The "M" boats, ever since they began their career, have somehow earned for themselves a very special place in the affection of thousands who have travelled on them as passengers and the still greater number who have watched them arrive or leave at one of the East African ports. Comfortable, on what one now considers "old fashioned" lines, they combined with excellent service and catering to provide travel facilities of the highest order and many old stagers even to this day, made a point of "going home," or returning, on his or her own particular "M" boat, looking upon her as something more than ship-- in fact, as upon a friend.
Tanganyika Standard.
Yet, this immense enterprise largely plied its trade in relative obscurity "Out East" in the muddy deltas, palm-fringed coasts and swampy anchorages of "foreign parts," many of the ships never to return to the Clyde or Tyne where they were built and seldom notarised in the press. Yet without them, there would have been no Empire East of Suez.
Mainstays of this epic fleet were six sisters-- Madura, Modasa, Mantola, Matiana, Malda and Mulbera-- built in 1921-22 for the long range "Home Line" services from England to India and East Africa whose combined length of service extended to a remarkable 161 years and over six million miles steamed, a record in peace and war that ranks them as among the most successful classes of liners ever to serve under the Red Ensign.
Remembered, too, for their passengers from "royals" to "regulars": the future King George VI and Queen Elizabeth aboard Mulbera, and the Prince of Wales, later Duke of Windsor, on two voyages, one in Malda and another in Modasa; Capt. William Steadman who spurred the creation of BI's cadet ships; Capt. Claud Feller who commanded Mantola for a record 13 years; the Hon. Victoria Drummond, goddaughter of Queen Victoria who was Fifth Engineer in Mulbera, the first woman engineer in the Merchant Navy; and a couple from Tanganyika who met aboard Mantola on her maiden voyage on their first voyage "out East", married and for the next 30 years took the same ship to and from England on home leave.
Modest in size and speed, sturdy in build and stalwart in service, they epitomised "The BI" in all its unassuming yet enduring qualities, linking the line's unique Indian and African network with the Mother Country -- true "Shuttles of an Empire's Loom."
R.M.S. MADURA 1921-1953
R.M.S. MODASA 1921-1954
R.M.S. MANTOLA 1921-1953
R.M.S. MATIANA 1922-1952
R.M.S. MALDA 1922-1942
R.M.S. MULBERA 1922-1954
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| Matiana and Dwarka/Dumra at Mombasa. Artist: Charles Dixon. Credit: P&O Heritage. |
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| Quintessential British Eastern Mailship. R.M.S. Modasa (1921-1954). Credit: P&O Heritage. |
Swift shuttles of an Empire’s loom that weave us, main to main,
The Coastwise Lights of England give you welcome back again!
The Coastwise Lights, Rudyard Kipling.
Within a year of its founding in September 1856 as the Calcutta and Burmah Steam Navigation Co. (renamed British India line in 1862) was operating the following routes:
Calcutta-Akyab-Rangoon-Moulmein (fortnightly)Calcutta-Rangoon-Penang-Malaca (monthly)Rangoon-Port Blair, Andamans (monthly)Bombay-Karachi (fortnighly)Karachi-Persian Gulf (eight times yearly)Calcutta-Bombay via coast ports (monthly)
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| Sir William Mackinnon (1823-1894), British India Line founder, abolitionist and Empire Builder. Credit: National Portrait Gallery. |
What has been called an imperial "water bus service" expanded, with the opening of the Suez Canal in 1869, to the coast of East Africa owing to BI founder William Mackinnon's (1823-1893) own pioneering efforts to replace Arab slavery there with legitimate British commerce and governance. In 1872 BI won a mail contract to operate a shuttle between Aden and Zanzibar connecting with the P&O Bombay mailship from England and East Africa would assume a greater and greater importance in the line's fortunes over the next 50 years. The commerce of East Africa was largely in the hands of Indians, and Indians built the epic Africans railways, so that one of BI's most profitable routes were those from Bombay to Mombasa, Zanzibar and Dar es Salaam and indeed this service endured until 1976.
So it was that most of BI's ships "went out East" and stayed there. BI maintained their own "foreign legion" in terms of officers, maintenance and supply centred on Calcutta and later Bombay whose importance as a port increased enormously after the opening of the Suez Canal.
The line's success led, invariably, to the need to "feed" the feeder network with direct BI services to and from England, especially in the absence of adequate existing routes. What BI always referred to as "Home Lines" were an enormous undertaking and commercially fraught and required ships of a size and capability that had to be either built or acquired, involving capital expense on the promise, especially in the case of East Africa, of speculative commercial prospects. The first Home Line, London-Persian Gulf, started as early as 1874, followed by London-Calcutta in 1876 and London-Queensland in 1881 and London-Zanzibar in 1890. The later proved the most difficult to keep viable and was withdrawn after only a year and not re-established until 1902 when the explosion of African railway construction demanded a enormous quantity of rail, shipped from England's Teeside steel industry as well as the establishment, based on Mackinnon's pioneering efforts, of a formal British East Africa centered on Kenya Colony and Uganda.
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| Lord Inchcape, creator of the modern BI and P&O, the greatest steamship companies of all time. Credit: National Portrait Gallery. |
The story of the "Ms" and indeed the whole and impressive alphabet soup of BI tonnage in the first quarter of the 20th century owes its origins to one man: James L. Mackay (1852-1932), later Lord Inchcape, who as chairman of BI (and then P&O as well upon their merger in 1914) remade both companies in fleet, finance and focus, his passion for detail, order and efficiency, tempered by the courage of enterprise and concern for the well being of his employees at sea and ashore, created the modern imperial colossus of P&O-BI that literally stood astride much of the world with a combined fleet of 201 vessels totalling more than a million gross tons and combined capital of £15 million. The transformation of BI under Inchcape-- from 99 vessels totalling 273,755 grt in 1896 to 158, almost all newly built, totalling 915,852 grt in 1922-- was remarkable. At a stroke Inchcape ended the squabbling between the Bombay and Calcutta offices and the see-saw give and take of the local feeder lines and the Home Lines to a balanced strategy that complimented both.
An ambitious newbuilding programme was begun in 1910 producing an entire range of classes of ships design and built for specific route that shared common first letter names giving an "A" class, "B", "C", "E", "K" and "V"s that were so well-built and so well-designed that put in three decades or more of service. No other steamship company got more out of new tonnage investment than Inchcape's BI. Inchcape was even credited with developing what was also called the Bibby Cabin, after a line with equal claim to it, which gave otherwise inside cabins inboard of outside ones, access to a porthole of their own via a narrow passageway so that all BI saloon cabins were outside ones.
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| Neuralia (1912) (above on trials) and sister Nevasa (1913) were the most impressive of the new Inchcape fleet and introduced the "Inchcape cabin" design giving all-outside cabins. Credit: P&O Heritage. |
These cabins and a new sense of size and importance were introduced in the most impressive products of the Inchcape newbuilding programme and the first BI ships designed for the Home Line services: Neuralia (1912/9,082 grt) and Nevasa (1913)/9,071 grt) which were the largest yet built for the company. They were placed on the London-Calcutta run but are more remembered for their ensuing roles as BI troop transports from 1925 onwards and were, in retrospect, a mite too large for commercial needs at the time.
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| Partners in Imperial Progress: P&O's Naldera (1918) and BI's Merkara (1914). Artist: Charles Dixon. Credit: facebook |
Far more successful was a slightly scaled down version of the "Ns"… the "Ms" which in various forms spanned from 1913 to 1954, numbering a remarkable 23 ships of which this monograph attempts to document the final six. Doubtless one of the most successful and longest lived of all BI ships, "the Ms" were so enduring they proved the last newbuildings for the BI Home Lines to India and only Kenya and Uganda of 1951-52, followed them on that to East Africa. The archtypical British tropical colonial mailships, the Ms were indeed worthy of Kipling's "shuttles of an empire's loom" description.
The final six Ms---Madura, Modasa, Mantola, Matiana, Malda and Mulbera-- proved especially long-lived and assumed legendary status among that long vanished company of British tropical mailships plying The Eastern Highway.
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| "The Eastern Highway," board game made by Chad Valley Co. Ltd., and sold aboard P&O-BI ships in the 1920s-30s. Credit: eBay auction photo. |
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| Cover to interior brochure and deck plan for Mantola. Credit: eBay auction photo. |
If there was any group of British colonial vessels that could be characterised as ubiquitous it was the "M" class which held down all of the Home Line services during the inter-war perioid, and well into the post-war era as well. With their sturdy hulls topped by a substantial superstructure and single funnel, the "M"s were among the largest and most successful groups of British colonial liners. In the evocative Spurling and Dixon paintings of the period one of the "M"s was invariably portrayed together with a P&O mailship as partners in Imperial commerce.
Sea Safari.
The multi-ship "class" of passenger vessel-- trios, quartets or rarer still sextets-- are comparatively rare. Inspired only by routes with sufficient demand of passenger, cargo or mail contract or by the sheer distance and length of their routes and service frequency, they were the preserve only of the largest lines and achieved usually by yards most associated with them. They are also the mark of rare and dynamic leadership, shipping men with a eye for efficiency created out of order and system, and possessing the will and confidence to achieve it.
No shipping executive of his era more exempified that than BI's (and later P&O-BI) Lord Inchcape and no other single line produced more classes or series of passenger-cargo and cargo vessels than British India c. 1911-1922, each class designed for specific routes and services and so well conceived and built that they would maintain them their entire service careers totalling, other than war losses, an average of 25-30 plus years.
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| First of the remarkable generation of BI classes introduced by Inchcape: The "Vs" of 1914 (Varela above on trials) and The "E"s of 1911 (Ekma below). Credit: P&O Heritage Collection. |
The first class-- the "Es"-- Ellenga, Ellora, Egra, Edavana, Elephanta, Erinpura and Ekma all built in 1911 put in a remarkable 221 years BI service between them or an astonishing average of 31 and a half years each. The "Vs"-- Varela, Varsova, Vita and Vasna, of 1914-17, gave BI an average of 34 years duty done as well.
The First World War, which cost BI and P&O 94 ships, totalling 543,530 tons, interrupted ambitious fleet renewal and rebuilding programmes begun during the booming trade of the late Edwardian Era, whose ships reflected a high water mark for technical innovation and naval architecture.
For British India, this included completing the epic Isherwood newbuilding programme including the "K"s (Karoa, Karapara, Karagola and Khandalla) for the Bombay-East Africa run, and, most importantly, continuing the legendary "M" class begun in 1913 with Malda and Manora for the "Home Lines" between India and East Africa and Britain.
The new British India steamer, Malda, which has been built at Whiteinch, has recently run successful trials on the Clyde. The Malda is intended for the London and Calcutta service of the company, and has large first and second-class passenger accommodation. She is 450 ft. in length, 58 ft. in beam, and of 8200 tons gross and 11,000 tons cargo capacity. On the measured mile she maintained easily a speed of 13 knots, the machinery running very smoothly. The Malda's passenger accommodation is exceptionally commodious and comfortable, and her passenger decks are very extensive. One of her features is the Inchcape cabins-patented about a year ago by Lord Inchcape, the chairman of the British India Line. Each of these inside cabins has a large, broad passage from the centre of the cabin to the side of the ship and leading to a large port, giving as much light and air as if the cabin itself were at the ship's side. Lord Inchcape was on board during the trials, and expressed himself as thoroughly satisfied with the vessel. The Malda is the first of a number of her class which are now under construction for the British India service from London to Calcutta, to Kurrachee and Bombay, and to East Africa and Durban.
Marine Engineer & Naval Architect, June 1913.
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| Malda of 1913: lead ship of the remarkable "M" class totalling 19 ships built between 1913-1922. Credit: Clydeships.co.uk |
Measuring 450 ft. x 58 ft., and just shy of 8,000 grt, and powered by twin-screw triple-expansion engines giving at speed of 13 knots, the "M"s were handsome, workmanlike ships with good earning capacity of 10,000 tons of cargo space and two class accommodation for 75 passengers. After the initial pair, Mashobra and succeeding examples had one extra superstructure deck and accommodation for 130 passengers. They were ideal for BI's Home services to India which, under the amalgamation with P&O, remained as a secondary service to P&O's legendary Bombay Mail and their saloon accommodation extremely popular being priced about £10 less than for the faster, bigger mailships. Under Inchcape, "his" BI ships, too, never wanted for superb service, cuisine and standards and many preferred the homely little "M"s for their travel. In all, 19 "M"s were built, making it the largest class of passenger-cargo ships ever built.
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| An example of an "M2": the Tyne-built Mongara of 1914. Credit: photoship |
For convenience, the initial series may be referred to as "M1s" (the 1913-built Malda and Manora), the "M2s" with an extra superstructure deck and the "M3s" with cruiser sterns and longer.
Indicative of the rigours of the War on the BI fleet as a whole, of the initial six "M"s, two were sunk by enemy action (including the lead ship Malda) and two under construction during the war completed as Admiralty tankers.
Rebuilding the post-war BI fleet would have as its linchpin, an improved M2 class, all except two built by Barclay Curle and eventually comprising no fewer then ten ships (and an additional two built during the war and rebuilt as cargo ships) of which six (M3s) were 15 ft. longer and had cruiser sterns. The design proved adaptable enough to permit BI to incorporate triple-expansion steam machinery, geared turbines and most novel of all, diesels. It was a remarkable class of ships, representing the largest group of passenger ships built between the wars or indeed, after, and which would see BI through to the middle of the 1950s.
British India post-war "M" class ships (all built by Barclay, Curle-- except Modasa (Swan Hunter) and Mulbera, Alex. Stephen) and listed in rough order by builder no.)
Masula (1919-1952), no. 516, 7,261 grt, 450 ft. x 58 ft., trp-exp steamMashobra (1920-1940), no. 577, 7,288 grt, 450 ft. x 58 ft. trp-exp steamMundra (1920-1942), no. 578, 7,275 grt, 450 ft. x 58 ft., trp-exp steamMagvana/Domala (1921-1940), no. 579, 450 ft. x 58 ft., dieselsManela (1921-1946), no. 580, 8,303 grt, 450 ft. x 58 ft., geared turbinesMadura (1921-1953), no. 585, 8,975 grt, 465 ft. x 58 ft., geared turbinesModasa (1921-1954), no. 1101, 8,986 grt, 465 ft. x 58 ft., geared turbinesMantola (1921-1953), no. 586, 8,963 grt, 465 ft. x 58 ft., geared turbinesMatiana (1922-1952), no. 587, 8,865 grt, 456 ft. x 58 ft., geared turbinesMalda (1922-1942), no. 588, 8,965 grt, 456 ft. x 58 ft., geared turbinesMelma/Dumana (1923-1943), no. 593, 8,428 ft, 450 ft., dieselsMulbera (1922-1954), no. 486, 9,100 grt, 466 ft. x 60 ft., geared turbines
There was some method to BI's choice of machinery even if the above list indicates it was in complete disregard to builders no. or date of completion. The final two counter-sterned 450 ft.-long "M2"s would introduce new machinery with no. 579 (Magvana) fitted with with twin-screw diesels whilst no. 580 (Manela) introduced geared turbines and following no fewer than six of the M3s (465 ft., with geared turbines and cruiser sterns), no. 593 (Melma/Dumana) reverted to the M2 Mashobra hull form and would be the final ship of the long series. It is likely done to await results on the diesel machinery fitted to Magvana and Melma/Dumana indeed had a different arrangement of her machinery than her sister and would be the last of the "M"s to be laid down, in March 1923. Megvana/Domana (1921/8,441 grt) and Melma/Dumana (1923/8,428 grt) were the world's first purpose-built diesel-powered passenger liners. As such, they literally stole the limelight and the gear-turbine-powered M3s were all but ignored by the shipping journals of the day, even more than most BI ships.
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| One of the two pioneering diesel-powered M class liners: Dumana at Gravesend. She and Domala "stole the limelight" from the much more numerous steam-powered Ms. Credit: P&O Heritage. |
Considering their longevity and importance to the company, few ships, even British India ones, were contracted and constructed in less obscurity than the M3s and in distinct comparison with their diesel-powered M2 consorts. Indeed, there appears to have been no announcement of their orders at all even to stockholders and the most was the statement in the annual report issued on 11 December 1918: "The Directors are now arranging to make up the Company's depleted fleet to its former standard by contracts with builders." It seems likely they were contracted in early 1919, concurrent with the epic post-war newbuilding programme of Cunard-Anchor-Donaldson, and as it turns out, completed in far shorter order with the exception of Modasa:
Madura (southern Indian city famous for its temples), no. 585, Barclay, Curle & Co.Ltd., contract cost: £541,600.Modasa (town in Gujerat, north of Bombay), no. 1104, Swan, Hunter & Wigham Richardson, contract cost £560,200.Mantola (village in Rewa State, Central India), no. 586, Barclay, Curle & Co. Ltd., contract cost £527,000Malda (town and district in Bihar, north of the Ganges), no.588, Barclay, Curle & Co. Ltd., contract cost n/a.Matiana (hill village near Simla, northern India) no. 587, Barclay, Curle & Co. Ltd., contract cost £515,600.Mulbera (hill village near Simla, northern India) no. 496, Alexander Stephen & Sons Ltd., contract cost £511,000.
