooklyn  Eagle

Bryan College Station Eagle

Cumberland  and Westmorland Herald

The Daily News (St. John's)

The Daily  Telegraph

The Evening Mail (Halifax)

Evening Telegram

The Gazette (Montreal)

Halifax Evening Courier

Halifax Herald

Hull Daily Mail

Liverpool Daily  Post

Liverpool  Echo

Liverpool Evening  Express

Liverpool Journal of Commerce

Lloyd's  List

Montreal Star

The Philadelphia Inquirer

Royal Gazette (Hamilton)

Telegraph-Journal (Boston)

Times Union

Weekly Commercial News

The Western Mail

https://archives.novascotia.ca/

https://www.bpl.org/archival_post/jones-leslie-collection/

https://britisharmynurses.com/

https://collections.mun.ca/

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

https://discovery.nationalarchives.gov.uk/

https://www.iwm.org.uk/

https://hec.lrfoundation.org.uk/

https://catalogs.marinersmuseum.org

https://www.sankeyphotoarchive.uk/collection/

https://www.shipsnostalgia.co

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

© Peter C. Kohler