To give an indication of the enormous inflation in shipbuilding prices after the First World War, it is worth recording that the first Malda cost £117,500 in 1913, her replacement costing about £400,000 more nine years later!
Some hint as to when they were contracted and designed comes from their profile plans, held by Lloyd's Heritage Foundation, inking dates: Madura (18 July 1919), Modasa (12 August 1919 and Mulbera (4 February 1920 and a second set, 23 May 1922).
British India were fortunate indeed to have all of them completed, save one, by mid 1922 given the far more protracted construction of the enormous combined Cunard-Anchor-Donaldson line intermediates. Such was the output of "M"s that some had to wait their turn for trials and as a class, their sheer number mitigated their coverage by both the regular press and even shipping journals. There seems nary a photo of their construction and launching (or mention of their sponsors) and but one of Mantola on trials and no plans etc. or interior photos published. They were taken for granted, it seems, at the onset of their lives and during it, too.
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| Mantola on trials in the Clyde. Note the stump samson post on the forecastle that she, Madura and Malda had on delivery but soon changed to a pair of kingposts. Credit: P&O Heritage Collection. |
In appearance, the M3s were similar to their sisters, but their longer superstructure and extra lifeboat as well as their modern cruiser sterns gave them a more impressive character. They were, typical of the Isherwood Era, in being well-proportioned, purposeful and pleasing from every angle, characterised by their impressive teakwood bridges and forward superstructures with the external companionway, the M3s were typical of British shipbuilding and design that knew no equal and their pleasing profiles came to be known to two generations of admirers and passengers from Middlesbrough, Mombasa and Madras.
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| Mulbera models the trademark bridge structure of the M's and also shows off her characteristic old fashioned mounting of her lifeboats on deck at radial davits as opposed to her sisters' raised off the deck at Welin quadrant davits. Credit: P&O. |
Like all BI ships of their era, the Ms started life in the traditional livery of black hull with white sheer line and white superstructure, but this gave way in 1924 to P&O's more sombre scheme of "stone" upperworks and the black hull carried up one deck, which gave them a rather dark and heavy look, not ideal for their relatively modest dimensions. The employment of white canvas dodgers on the open superstructure railings provided some relief. In 1935, the original BI livery was restored (but the white carried one deck lower) and remained unchanged until 1948-49 when the lifeboats, previously black with mast colour gunwhales (and right smart looking!), were repainted white with a black sheer line.
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| Mantola post 1924 in "P&O livery" in the Scheldt en route to Antwerp. Credit: Louis Claes photograph. Museum aan de Stroom, Antwerp. |
Like Manela, Madura, Mantola, and Malda were powered by two sets of three-stage Brown-Curtiss turbines rated at 4,320 bhp whilst Matiana and Mulbera had Parsons turbines of comparable output. The early geared Brown-Curtiss turbines were beset with gearing issues, literal teething troubles as it were, and Manela was not immune from these and the M3s were deliberately "run in" at slightly lower speed on their initial voyages. But once settled down, there was no doubting their ultimate reliability in service with only a few "mechanicals" during their long and arduous service. The Swan Hunter-built Modasa had different machinery altogether from her near sisters: two-stage Metrovick-Rateau, from the builder's Neptune works.
The M3s each had four single-ended watertube boilers working under Howden forced draught at 215 psi burning oil but having the provision to burn coal. Robinson superheaters were fitted to the after three main boilers only.
The vessel [Modasa] will be well supplied with auxiliary machinery for purposes of navigation and for working the cargo, including 15 steam winches, steam steering gear, etc. The vessel will be lighted electrically, steam heating will be fitted throughout and there is refrigerating machinery for insulated.
Marine Engineering, February 1921.
The first five M3s were dimensionally identical: 465.2 ft. (length b.p.), 485 ft. (overall), 58.3 ft. (beam) and 28.3 ft.(mean draught) and slightly larger, Mulbera measured 466.3 ft. (length b.p.), 483 ft. (overall) and 28.4 ft. (mean draught). Their tonnage measurements were
- Madura 8,975 (gross)/5,464 (nett)/11,080 (deadweight)
- Modasa 8,986 (gross)/5,566 (nett)/11,045 (deadweight)
- Mantola 8,893 (gross)/5,453 (nett)/11,080 (deadweight)
- Malda 8,965 (gross)/5,453 (nett)/11,081 (deadweight)
- Matiana 8,965 (gross)/ 5,454 (nett)/11,080 (deadweight)
- Mulbera 9,100 (gross)/5,521 (nett)/10,950 (deadweight))
They each had two overall decks with forecastle, bridge and poop above and the hulls divided by eight watertight bulkheads and a full cellular double bottom sealed for the carriage of oil fuel forward and fresh water aft. In all, each had a Boat Deck, Promenade Deck, Bridge Deck, Forecastle Deck, Poop Deck, Upper Deck and Main Deck.
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| Mulbera, possibly at Plymouth, showing the visual relief the white canvas dodgers on her promenade deck rails provided to her sombre "P&O livery." Note also the heavy lift booms on her fore and main masts. Credit: P&O Heritage. |
The M3s had enormous cargo capacity for their size with some 11,080 tons deadweight capacity (467,000 cu. ft. including 1,000 cu. ft. refrigerated) which was carried in six holds:
No 1. 60.6 ft. long 22.6 x 18 ft. hatchNo 2. 54 ft. long 27 ft x 18 ft. hatchNo 3. 74.6 ft. long 29.3 ft. x 18 ft. hatchNo. 4 61 ft. long 22.6 ft. x 18 ft. hatchNo. 5 49.6 ft. 22.6 ft. x 18 ft. hatchNo. 6 54 ft. 22.6 ft. x 18 ft. hatch
All the holds had heavy under-deck girders and widely spaced pillars to maximise capacity. In terms of cargo handling, they had two 4-ton derricks for each hatchway, on Madura, Mantola and Malda those for no. 1 swinging from a short single port with a wide crosstree, distinguishing them from the other "M"s, until replaced by pair of kingposts by 1928.. A 30-ton derrick was fitted to the foremast and a 14-ton one on the mainmast.
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| Matiana in the post-1935 livery with the white superstructure restored and carried down one deck. Credit: eBay auction photo. |
The boatage, all made of steel, comprised four 60-person 30-ft. and two 50-person 28-ft. lifeboats and one 20 ft. dinghy, at Welin davits raised off the deck, but for some most curious reason, Mulbera was fitted with old-fashioned radial davits with her boats flat on the deck, robbing her of that much more deck space and not enhancing her appearance, either.
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| Matiana in the English Channel near the end of her days with her lifeboats painted white (post 1948). Credit: fotoflite. |
R.M.S. MADURA
Side profile, deck and midships section plans dated 18 July 1919.
Credit: Lloyd's Register Foundation Heritage Centre.
(LEFT CLICK ON IMAGE FOR FULL-SIZE SCAN)
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| Side Profile. |
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| Plan of Decks. |
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| Midships Section. |
R.M.S. MULBERA
Side profile and midships section plans dated 23 and 30 May 1922.
Credit: Lloyd's Register Foundation Heritage Centre.
(LEFT CLICK ON IMAGE FOR FULL-SIZE SCAN)
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| Side Profile. |
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| Midships Section. |
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| Mantola Boat Deck First Class cabins. Credit: eBay auction. |
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| Mantola Upper Deck First and Second cabins and dining saloons. Credit: eBay auction photo. |
The steamer [Modasa] is expected to carry about 10,750 tons deadweight and will be fitted with accommodation for about 80 first class, 40 second class and 36 extra berths which can be used either for first or second class passengers. Large dining, smoking and music rooms are provided for both classes of passengers, all these public rooms being on the promenade deck, and a special feature of this deck is the large extent of clear deck space for games and recreation.
Marine Engineering, February 1921.
A feature of the Matiana is the roominess of the passenger accommodation throughout. Every cabin has a port-hole and particular attention has been paid to family arrangement. There are music rooms and smoke rooms for the second and first class passengers and the vessel is installed throughout with electric fires, which are very much appreciated by the passengers during the colder part of the voyage. The first-class smoking room is particularly comfortable, being fitted up, in old English style, with oak panels and leather covered easy chairs. The deck space is very large and on the forward deck a cricket net with a size pitch is fitted up.
The Straits Times, 4 July 1922.
Despite their small size and large cargo capacity, the "M3"s, were proper passenger liners with quality appointments, quietly comfortable surroundings and pleasant decor and furnishings. The accommodation, too, was on par with other colonial mailboats and the all outside cabins a much appreciated selling feature. Although initially two classes, their First Class was without pretension and on the Indian run, especially, their lack of the rigid social hierarchy and burra sahibs of the big Bombay Mail steamers made them extremely popular, not to mention their lower fares to compensate for their leisurely pace.
Like the "M2" class, the "M3" sextet had varying passenger figures during their long lives further complicated by the provision of a substantial number of interchangeable cabins between First and Second Class. As built, they accommodated:
Madura: 105 First 41 Second Class or 67 First 77 SecondModasa: 103 First 45 Second or 67 First 81 SecondMantola: 107 First 41 Second or 41 First 77 SecondMalda: 105 First 41 Second or 67 First 77 SecondMatiana: 114 First 44 Second or 67 First 77 SecondMulbera: 114 First 44 Second or 78 First 80 Second
Heavy demand for First Class accommodation on the East African run saw 15 extra two-berth cabins added to Modasa in 1925 (133 First 45 Second or 97 First 81 Second) and in 1927 12 additional two-berth cabins were fitted as well to Madura, Mantola, Malda and Matiana giving them 127 First 41 Second Class or 91 First 77 Second but Mulbera remained as original configured.
In 1933, the ships were converted to a single cabin or "saloon" class accommodating 158 passengers.
By the time, the surviving "M"s had been restored to commercial service after the Second World War, their passenger figures were
Madura: 170 cabin classModasa: 177 cabin classMantola: 187 cabin classMatiana: 163 cabin classMulbera: 158 cabin class
The layout of these ships was as straightforward as any built. The Boat Deck was devoted entirely to officers' accommodation (save the captain's stateroom which one deck above adjoining the bridge) with deck officers, cadets and wireless officers quartered in the fore house and engineers aft together with their own mess. All of these cabins had jalousie doors opening directly onto the outside deck and large windows. Combined with the extensive outside deck space (although Mulbera's was more restricted with her lifeboats on the deck rather than carried over it as on the others), this was really exceptional accommodation for the era.
Lord Inchcape who is chairman of the British India Steam Navigation Company, holds strongly to the view that engineers and deck officers should have the best possible accommodation and moreover that they should be located on the same deck. ... therefore, both the engineers and the navigating officers are berthed on the boats deck, the former at the after end and the later forward, a separate room being provided for each deck officer. It is to be noted that by this system, the engineers and the deck officers have a large space for recreation purposed, exclusive of the passenger deck.
Marine Engineering & Shipping Age, 1921
R.M.S. MODASA
First Class
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| Promenade Deck looking aft. Credit: Bedford Lemere Collection, Historic England. |
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| Promenade Deck looking forward. Credit: Bedford Lemere Collection, Historic England. |
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| Music Room looking forward. Credit: Bedford Lemere Collection, Historic England. |
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| Music Room looking aft. Credit: Bedford Lemere Collection, Historic England. |
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| Smoking Room. Credit: Bedford Lemere Collection, Historic England. |
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| Dining Saloon looking forward. Credit: Bedford Lemere Collection, Historic England. |
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| Dining Saloon looking athwart. Credit: Bedford Lemere Collection, Historic England. |
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| Single cabin no. 27. Credit: Bedford Lemere Collection, Historic England. |
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| Two-berth cabin no. 24. Credit: Bedford Lemere Collection, Historic England. |
Promenade Deck was entirely given to public rooms and covered promenade space with the forward two-thirds First Class and the aft third, Second. The First Class music room was forward, then the entrance and main staircase and smoking room. These rooms both featured large bays with brass framed 24" x 18" windows which formed seating alcoves. Amidships the covered promenade was deep enough to permit outdoor dancing in fair weather. Aft was the Second Class smoking room and music room sharing the same deck house and entrance and stairway and its share of promenade deck.
Bridge Deck was all accommodation for First Class (forward) and Second Class (aft) which had a block of cabins interchangeable between the two, being let as four-berth as Second Class or three-berth as First. All had large windows and shaded from the sun by the covered promenade deck encircling the deck, were the most desirable cabins. "The windows of all these cabins open on to the sheltered promenade space of the bridge deck, a feature which practised voyagers will appreciate." (Blue Peter).
Upper Deck had the First Class dining saloon (seating 126) forward and that for Second Class (seating 74) aft with First Class accommodation forward and Second aft on the starboard side. These were all outside cabins and designed on the "Inchcape" patterns introduced by the first of the "M"s, Malda, in 1913 whereby otherwise inside cabins had a porthole accessed via a narrow passage to the side of the ship, the idea being to induce daylight and, most importantly, ventilation.
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| "Inchape Cabins" aboard Mantola: nos. 2, 4 and 6 (First Class) and 48, 50 and 52 (Second Class). |
All of the cabins are provided with a port-hole. An examination of the plans show in the case of the interior cabin this has been carried out in a very ingenious manner by leaving a passageway between the two outer cabins. In this way, a certain amount of space is lost but there is undoubtably an overwhelming advantage in its favor. The system was introduced by Lord Inchcape and a somewhat similar method is adopted on certain other British passenger liners.
Marine Engineering & Shipping Age February 1922.
R.M.S. MALDA
First Class
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| Promenade Deck looking aft. Credit: Bedford Lemere Collection, Historic England. |
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| Music Room. Credit: Bedford Lemere Collection, Historic England. |
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| Smoking Room. Credit: Bedford Lemere Collection, Historic England. |
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| Smoking Room. Credit: Bedford Lemere Collection, Historic England. |
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| Entrance and main companionway. Credit: Bedford Lemere Collection, Historic England. |
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| Dining Saloon looking aft. Credit: Bedford Lemere Collection, Historic England. |
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| Dining Saloon looking athwart. Credit: Bedford Lemere Collection, Historic England. |
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| Single berth cabin no. 19. Credit: Bedford Lemere Collection, Historic England. |
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| Two berth cabin no. 35. Credit: Bedford Lemere Collection, Historic England. |
Second Class
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| Promenade Deck. Credit: Bedford Lemere Collection, Historic England. |
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| Music Room. Credit: Bedford Lemere Collection, Historic England. |
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| Smoking Room. Credit: Bedford Lemere Collection, Historic England. |
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| Dining Saloon looking athwart. Credit: Bedford Lemere Collection, Historic England. |
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| Three berth cabin no. 55. Credit: Bedford Lemere Collection, Historic England. |
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| Three berth cabin no. 52. Credit: Bedford Lemere Collection, Historic England. |
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| Four berth cabin. no. 59. Credit: Bedford Lemere Collection, Historic England. |
The Music Room was, according to The Blue Peter, "curtained, carpeted and furnished in a style which combines daintiness with a high degree of comfort and convenience, whilst of the Smoking Room, it was described as "more sober in its appointments and perhaps more solid in its comfort,' and of "a character likely to be viewed by old travellers with an appreciation born of experience." Each ship had different interior decoration in the First Class public rooms especially in the panelling of the smoking room and the earlier trio had plain painted overheads whist the later three had fitted decorated ceiling panels.
Both Promenade and Bridge Decks had wide covered promenade decks and that on Promenade Deck was wide enough for dancing. Here, it should be noted that dancing, indoors, on British colonial mailships was "not the done thing" up to the Second World War and none of the indoor rooms had dance floors. Outdoor deck space was minimal with that on Boat Deck reserved for officers whose accommodation was situated and there, but given the ships' route, few sought out the sun in any event.
"At the forward extremity of the upper deck is the first-class dining saloon, seating, at restaurant tables, 84 passengers, and lighted on three sides by fifteen large windows. This saloon is decorated in white enamel and furnished with anchored Hepplewhite chairs in pale oak the whole effect being cool and pleasing." (The Blue Peter).
R.M.S. MULBERA
First Class
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| Music Room. Credit: Bedford Lemere Collection, Historic England. |
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| Smoking Room. Credit: Bedford Lemere Collection, Historic England. |
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| Smoking Room. Credit: Bedford Lemere Collection, Historic England. |
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| Entrance and Main Companionway. Credit: Bedford Lemere Collection, Historic England. |
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| Dining Saloon looking athwart. Credit: Bedford Lemere Collection, Historic England. |
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| Dining Saloon looking forward. Credit: Bedford Lemere Collection, Historic England. |
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| Two berth cabin no. 26. Credit: Bedford Lemere Collection, Historic England. |
The passengers accommodation of the Domala is all situated in the midships portion of the vessel's length on the three decks, above the main deck; she has no inside rooms, the cabins being all of the kind known as the Inchcape tandem type, each provided with access to the outer air and receiving natural light by means of its porthole. Each cabin of either class is provided with continuous water supply, electric fans, electric light, wardrobes or drawers, toilet mirror and other usual fittings, and there is for each berth or bed an electric reading light.
The Blue Peter.
First Class accommodation on Bridge Deck (amidships to forward) comprised eight single-berth cabins, 12 two-berth and two three-berth cabins and on Upper Deck, five three-berth cabins portside forward and three three-berth cabins starboard. In addition, there were an additional 23 berths that were interchangeable with Second Class, aft on Bridge Deck. All cabins had running water (cold only) and electric fan and electric heat. "All of the cabins are provided with a port-hole. An examination of the plans show in the case of the interior cabin this has been carried out in a very ingenious manner by leaving a passageway between the two outer cabins. In this way, a certain amount of space is lost but there is undoubtedly an overwhelming advantage in its favor. The system was introduced by Lord Inchcape and a somewhat similar method is adopted on certain other British passenger liners." (Marine Engineering & Shipping Age, February 1922). Sometimes referred to as "The Bibby Cabin," the Inchcape design was introduced with Malda (I) in 1913.
"At the end of this deck is the dining saloon of the second-class, naturally lighted on three sides, seating 74 passengers, handsomely furnished in mahogany."
"On this deck also are the music and smoking rooms of the second-class, not so spacious nor so elaborately appointed as those of the first-class, but of size and appointments which will amply meet the needs of the smaller number to whose use they assigned." (Blue Peter).
Second Class accommodation comprised 24 berths aft on Bridge Deck and 17 berths on the starboard side of Upper Deck aft, all in outside cabins with running water.
Indicative of their inherent good design, substantial construction and reliability, the six "M3s" managed to put in a remarkable 161 combined years of service between them, including one which was a war loss -- they were true stalwarts of Britain's "Eastern Highway" to the Empire East of Suez and exemplars of the BI doing business in great waters.
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| British India mailship-- Shuttle of An Empire's Loom and Stalwart of The Eastern Highway-- R.M.S. Madura (1921-1953). Credit: clydeships |
A wet road heaving, shining,
And wild with seagull's cries,
A mad salt sea-wind blowing
The salt spray in my eyes.
Roadways, John Masefield
Those who plan their journey to include a series of voyages by BI vessels will be richly rewarded. The ever romantic appeal of places off the beaten track can here be satisfied to the full; and the departure from great cities, where life flows on in modern style, does not imply any loss of comfort to the passengers, for the ships have a reputation that has eighty years of experience behind it.
BI Brochure, c. 1936.
British shipping lines did not just profit from the Empire; in many cases they built it: Elder Dempster's Alfred Jones in West Africa; Castle Line's Donald Currie in South Africa; and most remarkably British India's William Mackinnon in East Africa. Here, trade did not follow flag, it preceded it, and British enterprise created out of wilderness the resources and trade that rewarded the last generation of merchant adventurers.
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| Highways of Empire, British Empire Marketing Board poster, 1927. Artist: Macdonald Gill. Credit: Library and Archives Canada. |
There was The Cape Mail of Union and Castle and The All-Red Route-- the bold bid by Canadian Pacific to make British North America the epicenter of trade from Britain to the Antipodes as a counter that first great imperial enterprise: The Suez Canal which created what P&O-BI called The Eastern Highway. Tellingly, P&O was against the construction of the canal originally having created a "two fleet" operation on either side of Egypt rendered instantly obsolete by it. But British India viewed the waterway with promise and expectation and it quickly revolutionised the company routes, hitherto exclusively East of Suez, and led to the creation of what were quaintly referred to as "Home Lines..
Paramount of these was the London-Calcutta line, via Colombo and Madras, started in 1876, which linked up with BI's dense network of services centered in the Bay of Bengal and its and its importance was reflected in its fortnightly frequency.
Establishment of a London to East Africa line, one of MacKinnon's aspirations, was pre-empted by DOAL in 1890 and Messageries Maritimes, both rewarded by generous subsidy by their respective governments. In 1889, BI on their own initiative, replied with their own London-Zanzibar, via Naples, service, but this ended in 1891. It was revived in 1902, first as cargo operation, based Middlesbrough, close to the Teeside steel and iron industrial centres and inspired by the ongoing expansion of East and Central African railways. By 1905, the service included Mombasa and turned around at Beira, in Portuguese Mozambique but whose chief importance was the main port for the inland British Rhodesias. It was British India that transported the very rails that built the connecting railway line deep into Rhodesia's Northern Copper Belt that opened in 1909. This and the development of an cash export crop economy in British East Africa of sisal, tobacco, cotton and maize, finally rewarded Mackinnon's pioneering efforts to make the region an integral part of the British Empire and BI's network.
Revived after the First World War as line no. 22, the East African Home Line was run on a monthly frequency: Middlesbrough-London-Marseilles-Naples-Port Said-Suez-Aden-Mombasa-Zanzibar with Neuralia making one of the first sailings on 27 February 1920. Margha was the first of the "Ms" to make an voyage to East Africa in 17 July and others followed sporadically but were mainly employed on the Indian Home Lines.
The last of BI's Home Lines was a direct offshoot of the epic merger in 1914 between British India and P&O, a joint London-Bombay-Karachi route outside P&O's express mail service that was begun in September 1919. Like the Calcutta Home Line, this maintained a fortnightly frequency.
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| Table of Distances of BI's Home Lines which defined "long distance" sea voyaging. |
So it was that the M3s would be built for and initially operate all on three of these Home Lines although by 1929, only two of the six were on the Calcutta route and the others on the burgeoning East Africa run. East African trade totalled £16 mn in 1919 rose to £35 mn. ten years later as the hard work in establishing cash export crops like coffee, maize and sisal paid off and the mineral wealth of Rhodesia was exploited.
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| "Empire Builders" by Fred Taylor. |
Here, it should be noted that all of the waystops of The Eastern Highway of P&O-BI with two exceptions (Marseilles, France and Beira in Portuguese Mozambique) were British or British protectorates: foreign courtesy flags were largely kept rolled and unfaded in the lockers of a BI Home Line ship coursing out East via Gibraltar, Malta, Port Said, Suez, Aden, Port Sudan, Kenya Colony, Tanganyika, Colombo, Madras, Calcutta, Bombay and Karachi-- British all. BI, of course, had potent competition from Messageries Maritimes and DOAL, but they were foreign interlopers post World War One and British East was just that from Cape to Cairo. Even the railway linking Beira in Portuguese Mozambique to the Rhodesias was British-built and owned. With their dock cranes and tidy warehouses, the quaysides of Bombay or Kilindini looked like those of the Royal Albert Docks or Middlesbrough.
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| Mulbera alongside at Middlesbrough loading for India. Credit: Nostalgic North Riding (Facebook), David Burrell. |
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| Middlesbrough. Looking upstream from Cochrane's Wharf towards Middlesbrough Dock, on the left, and the Transporter Bridge in the distance with one of the BI "Ts" departing on her delivery voyage.Credit: Northern Echo. |
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| Middlesbrough Harbour, 1926 with Nevasa/Neuralia (upper left), an M2 (lower left) and an M3 upper right). Credit: Northern Echo. |
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| London's Royal Albert Docks, late 1930s with Union-Castle's "Round Africa" intermediate Dunbar Castle or Llangibby Castle and an M3 astern. Credit: alondoninheritance.com |
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| Mantola in Royal Albert Dock, London, dressed overall, possibly for King George V's Silver Jubilee, 6 May 1935. Credit: eBay auction photo. |
The home of BI Home Lines was dear old England, so distant from destination as to seem of another planet and as different in climate and circumstance as to confirm it. London… Royal Albert Docks and Tilbury Landing Stage… was the beginning of The Eastern Highway for the passengers, but for a BI M-class ship, the voyage had started from Middlesbrough and often a continental port (Antwerp usually but also Hamburg, Rotterdam and Le Havre or Dunkirk for a spell in the mid 1920s) to load cargo, especially iron and steel products. The network of railways that laced India and East Africa ran on rails forged on Teeside and shipped out on BI. The dock cranes of Kilindini, Mombasa and Bombay, too, were Built in Britain and often so were the pilot cutters, lake steamers and tugs, many taken out in BI bottoms.
The comings and goings of a M-class ships making her cargo loading and discharge rounds occupied some three weeks. This was not some preamble but the very essence of their existence, the give and take of Imperial commerce and no more important work was undertaken by the Merchant Navy than facilitating it.
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| "Empire's Highway to India: Passing Gibraltar." Empire Marketing Board poster, artist Charles Pears. Credit: alamy. |
"Turning the corner" at Gibraltar marked the beginning of the voyage in many respects and the officers changing into white no. 10s and a first glimpse of units of the Mediterranean fleet in the shadow of The Rock.
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| Modasa alongside at Marseilles, 1938. Credit: Marius Bar, Charles Dragonette collection. |
Marseilles was the popular "short cut" for savvy travellers and the mails, taking the special overland boat trains from Victoria Station cross-channel and Blue Train down to the French port in two days, thus saving six days (and the notorious Bay of Biscay passage) from sailing direct from London. The Ms usually left London on Saturday and called at Marseilles the following Sunday. Marseilles was added to the East African Home line by 1925, in both directions.
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| Matiana at Valletta, Malta, 1932. Credit: Bristol Archives: British Empire & Commonwealth Collection |
Malta was frequently called at in both directions on the Bombay and Calcutta Home Lines and increasingly on the East African line by the 1930s and BI passenger lists swelled by a steady to and 'fro of military personnel and ratings en route or from Britain or joining ship or station out East.
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| "Empire's Highway to India: Suez Canal." Empire Marketing Board poster. Artist: Charles Pears. |
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| Malda at Port Said, photographed from Modasa, 1928. Credit: Bristol Archives: British Empire & Commonwealth Collection. |
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| Mantola in the Suez Canal. Credit: P&O. |
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| Modasa transiting the Suez Canal, c. 1928. Credit: Bristol Archives: British Empire & Commonwealth Collection |
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| Madura in the Suez Canal. Credit: National Maritime Museum. |
Common, of course, to all of the Home Lines and reason for their very existence, was the transit through the Suez Canal. Port Said marked the first "exotic" call at the entrance to the Canal with its bumboats, souvenirs at the Simon Artz store and a change to stretch one's legs. It was common to encounter another M class steamer going in the opposite direction here as well and usually a P&O mailship, too. The passage usually took two days, with careful timing of arrival to catch the first southbound convoy and exiting at Suez.
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| Mulbera at Aden: Painting by Frank H. Mason. Credit: Mary Evans Prints. |
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| Views of Aden from the southbound Modasa, 1928. Top: departing Steamer Point with P&O's Razmak in the distance. Bottom: Unloading some cargo there onto a board. Credit: Bristol Archives: British Empire & Commonwealth Collection |
The last call common to all three Home Lines, Aden, was reached 20 days or so out of London. This bleak, mountainous place was usually for bunkers and an M boat would share the mooring buoys off Steamer Point with any number of other Far East liners.
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| "Empire's Highway to India: First Glimpse of Bombay." Empire Marketing Board poster. Artist: Charles Pear. |
India remained the epicenter of BI operations, both in their share of the 9-10 million tons of trade handled in Indian ports and Bombay and Calcutta as the hubs for BI's dense feeder network to the Gulf, East and Southern Africa, Burma, the Straits Settlements and Japan, not to mention the thousands (totalling more than 100,000) of Indian seamen, firemen, bosuns and shipyard workers who manned and maintained the greatest fleet in the Merchant Navy. Consequently, the Home Lines from England to Calcutta, Madras and Colombo and to Bombay and Karachi were BI's busiest although overtaken by passenger trade by that to East Africa by the mid to late 1920s, reflected by four of the six M3 being on that route fulltime by 1929, and, of course, the bigger and faster P&O mailships always dominating the London-Bombay service.
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| Bombay's Alexandra Dock with one of the M3s alongside. Credit: eBay auction photo. |
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| M-class steamer (right) in Alexandra Dock, Bombay. Credit: Times of India. |
The Suez Canal made Bombay India's busiest port by its proximity to the canal and made it, too, a major BI terminus for their Gulf and Indian Ocean routes across to East and South Africa. Here, too, was the first example of the colossal modern harbour construction projects of the Empire, centered on Alexandra Dock which opened in March 1914 after ten years abuilding. Bombay's sprawling Mazagon Dock Ltd. ship repair and graving dock facility which was the principal yard for both P&O and BI, in addition to BI's Garden Reach yard in Calcutta. As Home Line ships, the Ms usually underwent their annual overalls and surveys in England, usually at Falmouth. The storied BI Officer's Club was in Bombay with its famous parrot, ex-Karanja (1930), whose vocabulary included the more colourful phrases of the wardroom.
From Bombay, the ship would make a roundtrip to Karachi for cargo working only.
Madura made the last voyage for an M3 on Bombay-Karachi Home Line on 9 October 1925 and thereafter the class kept to the Calcutta or East African service.
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| Colombo Harbour, 1935. Artist: Kenneth D. Shoesmith. Credit: Manchester Art Gallery. |
More enduring and linking the very heart of the BI network was the Calcutta Home Line whose first port after Aden-- Colombo-- offered the most astonishing change in climate and scenery imaginable from it and the two-day call there never enough for passengers.
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| BI Hub: no fewer than four BI ships alongside the Hooghly at Calcutta at the turn of the century. Credit: alamy. |
Calcutta, the true Capital of British India and long most important port, was reached only after the most difficult part of the whole voyage: the 140-odd mile trip from the Bay of Bengal into the Hooghly River beset by dangerous tides, enormous silt deposits, sand banks and enough navigation hazards to ensure that BI officers were the best in the world in their ability to deal with them on a regular basis. Indeed, there was but a single case of an M3 grounding in the Hooghly in the 18 years they were on the run. One of the principal cargoes loaded there was jute, the concentration of jute mills in West Bengal leading the port to be called the "Juteopolis of India," and it was a major BI cargo staple and the principal export season was May-August. The passenger trade on this route was not large but steady, ideal for the capacity of the Ms and offering a direct Bay of Bengal and Colombo link with Britain apart from the express P&O mail route to Bombay.
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| BI African route map, c. 1950. Credit: author's collection. |
If remembered at all today, the Ms are most associated with British East Africa-- Kenya, Tanganyika, Uganda, Zanzibar-- for which they formed an enduring and vital link with Britain for some three decades: exclusively from 1946-51, and from 1929-39, four of the six ships maintained the monthly service. The Ms collectively formed a unique part of day to day life for British East Africans from the first trip "out", home leave every two years, the principal means of mail communication, shipping out the annual crops of sisal, coffee and and maize and receipt of British consumer goods.
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| Modasa at Port Sudan, 1928. Credit: Bristol Archives: British Empire & Commonwealth Collection |
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| Modasa at Port Sudan, 1928. Credit: Bristol Archives: British Empire & Commonwealth Collection. |
The first port on the East African Home Line south of the Suez Canal was Port Sudan which was the most improbable and surely the newest, being constructed from scratch beginning in 1904 by the British, mainly as a coal importing port for the Anglo-Sudan railways as well as a commercial link to the Nile Valley. For the in transit passenger, it offered an incongruous combination of massive British industrial landscape with its enormous coal unloading gantry and cranes, a completely contrived British town and a backdrop of the Red Sea Hills in the distance.
Port Sudan to Aden offered the worst of the Red Sea passage in often sweltering heat (registering often 90-100 degrees in the ship's accommodation) and driving many to sleeping on deck.
Few who have arrived by ship ever forget their first impression of it for nature has ensured that the approach to Mombasa would never be less than beautiful from the sea… the enchantment began as the ship turned south west and approached the atoll towards what today is the Old Harbour. Here the black-ringed lighthouse on Ras Serani Point could be seen against a backdrop of brilliant but natural colour. Beyond sparkling clear water in every shade of blue, lush green foliage was lit by the sun. Gigantic and legendary baobabs, for the greater part of the year their purplish branches unclad, provided a dramatic contrast to this humid vegetation and feathery palms surrounding them. In the distance, what appeared to be a spick and span Arab town edged into the channel. A little to the right of the lighthouse stood Kilindini House [Government House], squat unpretentious and white.
The Kenya Pioneers.
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| Two of the Ms alongside Kilindini docks, Mombasa with Tairea or Takwila. Credit: eBay auction photo. |
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| Modasa alongside the Kilindini wharf, Mombasa, 1928. Credit: Bristol Archives: British Empire & Commonwealth Collection |
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| Modasa alongside the Kilindini wharf, 1928. Credit: Bristol Archives: British Empire & Commonwealth Collection. |
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| Two M class steamers at Kilindini, c. 1930: Mulbera closest to camera and Dumra moored alongside another M forward. Credit: Bristol Archives: British Empire & Commonwealth Collection |
South from Aden, the weather usually got cooler and the scenery changed completely with Mombasa reached in seven days (6,726 nautical miles from London) being the first and perfect introduction to the verdant East African coast and while the ancient port dominated by Fort St. Jesus was the stuff of travel posters, the ship docked at the less picturesque Kilindini wharves, the only modern deep water docks in all of British East Africa until deep water quays were completed at Dar es Salaam in 1956. In 1925, 440 steamers (300 or so being British) entered the Port of Mombasa, and the passengers handled totalled 36,764, and cargo imports of 346,714 tons and exports of 293,326 tons.
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| Original caption: Smith, Mackenzie & Company, Mombasa. 1. General Office at Kilindini 2. Front View of the Company's Head Office at Kilindini, showing a B.I., Steamer in Harbour. 3. S.S. Karoa, one of the K Class of Steamers belonging to the British India S.N. Co. running to India 4. S.S. Mulbera, one of M Class of Steamer belonging to the B.I. S.N. Co., running to Europe, for which Smith, Mackenze & Co. are agents. Credit: Ports and Cities of the World, 1926. |
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| BI's trim little African coastal liner Dumra which met the mailship on arrival at Mombasa for passengers bound for the southern East African ports of Tanga, Zanzibar and Dar es Salaam. Credit: P&O Heritage collection. |
As the M boat would normally stay alongside at Kilindini for five days working cargo, passengers bound for the southern ports of Tanga, Zanzibar, Dar es Salaam etc. would transship on arrival to BI's trim coastal motorliner Dumra (1922/2,304grt, 280 ft. x 43.5 ft.) for those ports, saving many days as she left for the south within hours of the mailship's arrival.
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| Post-war view of Madura at Dar es Salaam. Credit: P&O Heritage. |
Heading south, the Home Line "Ms" would call at Tanga one day out of Mombasa, then Zanzibar, Dar es Salaam and finally Beira. This was the "end of the line" from 1920 and the principal port for Southern and Northern Rhodesia. Southern Rhodesia which decided to become a self-governing colony rather than merging with South Africa and its expanding and energetic 90,000 settler population and the country's "copper belt" made it one of Africa's most prosperous colonies as well as increasingly important BI market. In 1923 Beira handled 507,511 tons, by 1927 it had burgeoned 60 per cent to 820,624 tons. Beira managed to lack all of the charms and natural port qualities of a Mombasa or Dar es Salaam being situated at the swampy mouth of the Pungwe River and its harbour beset with shoals, bars, shifting sand banks and a five-knot current and few crews regretted finally sailing for home after a five-day to week turnaround there.
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| Modasa at Plymouth with the GWR tender Sir John Hawkins in attendance. Credit: Southampton City Museums. |
Homewards, it was retracing steps, the one unique homeward call (for all the Home Lines) being at Plymouth where mails and passengers disembarked by tender in beautiful Cawsend Bay, the Devon scenery showing they were home in England, and those who chose to do so, getting into London a day earlier via GWR boat train to Paddington. The ship berthed in Royal Albert Docks, London, usually the following day.
London was not end of the voyage and an M could arrive there on 24 September and sail again for Africa until 16 October after making the rounds of Hull (and Dundee for the ships arriving from Calcutta with jute) and the Continental ports (usually Antwerp but additionally Hamburg, Bremen, Rotterdam, Dunkirk, Le Havre depending on cargo inducement, and finally Middlesbrough.
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| BI poster, c. 1925. Artist: Charles Dixon. Credit: posterteam.com |
Ship me somewheres east of Suez where the best is like the worst,
Where there aren’t no Ten Commandments, an’ a man can raise a thirst,
For the temple bells are callin’ and it’s there that I would be,
By the old Moulmein Pagoda lookin’ lazy at the sea.
On the Road to Mandalay, Rudyard Kipling.
The British Empire stands firm as a great force for good. It stands in the sweep of every wind, by the wash of every sea.
Stanley Baldwin, British Prime Minister
Four years after the Armistice, British India Line accomplished what only a handful of lines could wrought: introduced six fine new ships that would not only replace war losses but achieve what had been aspired to before the Great War and elevate The Eastern Highway from England to Bombay, Calcutta and East Africa to valued and vital imperial links to an empire, especially in Africa, that rose "greater still" assuming the former German East African territories.
What British India Line reaped in the progress and expansion of East Africa, they had sowed and no other steamship line had done as much to develop the commercial prospects of an entire region. East Africa joined India and the Bay of Bengal and Burma as the company's stamping grounds and the now complete fleet of "Ms" would link them with Britain for the ensuing decades. Royal Albert Docks or Tilbury Landing Stage and the gangway of an "M" class steamer was the start of the voyage "Out East" and Plymouth's Cawsend Bay its return home, 7,000 miles out and back on The Eastern Highway "along the wet road heaving and shining".
The final six "Ms", the last of that remarkable armada of Inchcape classes for BI, were laid down, constructed and entered service in the short span of two years, all the more remarkable given the dire conditions besetting British shipbuilding of the era-- labour strife, shortages of steel and shipping industry woes-- and like most of their predecessors their very production line quality rendered them largely ignored in conception and construction as they would be in large measure in career no matter how long or successful. Built on Clyde and Tyne, they were soon plying their lawful occasions from Tees, Humber and Thames to Hooghly and Pungwe with nary a notice or mention. Yet, no more successful and few more enduring class of long distance passenger-cargo liner were ever built than these stalwart yet largely silent servants of Imperial Progress.
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| Empire Marketing Board poster, 1920s. |
1921-1922
R.M.S. MADURA
The first of the "M3s", Barclay Curle hull no. 585, was launched on 28 September 1921 at the West Yard, Scotstoun, as Madura (II).
The Daily Record 30 September 1921 reported that "accommodation is provided for 105 First and 41 Second Class passengers. It was announced on 22 November that she would run trials on 24 November in the Firth of Clyde, the Greenock Telegraph of the 26th reported that "further speed trials are being carried out in the firth to-day by the new B.I. Liner Madura, which engaged on the measured mile yesterday," adding that the ship spent the night anchored off Greenock. Madura was handed over to British India on the 26th, her final cost being quoted at £541,600.
After loading for her maiden voyage, Madura (Capt. S.G. Cave) sailed from Middlesbrough on 5 December 1921 for London. With 27 First Class passengers, Madura departed London on the 16th for Bombay and Karachi, passing Gibraltar on the 21st, transiting the Suez Canal on the 28-30th and reaching Bombay on 10 January 1922. Leaving Bombay on the 24th for Karachi, Madura arrived there the following day, and back to Bombay on 1 February where she docked on the 3rd. Commencing her homeward voyage on the 10th, calling at Aden on the 16th, crossing the Suez Canal on the 22nd and passing Gibraltar on 1 February, Madura arrived at Plymouth at 8:00 a.m. on 5 March, averaging nearly 13 knots all the way out. As it would throughout these ships' long careers, the Western Morning News provided the best coverage of each of their voyages, at least the homewards ones which called at Plymouth. "Fine weather was experienced to the Bay of Biscay, then S.W. gale to arrival… altogether the Madura has on board 10,400 tons of cargo, which with the exception of the manganese ore, is for the Continent." She landed all of her 118 passengers there before proceeding to Antwerp, Hamburg and Middlesbrough at 11:00 a.m.
On her second voyage to Bombay and Karachi, Madura left London on 28 April 1922, passed Gibraltar on 3 May, transited the Suez Canal on 9-10th and making Bombay on the 20th. Leaving there on the 25th, she arrived at Karachi on the 27th and returned to Bombay on 3 June to load for home. Sailing on the 10th, calling at Aden on the 18th, transiting the Suez Canal on the 23rd-24th, Madura called at Marseilles on 1 July and Gibraltar on the 4th, and got into Plymouth at 7:15 a.m. on the 9th at 7:15 a.m.. She reported stormy weather in the Mediterranean and from Finisterre and of her 130 passengers, landing 52 of them at Plymouth before proceeding to London where she arrived on the 10th.
That would prove her final voyage on the Bombay/Karachi run, and on 2 September 1922 Madura left Middlesbrough and London on the 15th for her first trip on BI's traditional Home Line to Madras and Calcutta. Passing Gibraltar on the 20th, Madura transited the Suez Canal on the 26-28th, called at Colombo 10-11 October and made her maiden arrival at Madras on the 14th and departing there the next day, proceeded to Calcutta where she docked on the 19th. The homewards Madura cleared the Hoogly on 12 November, called at Madras on the 16th, Colombo on the 20th, passed through Suez on 4-5 December, paused at Marseilles on the 13th, passed Gibraltar and reached Plymouth at 9:30 a.m. on the 20th. Capt. Cave told the Western Morning News that they had a very stormy passage across the Bay of Biscay with the worst experienced the previous late evening with "high and confused seas", "the wind came from all points of the compass, it was a real mix-up, one of her officers said. Madura had 33 passengers landing there before proceeding at 10:25 a.m. for London where she arrived the next day.
R.M.S. MODASA
Yard no. 1104, laid down at Swan Hunter's Neptune Yard, Newcastle, in early 1920, should have been the first of the M3s to enter service. She was successfully launched as Modasa on Christmas Eve 1920.
It was slow going to complete her, however, with the strikes and shortages then besetting British industry and shipbuilding and it was not until 12 October 1921 that Modasa was sufficiently near completion for BI to finally schedule her maiden voyage, to East Africa, from Middlesbrough on 17 December and from London on the 30th, more than a year after she entered the water. On trials on 9 December, "everything worked entirely satisfactorily, and a speed of nearly 14 knots per hour was obtained," (Shields Daily News, 12 December) which added that "the owners were represented on the trial trip by Captain Isdale, marine superintendent, and Mr. Leslie, superintendent engineer, and the builders were represented by their director, Mr. G.F. Tweedy." Modasa's final cost was quoted at £560,200 and she proved the most expensive of the class and took the longest to build.
Modasa left Newcastle on 8 December 1921 for Middlesbrough, arriving the next day, where she was delivered and commissioned under Capt. C.R. King. Leaving Teeside on the 17th, Modasa arrived at London the next day. There, she was joined in the Royal Albert Docks by the new and revolutionary Domala, first purpose-built motorliner, and just completed Mantola, completing a remarkable trio of brand new British India liners all about to sail on their maiden voyages.
Both Domala and Modasa sailed on their maiden voyages to India and East Africa respectively, on 30 December 1921 and whilst all attention was focused on the pioneering motorship, there, too, was the prospect of a "race" between her and the new turbine steamship, as far as Aden where their routes would diverge.
Much interest will be taken in the question which of the British India Steam Navigation Company's liners, the Domala and the Modasa, will reach Aden first. The Domala, which is 9,000 tons gross register, is fitted with two Diesel engines of 4,500-horsepower and is the first passenger motor liner to be run by the company, while the Modasa, 9,000 tons, has turbine engines and coal boilers. Starting at the same time from the Royal Albert Dock on December 30, the two vessels are following the same route to Aden. The officials of the company are satisfied, as a result of the trials, that the Diesel engines ran very well and give every promise of being as reliable as turbine engines. At the end of the present voyage we shall, however, be better able to judge how far the experiment has been justified.
London & China Express, 5 January 1922.
During the next week much interest will taken in the question which of the British India Steam Navigation Company’s liners, the Domala and the Modasa, will reach Aden first. The Domala. which 9,000 tons gross register, is lilted with two Diesel engines 4,500-horse power and is the first passenger motor liner run by the company, while the Modasa, 9,000 tons, has turbine engines and coal boilers. Starting at the same time from the Royal Albert Dock late Friday, the two vessels are following the same route for Aden. At Port Said the Modasa will be held for one day while her coal hunkers are being replenished, which will allow the Domala a useful start. On the other hand, the motor-ship cannot exert her engines too much owing to their newness. 'We are watching the progress of the two ships with the utmost interest,' said official of the company, 'We are quite satisfied, as result of the trials, that the Diesel engines ran very well, and give every promise being as reliable as turbine engines. At the end of the present voyage, we shall, however, be better able to judge how far our experiment has been justified.'
Hampshire Advertiser, 7 January 1922.
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| Credit: Evening News 14 January 1922. |
There was, also, the added rivalry of the Tyne-built Modasa vs. the Clyde-built Domala and according to the Evening News (14 January 1922) "great excitement has been caused by the race, quite large bets were made on it." The motorship showed her paces early on and bested Modasa passing Gibraltar with the steamer getting into Port Said on 12 January 1922. Calling at Port Sudan on the 16-18th, she left Aden on the 21st, the same day as Domala indicating the "race" was a draw. Modasa arrived at Kilindini, Mombasa on the 27th, landing 385 bags of mail, most of which was sent on to Nairobi where it arrived the following day. Modasa continued southward on 2 February, calling at Dar es Salaam on the 3rd and reaching Zanzibar on the 5th and finally Beira on the 9th.
Northbound from Beira on 18 February 1922, Modasa called at Dar es Salaam (22), Zanzibar (24) and Mombasa, 27-28th. Touching at Aden on 7 March and Port Sudan (10) Modasa transited the Suez Canal on 14-15th, paused at Marseilles on the 21st and after passing Gibraltar on the 24th, she was nearing Land's End on the 28th when she received a distress call from the steamer Libertas reporting she was "in a leaking condition" and needed immediate assistance." However, a later message stated she was making for a French port under her own steam and no longer required assistance. Modasa made her maiden call at Plymouth on the 30th, where the Western Morning News reported that Capt. C.R. King, DSC, "is a North Devon man, and the chief steward, Mr. Allen, is a Plymothian." Modasa ended her long maiden voyage at Royal Albert Docks, London, on the 31st.
From Middlesbrough on 25 April 1922 and London on 5 May, Modasa set off on her second voyage to East Africa. Transiting the Suez Canal on the 17-1th, she called at Port Sudan on the 21st, Aden on the 24th and arrived at Mombasa on 3 June. Making southbound calls at Zanzibar(4) and Dar es Salaam (7), Modasa arrived at Beira on the 11th. Homewards, she touched at Zanzibar on the 28-29th and sailed from Mombasa on 3 July. Making the rounds of Port Sudan (12), transiting the Canal on 15-16, calling at Marseilles on the 21st, Modasa arrived London on the 30th.
Starting her next voyage via Antwerp, from whence she arrived at Royal Albert Docks on 22 August 1922, Modasa sailed for East Africa on 1 September. Passing through the canal on 13-14th, she touched at Port Sudan on the 17th, Aden (21) and arrived at Mombasa on the 27th. In an age when the arrival of the mailship from England was indeed news, the East African Standard reported that she came in with "163 letter and 132 parcel post bags. Mails due in Nairobi on September 29." Southbound, she called at Zanzibar on 2 October, Dar on the 4th and reached Beira on the 8th.
Northbound, Modasa cleared Mombasa on 1 November 1922 and indicative of what William Mackinnon had long strived for: British East Africa as an export colony of raw materials was reflected in her outbound cargo of
To Marseilles : — 1287 bags Ground Nuts, 194 bags Coffee. 1 crate Lion. To London : — 42 bales Bacon. 2332 bags Coffee, 457 bales Tow. ; 400 bales Cedar Pencil. 5116 bags Maize. ] 100 bales Fibre. 36 packages Sundries. 1137 bales Sisal. 254 bales Flax. 2 Tusks Ivory. 112 bales Sansevierra. To Hamburg: — 700 bales Fibre, 3300 bags Maize 1143 bags Gum. 1000 bags Ground Nuts. To Amsterdam :— 114 bags Coffee.
Transiting the Suez Canal on 13-14 November 1922, Modasa called at Marseilles on the 20th and made Plymouth the evening of the 27th where she landed most of her passengers before resuming passage to London where she berthed at Royal Albert Docks on the 29th.
R.M.S. MANTOLA
Mantola went down the Whiteinch ways, Clydeholm, of Barclay Curle on 15 October 1921. On 18 November BI scheduled her maiden voyage, from Middlesbrough on Christmas Eve and from London on 6 January 1922 to Madras and Calcutta.
Built in short order compared to Modasa, and costing £527,000, Mantola was delivered on 14 December 1921 after achieving 13.3 knots on trials, leaving Greenock the next day. She arrived on Teeside on the 17th and proceeded to London on the 24th to share Royal Albert Docks with the new Modasa and Dumala until the latter two sailed on the 30th. Departing on her maiden voyage, under Capt. D.F. James, on 6 January 1922, Mantola passed Gibraltar on the 10th, transited the Suez Canal 20-21, passed Aden on the 26th and called at Colombo on 4 February, Madras 7-9 to make her maiden arrival at Calcutta on the 12th, landing some 48 First Class passengers there.
Mantola was to have departed Calcutta on 9 March 1922 for home, when fire broke out, simultaneously in her aft nos. 4, 5 and 6 holds prior to sailing that evening. The blaze quickly took hold in the flammable cargoes of jute, gunnies, cotton, tea, sugar, goat skins, oil cake and silk, and the fire only got under control by flooding the holds with water.
The British India Steam Navigation Co.'s steamer Mantola, lying at Kidderpore Docks, which was due to proceed on her homeward voyage, on March 16 was found early in the morning with her cargo in holds Nos. 4, 5,6 on fire. Smoke was seen issuing out of No. 4 hold-- according to some, no. 5-- when the men on the night watch were leaving. An alarm was given and steps were taken to bring the fire under control. A Port Trust firefloat and other fire extinguishing appliances were brought into play and with a few hours the fire was extinguished. But it was not before the holds had been flooded that this was done.
There were 105 passengers waiting in Calcutta to proceed home by the Mantola, and the steamer was to take on board 40 passengers more at Madras.
When a representative of the Englishman saw the Mantola, the cranes were hard at work taking out bales of wet jute from No. 4 hold, and the stern of the vessel seemed to be low down in the water. There was also a list to starboard.
The ship looked like a wounded leviathan. Gangs of coolies were rushing here and there directing the cranes and the fire-float was standing by. The fire been brought under control.
It was impossible to find out the cause or origin of the fire or the extent of the damage to the ship. One version, however, is that a cluster of electric lamps was being hauled up out of No. 5 hold when the wire broke and a live end of the wire came in contact with bales of jute, immediately igniting them. Several plates of the ship were badly buckled by the heat, also the steel deck. The first was brought under control by 9 o'clock in the morning, and completely extinguished by 11 a.m..
Captain Westbrook, the Chief Officer of the Fire Brigade, directed the operations of motor and 4 seater fire engines and 40 jets of water were brought into play. The cargo in Nos. 4, 5 and 6 was said to be badly damaged as the holds had to be flooded before the fire could be extinguished. The damage is roughly estimated at about 8 lakhs of rupees. It has been decided to unload all cargo, and examine the ship thoroughly in Saturday, when it will be known when the Mantola will sail on her homeward voyage. It is may be a fortnight or a month hence.
A shipping expert expressed the opinion that the damage was serious; the steamer, he thought, would not be able to leave the docks for a month at least.
The Straits Times, 12 April 1922 (reprinted from the Calcutta Englishman).
Its congested condition caused tremendous clouds of smoke to envelop the ship, this rendering the work of the fire brigade particularly difficult. It was readily seen that the fire had a firm grip of numbers 4,5 and 6 holds from which came long shoots of flame mingling with dense clouds of oily smoke. At first the attention of the brigade was concentrated on number 4 hold, as adjacent to it was a large quantity of spirits.
The difficulties of coping with the conflagration were great, as the iron works of the deck of the vessel were red hot, the side plates being buckled with intense heat in a comparatively short time. However, the fire in No. 4 hold was got under control and attention was then pad to the other portions of the blazing vessel. Luckily the fire had not the encouragement of a strong current of air.
The Straits Times, 21 March 1922.
Mantola's sailing was cancelled and when a similar incident befell City of York, also prior to sailing from Calcutta on the 14th, arson was strongly suspected in both cases.
By then, there were some 300 stranded passengers of both ships at Calcutta looking for alternate homeward passage. As for Mantola, she was pumped out and her damaged cargo removed and with no serious structural damage, was able to sail for home, with passengers and 5,200 tons of cargo, on 23 March 1922. Calling at Madras (29), Colombo on 1 April, Aden (10), transiting the canal 15-16, Marseilles (22) and passing Gibraltar on the 26th, Mantola arrived at Plymouth on 2 May, reporting fine weather for the passage until the Straits of Bonifacio with strong and variable winds all the way up. Of her 109 passengers, 50 landed at Plymouth and she carried on to London's Royal Albert Docks, arriving on the 3rd.
Scheduled to sail again for Madras and Calcutta, from Middleborough on 27 May 1922 and London on 9 June, this was changed on 22 May to 17 and 30 June respectively and to Bombay and Karachi, instead, owing to repairs to her fire damage which were done on Tyneside. Mantola arrived at Middlesbrough on 9 June from there to begin loading. Further delayed, she did not leave Teeside until the 20th, but still kept her advertised sailing from London on the 30th. Passing Gibraltar on 6 July, through Suez (13-14), Mantola arrived at Bombay on the 25th. She sailed from there on 3 August for Karachi where she arrived on the 5th and back at Bombay on 14th. Homewards, she left there on the 22nd, passed through Suez on 4-5 September, called at Malta (8), passed Gibraltar (13) and arrived at Plymouth the morning of the 16th, landing 90 passengers, and arrived at London Royal Albert Docks on the 19th.
Mantola departed Middlesbrough on 14 October 1922 and London on 27th back on the Madras and Calcutta run, passed Gibraltar on 1 November, transit Suez Canal 8-10, Aden (16), Colombo (24), Madras (28) and arrived at Calcutta on 1 December. Homewards, she left there on 17th, called at Madras on the 21st, Colombo (25), Aden (2 January 1923), passed through the Suez Canal (7-8), called at Marseilles (15) and Gibraltar (19) and arrived at London (Royal Albert Docks) on the 24th.
R.M.S. MATIANA
Launched from Barclay Curle's West Yard in Scotstoun on 26 January 1922, Matiana made up a record for the month of eight ships, totalling 52,062 tons, launched at Clyde yards, compared to the previous mark of 40,000 tons set back in 1912. Among them was Donaldson's new Atlantic liner Athenia. On 21 April BI set Matiana's maiden voyage, to Madras and Calcutta, to commence from Middlesbrough on 13 May and from London on the 26th. The next day, it was reported by the Daily Record that the ship "had completed fitting out in Glasgow, and will carry through preliminary trials next week." After making 13.8 knots on trials, Matiana left Greenock on 31 April, arriving at Middlesbrough on 1 May to begin loading for her maiden voyage. By the 19th, she was at Shed 21 Royal Albert Dock, London.
Departing on her maiden voyage to Madras and Calcutta, Matiana (Capt. D.H. Langlands) cleared the Thames on 26 May 1922. Transiting the Suez Canal on 8-9 June, calling at Aden (14) and Colombo (22-23) where she embarked the passengers of P&O's Nore which had made the port after her steering gear failed and an arduous four days getting there with manual steering. After pausing at Madras (26-28), Matiana arrived at Calcutta on the 30th. Having an exceptionally long call there of a month in duration, she departed on 30 July, pausing at Madras (5 August), Colombo (9), Aden (18) transiting Suez on 23-24 August, calling at Malta (28) and Marseilles (1 September), passing Gibraltar on the 4th, Matiana made Plymouth at 9:00 a.m. on the 8th. She reported stormy weather in the Indian Ocean but otherwise fair onwards and landed 25 of her 117 passengers. Matiana's exceptionally large cargo, some 7,046 tons, included manganese ore, jute, hemp, coffee, tea, hides and general merchandise and she was cleared at 9:45 a.m. for London where she arrived on the 9th.
Arriving at Middlesbrough on 28 September 1922 to begin loading for her second voyage, Matiana left there on 7 October for London whence she departed on the 20th, this time for Bombay and Karachi. Passing Gibraltar on the 25th, Matiana, passed through Suez 1-2 November, paused at Aden (8) and reached Bombay on the 15th. She departed there on the 23rd for Karachi, arriving on the 25th. Homewards, she returned to Bombay on 3 December and left for England the next day. Transiting the Canal 16-17th, Matiana called at Malta (21), passed Gibraltar on Boxing Day and reached Plymouth on New Years Eve at 8:30 a.m. where she landed 21 passengers and 328 bags of mail and cleared at 10:30 a.m. for Hull. In all, she had 4,257 tons of cargo for there, 2,616 for Hamburg and 1,271 for Hamburg as she made her rounds.
R.M.S. MALDA
Malda was launched at Barclay Curle on 28 December 1921 and by 17 March 1922 near enough completion for BI to advertise her maiden voyage from Middlesbrough on 1 April and London on the 15th to Madras and Calcutta. However this was amended within two weeks to 4 April and 13 April respectively.
Managing only 12.7 knots on her trials, Malda was delivered on 23 March 1921 and loaded 3,000 tons of cargo at Middlesbrough. Departing London on 13 April, Malda transited the Suez Canal 26-27th, called at Aden 3 May, Colombo (12), Madras (16-18) and arrived at Calcutta on the 21st. Departing Calcutta for home (including a near record number of Continental ports: Hamburg, Bremen, Rotterdam and Antwerp) on 5 July, Malda called at Colombo (14-15), transited Suez (1-2 August), Malta (6), Marseilles (9-10) and made Plymouth at 10:15 a.m. on the 17th, reporting fine weather throughout the voyage. Landing 35 of her 115 passengers there, Malda resumed passage for London for which she had 1,431 tons of cargo to discharge, Antwerp (2,215 tons), Hull (1,100 tons) and finally 769 tons for Hamburg.
Malda was originally programmed to sail again from Middlesbrough on 16 September 1922 and London on the 29th to to Madras and Calcutta but on her departure from Hull (after loading grain) on 29 August, she had been reprogrammed to sail instead to Bombay and Karachi from Middlesbrough 9 September and London on the 22nd.
Not departing Teeside until 12 September 1922, Malda, of course, still kept to her passenger and mail departure from London on the 22nd. Passing Gibraltar on the 27th, she transited the canal 3-4 October and arrived at Bombay on the 14th. Leaving there on the 18th, Malda arrived at Karachi on the 20th. Sailing from Karachi on the 24th, now homewards, she arrived at Bombay on the 25th to load for home. Finally departing there on 7 November, Malda made the usual calls (canal transit, 18-19th, Malta 25th, passed Gibraltar on the 28th and arrived at Plymouth at 2:50 p.m. on 2 December. Encountering "terrific weather in the Mediterranean" and "for two days the liner was unable to enter the harbour at Malta" (Western Daily News, 4 December). Disembarking 66 passengers and 160 bags of mail at Plymouth, Malda was on her way at 5:00 p.m. for Antwerp and Hamburg where she arrived on the 5th.
R.M.S. MULBERA
It was the true end of an epic era in British shipbuilding when the last of British India's long line of "M"s, 17 ships in all, built from 1913-22, was sent down the ways at Alexander Stephens' Linthouse on 14 February 1922, christened Mulbera by Miss Kathrene Mitchell, 8 Kew Terrace, Glasgow. Mulbera was slightly damaged on the starboard poop side plating in a collision with Metagama at the entrance to Govan dock on 17 May, was repaired in dry dock on the 18th. On 16 June BI fixed Mulbera's maiden voyage, to Bombay and Karachi, from Middlesbrough on 1 July and London on the 14th. Making 13.58 knots on trials (the best recorded for the class), Mulbera was handed over on 21 June, under the command of Capt. W.R. Steadman, and her final cost was £511,000.
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| Captain W.R. Steadman, commander of R.M.S. Mulbera. Credit: topfoto. |
One of BI's great commanders, Captain W.R. Steadman was famous as "the cadets' champion," and largely responsible for the establishment of the line's legendary cadet ships and ensuring those under his command were imbued with the traditions, discipline and seamanship that was so much a part of BI. A keen amateur boxer, he was famous for organising matches on deck during the turnaround at Beira.
Captain Steadman started his interesting career in 1894, when he went to the training ship Worcester. After two years and a half in the Worcester, he joined the Loch Line to serve his apprenticeship. When his indentures expired he was in San Francisco in a sailing ship; the ship was held up for some time, so he signed on a seaman and made the trip home in that capacity.
He then joined the British India Co., and has since served in 18 of their ships. His first command was the Berbera, in July, The Berbera was the first cadet ship of the fleet. it was largely due to Captain Steadman's interest that the company decided to start cadet ships. The Berbera was torpedoed in the Mediterranean and sank half-an-hour later, but not before Captain Steadman, with a gunner and a cadet, had registered a hit on the submarine as came to the surface.
Next Captain Steadman joined the Waipara, another cadet ship, which was also torpedoed. That was in August, 19114, and she was mid-way between Havre and Southampton when the torpedo struck. With three of her compartments fitted, the was taken in tow by Southampton tugs and beached at Netley Hard. .
From September. 1918, to February 1922, Captain Steadman commanded the passenger ship Manora, which was fitted to carry 18 cadets. In March, he became commander of the company's newest passenger ship, Mulbera, which took the Duke and Duchess of York to East Africa, in November. 1924. the Mulbera, the new commodore went to the Nevasa, in 1928.
Liverpool Journal of Commerce, 9 February 1935.
Arriving at Middlesbrough on 24 June 1922 to begin loading for her maiden voyage, Mulbera entered the Royal Albert Docks, London, on 5 July, sailing for Bombay and Karachi on the 14th. She would be, in fact, the last new British India Home Line passenger liner to make her maiden voyage to India, and indeed the last new Home Line passenger ship to enter service until… Kenya of 1951!
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| Credit: Western Morning News, 28 September 1922. |
Making the traditional waystops "out East" Mulbera passed Gibraltar on 19 July 1922, transiting the Suez Canal for the first time 26-27th and arriving Bombay on 8 August. Leaving there on the 19th for Karachi, she arrived on the 21st to load for her maiden homeward voyage. Clearing Karachi on the 28th, Mulbera left Bombay on 1 September for Antwerp, Hull and intermediate ports. Transiting the canal on 14-15th, passed Malta on the 18th, called (unusually) at Algiers on the 20th and passed Gibraltar on the 22nd, arriving at Plymouth at 7:35 a.m. on the 27th. "A strong monsoon was experienced in the Indian Ocean, but then the weather was fine to the Bay of Biscay. There a southerly gale was encountered with high seas." (Western Morning News, 28 September).
For ships whose careers were accomplished far from newspaper accounts, the Western Morning News of 28 September 1922 provided a rare and wonderful accounting of Mulbera's maiden voyage.
With nearly 100 passengers and practically 11,000 tons of cargo, the Mulbera, of the British India Line, arrived at Plymouth yesterday on her maiden voyage. Captain W. R. Steadmian is in command of the latest addition to the fleet of the British India Co., and the manner in which he and his officers were cheered by the passengers yesterday was adequate testimony of the fact that the Mulbera has been happy ship.
As the great majority of her passengers were demobilized officers, 'axed' home from India and Mesopotamia, as they said, they naturally evinced a great deal of interest in the developments in the Near East. In the Mediterranean six light cruisers were seen steaming east, whilst after passing Gibraltar a destroyer flotilla and also a battleship were sighted. The latter put her searchlights on the homeward-bound liner, which morsed her name, her destination, and the number of her passengers. The warship, however, was nob equally communicative, and did not disclose her identity, the passengers having to be content with the bare knowledge that it was 'H.M.S….'
On Tuesday morning the Mulbera heard the S.O.S. call from the French steamer P.L.M. 8, which reported that she was ashore on the rocks at Cape Razo, Portugal. Later news was to the effect that the British steamer Almanzora was assisting the P.L.M. 8.
Passengers by the Mulbera were enthusiastic in their praise of the discipline displayed on the new ship. On the outward voyage the lifeboats, from secured positions, were swung out ready for lowering in one minute forty seconds, but on the homeward trip the average time was even better, one minute ten seconds being the time. In 38 seconds all the water-tight doors were closed by direct action from the bridge. As an instance of the rapidity with which the crew assembled at fire stations, the passengers related yesterday that at the drill three and the Downton pump were hoses in 62 seconds, whilst 75 seconds sufficed for working a smoke helmet party to enter and start work in No. 2 hold.
Theory is all very well,' said one passenger yesterday, 64 but on the Mulbera we had an example of what can be done in all emergency, as on the morning of the 16th inst. there was an alarm of man overboard.' In 1 min. 25 sec. the emergency boat got away in charge of Cadet Officer Bush. Cadets also manned the boat, which picked up the man, a Lascar, in 6 min. 50 sec. Within 28½ minutes from the time of the alarm the lifeboat was again secured in its usual place, and the Mulbera was again steaming full speed ahead.
It was the kind of "smart work," the result of the discipline and traditions, imposed and incalculated on the youngest cadets, that characterised every BI ship and would imbue the "Ms" throughout their 161 years combined service and evidenced at the very onset of what would be a 32-year career for Mulbera.
Landing all 88 of her passengers at Plymouth, Mulbera carried on to Hull (for which she had 4,188 tons of cargo) and Antwerp with her remaining 6,784 tons. She arrived at Hull, docking at King George V Dock on 29 September 1922.
On her second voyage, Mulbera left Middlesbrough on 21 October 1922 and London on 3 November for Bombay and Karachi. Passing "Gib" on the 8th, Malta on the 11th, transiting the canal on 14-15th, Mulbera reached Bombay on the 25th. Clearing there for Karachi on 1 December and returned on the 11th to complete loading for home. Sailing from Bombay on the 22nd for England, Mulbera called at Aden 28th, passed through the Suez Canal 2-3 January 1923, called at Malta (7), passed Gibraltar (10) and made Plymouth at 3:00 p.m. on the 14th. According to the Western Morning News (15 January), "fine weather was encountered to Port Said, but on the way to Malta a gale was encountered, and in the Channel there was a little fog." Landing most of her 66 passengers and 40 bags of mail there, Mulbera resumed to passage to London.
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| P&O-BI poster, 1922. Artist: Henry George Gawthorn. Credit: invaluable.com |
1923
R.M.S. MADURA
Madura began the New Year with her first voyage on the East African Home Line, departing Middlesbrough on 27 January and London on 9 February 1923. Passing Gibraltar on the 14th, Madura went through the Suez Canal 21-22, made her maiden call at Port Sudan 25-26, called at Aden (1 March) and arrived at Mombasa on the 7th. Among those landing were Lord Broom, Mrs. Playfair and her two daughters. Madura was joined at Kilindini by the northbound Modasa before continuing south to Beira on the 11th to Zanzibar, Dar es Salaam (14) and arriving at Beira on the 17th. Northbound, Madura cleared Beira on the 23rd for Dar es Salaam (27), Zanzibar and Mombasa (2 April). Sailing from Mombasa at noon on the 5th, she numbered among her passengers Lady Archer from Uganda bound for a few months in England, Brig.-Gen. Charrington, also visiting England, and owner of a coffee plantation in Koru, and Indian delegates attending an Imperial conference in London. Calling en route at Aden (11), Port Sudan (14), passing through the canal 17-18th, calling at Marseilles (23), Madura arrived at Plymouth at 2:15 a.m. on 2 May. Landing 10 of her 107 passengers, she resumed passage to London at 6:50 a.m., berthing at the Royal Albert Docks on the 3rd.
On next voyage, destined for Madras and Calcutta, Madura left Middlesbrough on 29 May 1923 and London on 8 June. Passing Gibraltar on the 13th, calling at Malta (17), transiting Suez 20-21, pausing at Aden (26), calling at Colombo (3-4 July), Madras (7-8), Madura reached Calcutta on the 11th. Homewards on the 29th, Madura stopped at Madras on 5 August, Colombo (9), transited Suez (24-25), paused at Malta (29) and Marseilles (2 September) before arriving at London (Royal Albert Docks) on the 10th and Hull on the 15th.
Keeping to the Calcutta Home Line, Madura sailed from Middlesbrough on 27 October 1923 and 10 November from London, proceeding direct to Suez (21-22) and calling at Aden (28), Colombo (6-7 December), Madras (10-11), made Calcutta on the 14th.
R.M.S. MODASA
Modasa, which sailed from Hamburg on 29 December 1922, proceeded to London and departed there on 12 January 1923 for East Africa. Passing Gibraltar (17), going through Suez (23-24), calling at Port Sudan (27-28) and Aden (31), she arrived at Mombasa on 7 February. Among those landing there was Sir Geoffrey Archer, KCMG, Governor of Uganda, and Lady Archer, who transhipped to Modasa at Aden from the P&O mailship and would travel by railway to Entebbe.
BY THE “MODASA” MANY OLD KENYANS RETURN.
Several Distinguished Visitors.
A large number of well-known Kenya people have returned to this country on the B.I. steamer Modasa, and some of them arrived in the capital yesterday at noon and by the ordinary train at 6 o’clock in the evening, which was delayed for three hours owing to an accident to the engine. Among those whose names call to memory well-known faces are Capt. Duncan Beaton, Miss M. A. Duncan, Mrs. Langridge, Mr. and Mrs. R. R. Oswald, Mr. T. Vauhegan, and Mr. and Mrs. Woriledge.
Distinguished visitors included Lord and Lady Howard de Walden, who are staying at Government House, Sir Charles Markham and Lady Markham, Col. Sir T. Pilkington, Sir J. F. Ramsden, Bart. Lady Ramden and family, Mr. G F. Buxton and Major K. Buxton. Sir Geoffrey and Lady Archer.
East African Standard, 10 February 1923.
Modasa proceeded south, calling at Zanzibar on 9 February 1923, Dar es Salaam (11-12) and arrived Beira on the 17th. Homewards, she departed on the 28th, calling at Dar (5 March), Zanzibar (7) and departing Mombasa on the 10th. Among those aboard were Sir Charles and Lady Bowring, Lady Jex Blake, the Dowager Countess of Pembroke and Lady McMillan, "the Nairobi Railway Station presented a crowded scene yesterday to see the down mail leave carrying a large number of well-known people who are sailing for Europe by the s.s. Modasa," reported the East African Standard (10 March). Calling at Port Sudan (19), transiting Suez on 22-23rd and calling at Marseilles on the 29th, Modasa arrived at Plymouth at 2:00 a.m. on 6 April. She reported "stormy weather in the Mediterranean and again off the coast of Portugal," and landed 40 of her 107 passengers there before resuming passage to London where she docked on the 7th.
Clearing the Royal Albert Docks on 4 May 1923 for East Africa, Modasa passed Gibraltar (9), going through Suez (15-16) and calling at Port Sudan (19-20), Aden (22), arrived at Mombasa on the 30th. Southbound, she called at Zanzibar (2 June), Dar es Salaam (3) and got into Beira on the 7th. Northbound from there on the 16th, Modasa made quick work of her intermediate ports (Dar, 20, Zanzibar 22) and left Mombasa on the 26th. Putting in at Port Sudan on 5 July, she went through the canal 7-8th and called at Malta (11) and Marseilles (15) before arriving at Plymouth at 1:30 p.m. on the 22nd. Passenger carryings on this route were remarkably consistent and coming in with 114, she landed 30 there before clearing for London for which she had 5,451 tons of cargo. The voyage was marred by the tragic death of Arthur George Bray, aged 32, who was the second officer of the Clan liner Clan McNaughton who took ill aboard his ship and hospitalised in East Africa and recovering well, took Modasa home and even passed his former ship at sea the day before Malta. Sadly he suffered a fatal heart attack right afterwards and buried at sea.
British India liked to "mix up" assignments for their "Ms" and before she got too settled into her East African routine, Modasa was reprogrammed to sail, and from Rotterdam initially, on 1 September 1923 (Middlesbrough 18th and London 28th) to Bombay and Karachi. Passing "Gib" on 3 October, through the canal on 10-11th, and calling at Aden on the 15th, Modasa arrived at Bombay on the 21st and Karachi on 2 November. For home, she left there on the 9th, loaded at Bombay (11-15) and sailed on the 16th, calling at Aden (22), Suez Canal transit (27-28) and Malta (4 December) and reached Plymouth on the afternoon of the 11th. She reported a strong N.N.W. gale in the Mediterranean and strong westerlies in the Bay of Biscay en route. Landing all her 74 passengers and 36 bags of mail, she resumed passage for her intermediate ports for which she had a huge 11,755 ton cargo to discharge. New on this trip as BI experimented with continental calls was Le Havre (12th) as well as Leith on the 16th.
R.M.S. MANTOLA
Mantola, which returned from Calcutta and Madras on 24 January 1923, made her next departure, from Middlesbrough on 17 February and London on 2 March, to the same destinations. Transiting the Suez Canal on the 14-15th, calling at Aden on the 19th and Colombo (27) , she paused at Madras 30-31 and arrived at Calcutta on 2 April. Commencing her homeward voyage on the 18th, Mantola left Madras on the 23rd and Colombo on the 26th, went through the Suez Canal 11-12 May. Calling at Marseilles on the 18th, Mantola came into Plymouth at 3:00 a.m. on the 25th with 117 passengers and 3,639 tons of cargo, landing 32 passengers there and carrying on to London later that morning where she berthed at Royal Albert Docks on the 26th.
On her next voyage, Mantola was finally off to Bombay and Karachi from London on 31 August 1923 (after no fewer than five postponements), passing Gibraltar on 5 September and calling at Malta (9), she went through the canal 14-15th, touched at Aden on the 19th and arrived at Bombay on 25th. Sailing for Karachi on 4 October, Mantola called there 7-11 and left departed Bombay for England on the 19th. Enduring a terrible voyage all the way with very stormy conditions, she called at Aden (25), Suez canal (30-31) and Malta 4 November, and was two days late getting into Plymouth at 2:30 p.m. on the 14th. Landing all of her 35 passengers there, Mantola cleared for Le Havre, Hamburg, Leith, Middlesbrough and London to discharge her big 12,000-ton cargo.
R.M.S. MATIANA
Matiana which had ended 1922 on the Bombay/Karachi run, stuck to it into 1923, sailing from Middlesbrough on 27 January and London on 9 February or that was the plan. Instead, she developed "engine trouble" (affecting one of her turbines) soon after departure whilst still in the Thames and forced to return to King George V Dock. Her 60 passengers were landed and entrained for Plymouth where it was arranged to have the P&O mailship China divert and call on the 12th to pick them up, she being delayed getting owing to bad weather in the Channel.
Repaired, Matiana left London on 17 February 1923, transiting the canal on 1-2 March, calling at Aden (6) and arriving Bombay on the 18th. Back in the port on the 26th after her roundtrip to Karachi, Matiana sailed for home from Bombay on the 30th, calling at Aden (6 April), transiting the canal (10-11), calling at Malta (15) and making Plymouth at 6:00 a.m. on the 23rd, reporting "favourable weather" throughout the voyage. She had 166 passengers (of the 167 aboard) and 377 bags of parcel post to land there and sailed for her intermediate cargo working ports of Dunkirk (950 tons), Hamburg (4,710 tons) and Middlesbrough with 2,500 tons of manganese ore.
Her second voyage of 1923 took Matiana to Madras and Calcutta, from Middlesbrough 16 May and London on the 25th. Transiting the canal on 5-6 June, calling at Aden (11), Colombo (19-20), Madras (23-24) and arriving Calcutta on the 27th. Bound for home, Matiana cleared the Hooghly on 17 July, pausing at Madras (22-23), Aden (4 August), transiting the canal 10-11, calling at Malta (15) and Marseilles (18), made Plymouth at 9:30 a.m. on the 25th where she landed 22 passengers and 30 bags of mail and 8,000 tons of cargo to discharge at London and Middlesbrough (12 September).
Continuing to alternate between the two Indian Home Lines, Matiana was next off to Bombay and Karachi from Middlesbrough 20 October 1923 and London on 9 November. Calling en route at Malta (17), going through the canal 20-21, pausing at Aden (27), Matiana arrived at Bombay on 5 December. Leaving there on the 10th for Karachi, she reached there on the 12th. Homewards, she sailed from Bombay on the 28th.
R.M.S. MALDA
Making her first voyage of the year, to Madras and Calcutta, Malda cleared London on 19 January 1923. Calling at Malta on the 27th, she passed through Suez 31st, called at Aden (5 February), Colombo (13), Madras (15-17) and made Calcutta on the 19th. Sailing homewards on 12 March, Malda called at Madras (17), Colombo (19), Aden (27), transited the canal (1-2 April), called at Marseilles (9) and ran into a fearsome westerly gale in the Bay of Biscay which had her hove-to for some time. She finally made Plymouth at 5:45 a.m. on the 16th. Of her 103 passengers, 36 disembarked there and she resumed passage to London.
Again for Madras and Calcutta, Malda departed Middlesbrough on 4 May and London a week later. Calling at Malta (19), she passed through the Suez Canal 24-25th, called at Aden (29), Colombo (5-6 June), Madras (8-9) and arrived at Calcutta on the 12th. Clearing there for England on 2 July, Malda called at Madras on the 6th and Colombo on 10th, hitting a heavy monsoon in the Indian Ocean and thence to Aden (20), through the Canal (26-27), Marseilles (3 August) and got into Plymouth at 3:00 a.m. on the 10th, slightly delayed by fog in the Channel. She landed 35 of her 95 passengers and 89 bags of mail there, sailing at 7:00 a.m. for London with a "large general cargo," where she docked on the 11th, and later made the rounds of continental ports including Antwerp (arriving 5 September).
Sticking to the same route, unlike her sister "Ms", Malda sailed again for Madras and Calcutta from Middlesbrough on 29 September 1923 and London on 13 October. Transiting Suez on 26-27, she paused at Aden 1 November, called at Colombo (10), Madras (13-14) and reached Calcutta on the 19th. Leaving for home on 5 December, Malda called at Madras (8-9), Colombo (13), transited Suez 26, called at Marseilles on 2 January 1924 and after passing Gib in the 6th, hit very strong gales again in the Bay of Biscay. On arriving at Plymouth the evening of the 10th, the extent of the tempest was related to the Western Morning News (12 January):
Very unfavourable weather all the way from Marseilles to the Channel was the experience of the British India liner Malda, which was at Plymouth during the early hours of yesterday morning. There was a gale off the coast of Portugal, but in the Bay of Biscay so furious was the storm that the steamer had to be hove to for over 24 hours.
Forty feet high is the captain's estimate of the seas during the height of the hurricane, whilst from. crest to crest there was a distance of nine hundred feet.
Passengers who landed at Plymouth yesterday declared the storm to have been of exceptional severity. The Malda, they said, behaved splendidly throughout the gale, and if a further tribute is required as to her seagoing capabilities there is one ready at hand, as several passengers who had arranged to land at Plymouth decided, owing to the lateness of the hour of arrival, to continue their Channel, despite the buffeting the Malda voyage up had experienced in the Bay of Biscay.
R.M.S. MULBERA
Mulbera's first outward voyage of 1923, from Middlesbrough on 10 February and London on the 23rd, took her to Bombay and Karachi. Among her passengers was the Earl of Mount Edgecumbe, bound for Port Said, and thence to Luxor, Egypt, as a guest of the Earl of Carnarvon. Mulbera arrived Port Said on 6 March and then transited the canal. She reached Bombay on the 18th and Karachi on the 27th. Britain-bound, Mulbera cleared Bombay on 13 April, transited the canal 24-25th and arrived at Plymouth the morning of 5 May, reporting "fine weather throughout the voyage, with the exception of fog off the coast of Portugal." All 163 passengers disembarked there and she had 11,533 tons of cargo for Dunkirk and Antwerp for which she resumed passage at 11:00 a.m.
Bound for Madras and Calcutta on 9 June 1923 from Middlesbrough and 22nd from London, Mulbera was again "bound East." Passing Gibraltar on the 27th, she went through the canal on 3 July, paused at Aden (9), Colombo (15-16) and Madras (18-19) and arrived at Calcutta on the 23rd. Well loaded for home, Mulbera left Calcutta on 15 August, adding to her holds at Madras on the 19th and Colombo 22-23rd, transited Suez 6-7 September, called at Marseilles (12-13) and anchored in Cawsend Bay, Plymouth at 11:20 a.m. on the 19th just long enough to land 22 passengers and off for London by noon, to arrive there the next day.
Mulbera sailed again on 10 November 1923 from Middlesbrough and London on the 24th, for Madras and Calcutta. Going through the Suez Canal on 5-6 December, she called at Aden on the 11th, Colombo on the 19th, Madras on the 22nd and reached Calcutta on Boxing Day.
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| BI official postcard for the M3s, stamped for Mulbera, and showing the "P&O" livery adopted for BI ships in mid 1924. Credit: eBay auction photo. |
1924
R.M.S. MADURA
Having arrived Calcutta from England on 14 December 1923, Madura headed for home on 3 January 1924. Calling en route at Madras (9), Colombo (12), Aden (20), Suez (25), Port Said (25) and Marseilles (2 February), and with "favourable weather prevailing throughout the voyage," she arrived at Plymouth at 6:30 a.m. on 8 February, in company with Domala, inbound from Bombay. Twenty of Madura's 67 passengers disembarked there and by 9:30 a.m. she was on her way to London and Continental ports.
During her turnaround, Madura was apparently repainted in the revised livery for BI ships that duplicated that for P&O, save funnel colours, with upper works now in the sombre "stone" colour which certainly did nothing for their appearance. As this change coincided with the introduction, in May, of BI's new Tairea (followed by Takwila and Talamba) on the Calcutta-Japan run, it is probable Madura was one of, if not the first, of her class so attired, possibly for the first official imperial occasion an M3 would figure in.
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| Madura shows off the revised "P&O livery" for BI ships with stone-painted upperworks, on arrival at Madras on 15 April 1924 with the new Governor of Madras arriving aboard. Credit: Daily Mail. |
Madras and Calcutta were again were her destinations on Madura's next voyage, from Middlesbrough on 8 March 1924 and London on the 15th. This voyage featured an unusual outbound call at Marseilles on the 23rd to accommodate the travel, overland from London Victoria on the 31st, of Viscount and Viscountess Goschen, and daughter, the new Governor of Madras, who were seen off at the station by Lord Milner, Lord Crawford, Sir Malcom Seton, Mrs. S. K. Brown and Sir D.M. Dalal. Madura, transiting the canal 28-29, calling at Aden on 3 April, and Colombo (11), arrived at Madras on the 14th and the new Governor welcomed with all the imperial pomp and circumstance of The Raj:
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| Arrival of Viscount Goschen at Madras from Madura. Note the porthole windscoops, a practice discouraged by many BI captains as it marred the appearance of the ship! Credit: Daily Mail. |
The Right Honourablee Viscount Goschen of Hawkhurst, G. C. I.E. , C. B. E. , Governor-designate of Madras, accompanied by Viscountess Goschen anl heir daughters the Hon. Ceily Cost hen and the Hon. Mrs. Balfour, arrived in Madras this morning by the steamer ss. Madura.
On arrival of the steamer, the acting Chief Secretary to the Government of Madras, the General Officer Commanding Madras Forces and the Chairman of the Madras Port Trust went on board the ss. Madura. As His Excellency alighted from the vessel a salute of 17 guns was fired from the ramparts of Fort St. George. Their Excellencies drove in state escorted by the Governor's bodyguard. On arrival at banquetting hall, His Excellency inspected the guard of honour furnished by a detachment of the Green Howards. Their Excellencies were received the banquetting hall by the Chief Justice of Madras, the Bishop of Madras, members of His Excellency's Executive Council and the Ministers. The Chief Secretary to the Government of Madras read the warrant of appointment and the oath of allegiance was administered by the Chief Justice. His Excellency then took seat and a further salute of 17 guns was fired, announcing his assumption of office.
Civil & Military Gazette, 15 April 1924.
Leaving Madras on 15 April 1924, Madura proceeded to Calcutta, reached on the 18th. Another fair weather voyage beckoned on the way home, from Calcutta on 2 May, Madras (8), Colombo (11), Aden (19), Suez (24, Port Said (25) and Marseilles (1 June) with Madura getting into Plymouth at 3:30 p.m. on the 7th with 113 passengers, 20 of whom left her there, and she was cleared for London that early evening. After calling at Hamburg, she arrived at Middlesbrough on the 22nd.
A change of scene following drydocking at Falmouth awaited Madura which was dispatched on her first voyage to East Africa from Antwerp on 13 September 1924, Middlesbrough the 20th and London on 2 October. Among her passengers were Earl Kitchener, Lady Francis Scott and Baron W.S. de Ropp as Kenya Colony during its "Happy Valley" 'twenties heyday continued to attract the cream of British society. Making a quick run out, Madura transited the Suez Canal 13-14th, called at Port Sudan (17), Aden (22) and arrived at Mombasa on the 28th. Heading south on 2 November, Madura stopped at Dar es Salaam (3) and reached Beira on the 7th. Northbound, she sailed on the 20th, calling at Zanzibar on the 26th, Tanga (27) and getting into Mombasa on the 28th. She sailed for England on 1 December, having among her passengers, W.G. Ormsby-Gore, heading an East African Parliamentary Commission, en route to London. Stopping at Aden (8), Port Sudan (12), and Marseilles, Madura faced stormy weather up from Gibraltar and "gales and high seas raged incessantly for three days, the storm being at its worst between Finisterre and Ushant. Several vessels were heard sending out 'S.O.S.' signals, but one was in the near vicinity of the Madura." Madura reached Plymouth at 1:45 p.m. on the 30th. Landing 16 of her 47 passengers there, she then proceeded to London.
R.M.S. MODASA
Departing Middlesbrough on 12 January 1924 and London on the 19th, Modasa made her first voyage in the New Year to Madras and Calcutta. Passing Gibraltar on the 24th, transiting the Suez Canal 1-2 February, calling at Aden (6), Colombo (15), Madras (17-18), Modasa came into the Hooghly on the 22nd. Bound for home, she sailed on 9 March, calling en route at Madras (15, Colombo (19), Aden (27, Suez (2 April), Port Said (3) and Marseilles (9) and made Plymouth the morning of the 16th, "with the exception of a moderate north-east monsoon in the Indian Ocean, the weather was fine throughout the voyage," (Western Morning News, 17 April) and landing 20 of her 90 passengers, Modasa carried on to London and continental ports to discharge her 8,073-ton cargo. She arrived at London on the 17th, Hamburg (26).
Bombay and Karachi were the destinations of Modasa's next voyage from London on 6 June 1924. Passing Gibraltar on the 11th, she arrived at Port Said on the 16th and completing her transit of the canal on the 19th, called at Aden (24) and reached Bombay on the 30th and Karachi on 11 July. Homewards, Modasa, which left Karachi on the 17th and Bombay on the 25th, called en route at Aden, Suez (8 August), Port Said (9) and Malta (13) and arrived at Plymouth at 3:30 p.m. on the 21st. Landing all her passengers there, she proceeded to Hull (23) and Dunkirk to discharge her cargo.
Alternating between the Indian Home Lines, it was back to Madras and Calcutta for Modasa, from Middlesbrough on 13 September 1924, Antwerp (20) and London on the 27th. Transiting Suez 9-10 October, Modasa called at Colombo (24), Madras (26-27) and arrived Calcutta on the 30th. The England-bound Modasa, and home by Christmas, left Calcutta on 15 November, calling at Madras (22), Colombo (25), Aden (3 December), Suez (8), Port Said (9) and Marseilles (16), she got into Plymouth at 1:30 a.m. on 22 December. "With the exception of a cyclone in the Bay of Bengal, fine weather was experienced through the voyage," noted the Western Morning News (23 December). Of her 29 passengers, 14 were landed there and she was cleared at 8:00 a.m. for London and intermediate ports to discharge her 8,855-ton cargo. Modasa arrived London on the 23rd.
R.M.S. MANTOLA
Bound for East Africa in advance of the New Year, Mantola cleared London on 28 December 1923. Passing Gibraltar on 3 January 1924, Mantola went through the Suez Canal 10-11th, called at Port Sudan 14-16th, Aden (19) and arrived at Mombasa on the 25th. Calling southbound at Zanzibar (30-31), and Dar es Salaam (2 February), Mantola reached Beira on the 5th. Northbound, she left on the 11th, calling at Dar es Salaam (15) and Zanzibar (17) and arrived at Mombasa. Among her England-bound cargo loaded there were 30 cases containing the materials for Kenya Colony's exhibit at the Empire Exhibition at Wembeley, London including a large relief map.
The B.I. steamer Mantola is sailing either to-day or to-morrow homewards bound and all. the remaining exhibits for the Empire Exhibition are being sent by her. The relief map of Kenya Colony is one of the items shipped. It is contained in 30 cases, all beautifully packed, under Mr. Stobbs’ supervision, in paper and hay, so with any luck it should arrive undamaged in London.
The s.s. Mantola is a twin screw turbine and one of the B.I. newest boats, being launched in December, 1921. Her tonnage is just on 9,000 and she carries 100 first-class and 40 second class passengers, in exceptionally nice and roomy cabins, whilst. her deck space is both large and spacious. I also hear that a special feature is the excellent food which is provided.
East African Standard, 23 February 1924.
Departing Mombasa on 23 February 1924, Mantola called at Aden, Port Sudan (4 March), Suez Canal, and Marseilles (13) and made Plymouth at 2:00 a.m. on the 21st, reporting fine weather all the way to Gibraltar, "thence strong easterly winds, with frequent rain," up. Of her 100 passengers, 33 disembarked there and 91 bags of mail went with them, before Mantola continued on to London(arriving 22nd) and intermediate ports.
Beira-bound again, Mantola cleared Antwerp on 2 April, Rotterdam on the 4th and London on the 17th. Calling at Port Sudan (2-4 May), she arrived at Mombasa on the 13th and made southbound calls at Zanzibar (18), Dar es Salaam (19) and arrived Beira on the 23rd. Northbound on 5 June, she called unusually at Lourenço Marques on the 8th, Dar and Zanzibar on the 11th and left Mombasa on the 15th. Making the usual waystops at Aden (21), Port Sudan (24), transiting the Canal (27-28), and calling at Marseilles (5 July), Mantola had fine weather throughout the voyage, and arrived at Plymouth at 8:15 a.m. on the 11th. Thirty-two passengers (of the 75 aboard) and 58 bags of mail went ashore there (along with a lion, lioness and a 3½-year-old baby elephant for a "well-known London dealer." "All are in good condition, and have stood the long voyage remarkably well. The elephant has been fed on hay, whilst the other animals had a daily ration of flesh, a stock having been provided in the cold storage room." (Western Morning News, 12 July). Mantola departed for London and European ports with 6,370 tons of cargo for discharge.
It was reported in the East African Standard, 24 May 1924, that The British-India Steam Navigation Company intends running . regular 28 day service between London and the East Coast. The boats to be employed include the well-known passenger steamers Nevasa, Mantola, and Mashobra. Cargo steamers will also be on the route.
Taking a break from the East African run, Mantola was destined for Madras and Calcutta on her next voyage, from Middlesbrough on 16 August 1924 and London on the 30th. Passing Gibraltar on 4 September, she arrived at Port Said on the 11th and transited the canal the next day, touched at Aden (18), Colombo (27), Madras (30 September-1 October) and reached Calcutta on the 5th. Homewards, Mantola cleared the Hooghly on the 23rd, stopping at Madras (25-28), Colombo (30-31), Aden (8 November), Suez (13), Port Said (14) and Marseilles (22) and made Plymouth at 1:15 p.m. on the 30th. The weather from Gibraltar was atrocious with a westerly gale from Cape Trafalgar to Cape Roca and a south to south-west gale in the Bay of Biscay with high seas and heavy rain. She came in with 75 passengers, landing just a few there, and continued on to London and Teeside with a very heavy cargo of some 10,000 tons.
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| Matiana in "P&O livery" adopted in 1924. Hoffman photo postcard. Credit: eBay auction postcard. |
R.M.S. MATIANA
Having departed Bombay on 28 December 1923, Matiana rang in the New Year homeward-bound. Calling at the usual waystops-- Aden (3 January 1924), Suez Canal (7-8), Malta (12) and arrived at Plymouth on the 20th in the evening, landing "a few passengers and 25 bags of mail," before proceeding to London where she berthed in Victoria Dock on the 22nd.
For Bombay and Karachi from Middlesbrough on 20 February 1924 and London on the 29th, Matiana would make an outbound call at Malta this trip on 9 March, and after transiting the canal 12-13, arrived Bombay on the 24th. Departing there for Karachi on the 31st, she returned to Bombay on 7 April to load for home. Sailing on the 18th, Matiana touched at Aden on the 24th, went through the canal 29-30th, called at Malta 3 May and arrived at Plymouth at 5:00 a.m. on the 11th where she landed all 167 of her passengers and on her way at 9:30 a.m. to Le Havre (12) and Hull (17).
From Middlesbrough on 21 June, Antwerp a week later and London on 5 July 1924, Matiana was again outbound to Madras and Calcutta, numbering among her passengers Sir Leslie and Lady Miller, bound for Madras. Passing through the canal 17-18th, Matiana called at Colombo on the 30th, Madras (2-3 August) and arrived Calcutta on the 8th. Homewards, she left there on the 28th, calling at Madras (2 September), Colombo (6 ), Aden (14), Suez Canal (19-20) and Marseilles (27). She got into Plymouth at 5:00 a.m. on 4 October after a fair weather voyage all the way. Of her 96 passengers, 20 landed there and she had 4,500 tons of cargo for discharge at London, 1,600 tons for Hamburg and 1,689 tons for Middlesbrough.
Making her first voyage on the route, Matiana left for East Africa from Middlesbrough on 22 October 1924 and London on the 30th, going out with a glittering "Happy Valley" era set of passengers including Sir George Noble, Bart; Sir Arthur and Lady Pease, Capt. The Hon. David and Mrs. Leslie Melville, Lord Egerton of Tatton, and the Hon. Bruce Oglivy. Transiting the canal 13-14 November, Matiana called at Port Sudan (18) and arrived at Mombasa on the 27th. Sailing south on 3 December, she stopped at Tanga (4), Zanzibar, Dar es Salaam (6) and arrived at Beira on the 10th. Bound for Britain, Matiana cleared Beira on 20 December and calling en route at Dar (24), spending Christmas Day at Zanzibar, departing Mombasa on the 30th, proceeded to Aden (5 January 1925), Suez Canal (11), Marseilles (19), arrived at Plymouth at 10:00 a.m. the 25th. She had but 20 passengers aboard but 5,467 tons of cargo for London.
R.M.S. MALDA
Starting the New Year with a new destination for her--East Africa-- Malda left Middlesbrough on 9 February 1924 and London on the 16th for the Suez Canal (27-28), Port Sudan (2-4 March), Aden (7), Mombasa (13-17), Zanzibar (18), Dar es Salaam (19) and Beira (24). Departing Beira for home on 4 April, Malda embarked Sir Horace Byatt, Governor of Tanganyika, returning home, at Dar es Salaam on the 9th, called at Mombasa (10-13), Port Sudan (17-21), transited the Suez Canal (24-25) and an otherwise routine voyage became more adventurous on 1 May when an S.O.S. message was received from the Hain Line steamer Treneglos which had lost her screw south-east of Toulon, en route from Italy to Argentina. Malda, which was close to the stricken vessel, came on the scene and attached a towline to her and towed her into Marseilles on the 3rd. Departing there at noon the following day, Malda arrived at Plymouth on the 10th and the Western Morning News the next day gave a full accounting her rescue of Treneglos:
A hazardous feat of salvage was successfully performed in the Mediterranean by the Malda, of the British India Line, during her trip from Calcutta and East African ports. She arrived at Plymouth on Saturday, when a graphic story was told of how, on May 1, her wireless operator picked up an 8.0.8. call from the steamer Treneglos, which was on a voyage from Italy to Buenos Ayres. When the first message was received the vessels were 40 miles apart, and the captain of the Malda rushed his ship at full speed towards the stricken steamer, which had lost her propeller, and was being driven nearer the Corsican shore.
When she was sighted she was 18 miles from the coast, but she drifted to within five miles of the rocks before she was placed under tow. A heavy swell made salvage operations difficult, and a 7-inch hawser broke twice before the vessels got under way.
Landing 29 passengers at Plymouth, Malda cleared for London and continental ports at 1:00 pm on 10 May 1924, arriving at Hamburg on the 21st.
Back on the Bombay and Karachi run, Malda sailed from Middlesbrough on 28 June 1924, Antwerp a week later and London on 18 July. Calling outbound at Malta on the 27th, transited the canal (30), paused at Aden (5 August) and arrived at Bombay on the 11th. Leaving for Karachi on the 16th, she called there 18-23, and returned to Bombay whence she departed for England on 5 September. Calling at Aden (12), passing through the canal 18-19, and Malta on the 22nd, Malda reached Plymouth at 11:00 p.m. on the 29th having encountered a strong monsoon in the Arabian Sea and rough weather in the Bay of Biscay. She landed 72 passengers there and cleared for Leith (2 October) and continental ports.
From Middlesbrough on 8 November 1924, Antwerp a week later and London on the 22nd, Malda departed for Madras and Calcutta. Passing Gibraltar on the 27th, she transited the canal 4-5 December, called at Aden (11), Colombo (19-20), Madras (23-24) and arrived at Calcutta on the 27th.
R.M.S. MULBERA
Mulbera, which arrived at Calcutta on 26 December 1923, rung in the New Year there, not leaving for home until 19 January 1924. Calling at Madras (24), Colombo (26), Aden (3 February), transiting the Suez Canal (7-8), and calling at Marseilles (15) but encountering stormy weather en route (a strong northeast gale off the Portuguese coast), did not reach Plymouth as scheduled on the 22nd, but the following morning. Of her 96 passengers, 29 went ashore there and she was cleared at 8:00 a.m. for London and outports to discharge her 9,080-ton cargo which included 19,152 bales of jutes and 15,344 packages of tea. She made London on the 24th
As originally programmed, on her next sailing, again to Madras and Calcutta, from Middlesbrough on 19 March 1924 and London on the 29th, Mulbera would make a special call at Algiers on 4 April as part of the combined P&O/BI tourist service from England to Algeria, with First Class fares set at 16 and Second Class at 11. For unannounced reasons, this did not take effect and on 24 March new sailing lists were advertised showing the ship's revised departures from Middlesbrough on 5 April and from London on the 12th with no Algiers call.
There was less drama in the execution of the voyage than its planning with Mulbera departing London on 12 April 1924, passing Gibraltar on the 17th, transiting Suez 23-24th, calling at Aden (29), Colombo (6-8 May), Madras (11) and arriving Calcutta on the 14th. Homewards, she sailed on the 31st as a gale swept the mouth of the Hooghly, calling at Madras (4 June), Colombo (7), passing through the canal (20-21), calling at Marseilles (28) and arriving at Plymouth the evening of 3 July, ending a rough trip up through the Bay of Biscay, and landing some 40 passengers. On arrival, the Western Morning News (4 July) reported on one exciting incident, and other rescue effected by BI cadets at the very beginning of her homeward voyage:
On the arrival at Plymouth last evening of the British India liner Mulbera, the passengers described a thrilling rescue which was effected at the entrance to the River Hooghly. Three natives owe their lives to the prompt action which was taken by Capt. W. R. Steadman, of the Mulbera.
Whilst a moderate south westerly gale was raging, with very high seas, the look-out had attention directed to the shouts for aid from the darkness. The British India liner was slowed down and was then whilst an emergency boat was sent away manned by cadets. Rapidly they pulled to the scene, and found three natives on the verge of exhaustion. For hours they had kept themselves afloat on a few spars and wreckage after their vessel had foundered through striking a submarine obstruction.
But for the arrival of the Mulbera they must have been inevitably drowned.
Mulbera berthed at London on 4 July 1924 and at Hull on the 13th.
Bound this time for Bombay and Karachi, Mulbera cleared Middlebrough on 26 July 1924 and London on 8 August. Cruising past Gibraltar, Mulbera called on this trip at Malta on the 16th, embarking the 1st. Battalion of the Dorset Reg., for Egypt owing to disturbances there and the ship's 'tween decks fitted for their carriage at the last minute. Sailing on the 17th, Mulbera got into Port Said on the 20th, landing her troops there. Clearing Suez on the 22nd, she arrived at Bombay on 1 September. Commencing her roundtrip to Karachi on the 11th, she returned to Bombay on the 22nd to load for home. Departing on the 26th, Mulbera called at Aden (2 October), transited the Canal (7-8), and touched at Malta on the 11th before arriving at Plymouth at 4:45 p.m. on the 19th. The only bad weather during the voyage was a "moderate monsoon" in the Indian Ocean, and after landing 35 passengers (of the 58 aboard) and 11 bags of mail from Malta there, Mulbera resumed passage for Hamburg, Hull and London (21) for which she had 11,313 tons of cargo to discharge.
On 21 October 1924 it was announced that Mulbera had been selected to convey H.R.H. Duke and Duchess of York (the future King George VI and Queen Elizabeth) on their trip to British East Africa in November. "In the next six weeks, during the stay of the Mulbera in London, certain structural alterations will be carried out to extend the cabin accommodation available for Royal party. The liner has long been fully booked for the voyage on which the Duke and Duchess of York will be passengers." (Western Morning News, 21 October).
Mulbera's most celebrated voyage in her long career began prosaically enough with loading cargo at Middlesbrough, sailing from there on 15 November 1924 for London from whence she departed on the 27th, but without the Royal Party who would, instead, travel overland to Marseilles to embark on 5 December.
Reuter's Agency is informed that the and Duchess of York, attended by Lady Annaly, Captain Basil Brooke, R.N. (Comptroller of the Household), and Lieutenant Buist, R.N. (Equerry), with a maid and a valet, will leave London by way of the Continent early in December, travelling overland to Marseilles, where they will embark on one of the largest and newest British India steamers, the Mulbera, on Dec. 5, for East Africa. Their Royal Highnesses will return to England some time in April, the exact date not yet being fixed, and are anxious that it shall be known that they are going simply on a holiday.
The Governors of Kenya and Uganda, in whose territories they will- spend most of the tour, are fully aware of this, and are making arrangements in this sense. The Duke and Duchess have had an extremely strenuous period of functions, and now desire to see a portion of the Empire under holiday conditions. The vessel, on which they are occupying only ordinary first-class accommodation, is due to reach Mombasa on Dec. 21, after calling at Port Said, Port Soudan, and Aden. It is probable that the Consul at Port Said may go aboard the Mulbera, but the general desire is that there shall be no ceremonial.
The Daily Telegraph, 21 November 1924.
The Voyage to East Africa. The Duchess of York is said to be extremely fond of babies, and she will have plenty of opportunity for increasing her knowledge of them on board the Mulbera, for among the 180 passengers who will sail with their Royal Highnesses are a dozen children, most of them babies in arms. At the moment the Mulbera is lying in the docks undergoing some slight structural alterations. Several cabins are being adapted for a state room, and a private sitting room' and cabin for Lady Annaly, who is to act as the Duchess’s Lady-in-Waiting. The suite will be the smallest possible, as the Duke is taking only an aide-de-camp and his equerry, the rest being personal attendants.
Of course, there can be no comparison between the P. and O. boats on the East African line, which have necessarily to be small on account of the Canal and the shallow harbours of the East African ports, and those of the American and Australian lines. There is a smoke room and a lounge and a big general sitting room, but swimming baths and ballrooms do not exist. This is not to say, however, that there will be no dancing, as it is customary to dance on deck with canvas screens to keep out the draughts. As a rule, these boats do not call at Marseilles, but on this occasion the Mulbera will put in there to pick up the Duke and Duchess of York on December 4.
London Daily Chronicle, 20 November 1924.
Among the enhancements made to Mulbera for the voyage was the fitting of the latest Marconi equipment including a long-range Marconi valve transmitter and special long-range receiver as well as a Marconi marine broadcast receiver to enable broadcasts programmes to be received throughout voyage.
The Duke and Duchess of York embarked at Marseilles yesterday morning in the liner Mulbera for East Africa. The Royal party left shortly before the departure of the liner Caledonia with Prince and Princess Arthur of Connaught, who are bound for India.
London Daily Chronicle, 6 December 1924.
Taking the overland route (a facility not usually offered outbound on BI Home Line sailings), the Royal Party departed London Victoria on 1 December 1924, accompanied by Viscount and Viscountess Broom, by boat train, ferry and train to Paris where they spent two nights and thence by train to Marseilles to embark in Mulbera, specially diverted to the port for their embarkation.
Departing Marseilles on 5 December 1924 after embarking the Royal Party, Mulbera proceeded out East along her usual route, transiting the canal on the 10-11th and called at Aden on the 16th. The Duke of York celebrated his 29th birthday (14 December) aboard ship, receiving wireless congratulations from many, including his parents. Never had a scheduled BI voyage figured more in the news and many details of the Royal's otherwise routine passage were published in British and imperial press.
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The Duke and Duchess of York took part in crossing the line ceremonies on board the Mulbera during their voyage to East Africa. The Duke was ducked in accordance with the treatment accorded to those who cross the Equator for the first time.
Penrith Advertiser, 30 December 1924.
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| The Duke and Duchess of York aboard Mulbera. Credit: The Bystander, 9 January 1925. |
Highly diverting stories of incidents during voyage are told by passengers who were the lucky eye-witnesses. When the boat was crossing the line the Duchess swallowed the mystery pill 33 with good grace, and the Duke--who was sportingly attired in a vest and short trousers submitted with great glee to the ordeal of being rudely shaved and then ducked. Then, jumping up, his Royal Highness called for volunteers, and, leading the party to the bridge "abducted" the captain, on whom the Duke had his good-humoured revenge by assisting in giving him a sound ducking. The Duchess was among the passengers who witnessed the fun, which caused roars of laughter. The Royal passengers entered into the spirit of the whole voyage.
They participated in dances, wearing fancy dress, and entertained some of the passengers on the last night of the trip, while Lady Annaly, lady in-waiting to the Duchess, played her violin and conducted a jazz orchestra.
Western Morning News, 24 December 1924.
Flying the Blue Ensign and dressed overall, Mulbera arrived at Mombasa at 9:00 a.m. on 22 December 1924, and their Royal Highnesses greeted on disembarkation by the Governor, Sir Robert Coryndon, and conveyed through the gaily decorated town, itself thronged with sightseers. "The weather, which had been threatening, had turned out glorious, and everything seems promising for the Royal visit." (Belfast News-Letter, 23 December).
All the arrangements in connection with the arrival of the Duke and Duchess of York worked perfectly, and the Royal visitors were given a hearty welcome on landing at Kilindini from the Mulbera, which steamed into port flying the blue ensign. Large crowds of natives in holiday mood thronged the quayside and cheered lustily as the Duke and Duchess descended the gangway to the strains of a salute by the African buglers. The Duchess was wearing a cream costume and a white sun helmet, and the Duke was dressed in the white uniform of a captain of the Navy. Crowds thronged the gaily-beflagged streets of Mombasa and cheered heartily as the Royal visitors drove by. The Duchess of York appeared amused at the natives in their white kansas, clapping their hands in the European fashion.
On arriving at the ancient fort the Duke and Duchess descended and received addresses and presents from various chiefs. After an address by Goanese chiefs and a musical reception, at which the Duke shook hands with the members of the orchestra, the Royal visitors proceeded to Government House, where they were welcomed by the Governor from the steps
Western Morning News, 24 December 1924.
Apparently delighted with their voyage, the Duchess of York penned a letter of appreciation to Lord Inchcape:
Government House
Nairobi, Kenya Colony
5th February 1925
Dear Lord Inchcape
I am writing to thank you so very much for having arranged such comfortable accommodation for us in the Mulbera. Everything was so well done, and we had an excellent voyage out to Mombasa.
The Captain and officers were so helpful, and my husband, having been in the Navy, was much struck by the way the ship was run, and by the discipline and punctuality maintained on board.
With so many thanks for all the trouble you have taken,
I am
Yours sincerely
[Signed] Elizabeth
The Royal Couple, after a highly successful four-month tour of Kenya, Uganda and Tanganyika, returned, via Suez, in P&O's R.M.S. Maloja.
Departing Mombasa on Christmas Eve, Mulbera arrived Tanga on Christmas Day, sailing on the 26th for Zanzibar reached late the same day.
On 5 November 1924 P&O/BI announced a new joint direct passenger service from London to Algiers during the January-March winter tourist season with five departures, the one by a BI ship being undertaken by Modasa on 13 February.
1925
R.M.S. MADURA
Departing Middlesbrough on 24 January 1925 and London on the 31st, Madura was bound for Madras and Calcutta. Transiting Suez (12-13 February), calling Aden (18), Colombo (26-28), Madras (3-4 March) and getting into Calcutta on the 7th. Homewards, she cleared the Hooghly on the 25th, Madras (28), Colombo (3 April), Suez Canal (16-17), Marseilles (23) and got into Plymouth at 5:00 p.m. on 2 May. Landing a few of her 113 passengers there, she proceeded to London where she docked at the 4th. Among her cargo was a large and varied collection of animals:
An interesting consignment of animals arrived at the Scottish Zoological Park in Edinburgh yesterday. It was sent from the Calcutta Zoo, in exchange for other animals, and includes two jackals, two Bengal foxes, two Indian wild pigs, a Nicobar pigeon, a pair of hornbills, some sand grouse, Cotton teal. and a number of other varieties of ducks, also two sloth bear cubs and two leopard cubs, which were presented by Colonel Stewart. The animals arrived by the steamer Madura, of the British India Line,which carried them free of freight.
The Herald, 7 May 1925.
Having inaugurated outbound calls at Marseilles on the East African Home Line with Mulbera's royal voyage the previous December, BI added this facility to the route most voyages upon Madura's sailing from London on 12 June 1925 (from Middlesbrough 30 May). Calling at Marseilles on 19 June, Madura proceeded to the Canal (25-26), calling at Port Sudan (29-30), Aden (3 July and arrived at Mombasa on the 10th. Southbound on the 20th, she touched at Zanzibar (21), Dar es Salaam (22-24) and arrived Beira on the 27th. Making a quick turnaround there, she sailed homewards on 1 August, calling at Zanzibar (5-8) and departing Mombasa on the 15th, calling at Suez/Port Said (27-28), Marseilles (3 September) arrived at Plymouth at 4:00 a.m. on the 10th, landing 13 passengers there before continuing to London (11) and Antwerp.
Intent on not settling down the "Ms" on one particular route, BI had Madura back on the Bombay and Karachi run next, departing London on 9 October 1925. This had her calling outbound at Malta (17), transiting Suez (21-22), calling at Aden (28) and arriving Bombay on 2 November. Turning around at Karachi, she left there on the 19th for Bombay, arriving on the 21st and sailing for England on the 26th. Calling at Aden (3 December), passing through the canal (8-9), pausing at Malta (13), Madura was "home for Christmas, coming into Plymouth the morning of the 22nd, landing 42 passengers.
En route home from Malta, Capt. T. Chermside, master mariner, aged 52 and in Second Class, was found shot dead in his cabin by his steward who had come to wake him for breakfast, in an apparent suicide, which was confirmed in the inquest held in Plymouth. Passengers stated he was "very quiet, and a little depressed."
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| Madura at Marseilles. Credit: ebay auction photo. |
R.M.S. MODASA
Modasa which ended 1924 with a round trip to Madras and Calcutta, began 1925 with one to Bombay and Karachi, departing Middlesbrough on 24 January and London 13 February. This would be the first BI call at Algiers, in partnership with P&O that winter season, and one of her passengers, Brig-General MacEwen, was among those booked for it. Passing Gibraltar on the 18th, Modasa arrived at Algiers on the 20th. Transiting Suez 25-26th, calling at Aden (4 March), she reached Bombay on the 10th. Making her round trip to Karachi 17-25, Modasa sailed for home on 2 April, calling at Aden (9), Suez Canal (14-15), she made Plymouth at 4:30 a.m. oOn the 27th, reporting stormy weather from Gibraltar to the Bay of Biscay. All 162 passengers landed there and she proceeded to Antwerp, Dunkirk and other ports to discharge her 8,158-ton cargo.
Bound for East Africa, Modasa cleared Middlebrough on 29 June and London on 9 July 1925. In addition to the Marseilles call, this additionally stopped at Malta (20-21). Transiting Suez (24-25), calling at Port Sudan (28), Aden (2 August), Modasa arrived Mombasa on the 9th. Continuing southwards on the 19th, she stopped at Tanga (20), Zanzibar (23) and arrived at Beira on the 28th. Northbound from Beira on 9 September, Modasa called at Dar es Salaam (12), Zanzibar (14-16), Tanga (17) and left Mombasa on the 20th for home. Calling en route at Aden (26), Port Sudan (28), Suez/Port Said (1-2 October), and Marseilles (9), she arrived at Plymouth at 7:45 a.m. on the 16th with 48 passengers and 6,231 tons of cargo. Landing "a number of passengers" and the mails there, she carried on to London and intermediate ports.
On arrival at Plymouth, Modasa's surgeon told the Western Morning News of an unusual "treatment by wireless" rendered to a crewman on another ship:
How a series of wireless messages saved the life of a man who had swallowed carbolic acid was related at Plymouth yesterday on the arrival of the British India liner Modasa When the steamer was crossing the Mediterranean on her outward voyage to East Africa, a radiogram from the steamer Adjutant was received asking for urgent medical advice for a patient who was suffering intense agony after swallowing carbolic acid. Dr. T. V. Pearce, of the Modasa, promptly responded to the call, and a succession of messages were exchanged between the two vessels, the Modasa prescribing the treatment to be followed, and the Adjutant reporting the progress of the patient.
In the end medical skill prevailed, and the man completely recovered.
Western Morning News 17 October 1925.
Keeping to the East African run, Modasa left Middlebrough 14 November 1925 and London on the 27th for Beira. On this voyage, no call was made at Marseilles but at Malta. Among her passengers were the Earl of Strafford and Lady Elizabeth Byng. Passing "Gib" on 2 December, Modasa called at Malta (7), transited the canal (11-12), called at Port Sudan (16), Aden (19-21) and arrived at Mombasa on Boxing Day. Southbound, she called at Dar es Salaam (4-5 January 1926) and reached Beira on the 8th.
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| Mantola sailing from Marseilles. Card posted January 1925. Credit: eBay auction. |
R.M.S. MANTOLA
Mantola started the New Year three days into it, clearing London on 3 January 1925 for Madras and Calcutta. Transiting the canal 16-17, she called at Colombo (30-31), Madras (4) and arrived Calcutta on the 6th. Homewards, Mantola left Calcutta on the 25th, stopping at Madras (2 March), Colombo (5), Aden (14), transiting Suez (18-19), Marseilles (25) and enjoying fine weather "throughout the voyage," she got into Plymouth on 1 April, landing 14 passengers there, and arrived at London on the 2nd.
Sticking to the Madras/Calcutta route, Mantola left for them on 2 May from Middlesbrough and the 9th from London, transiting the canal 21-22nd, calling Colombo 4-5 June, Madras (8-9 and Calcutta on the 12th. Homewards on 2 July, Mantola made stops at Madras (7), Colombo (10), Aden (20), Suez transit (26-27), Marseilles and arrived at Plymouth the morning of the 9th, reporting having sailed through a strong monsoon in the Indian Ocean. Landing "a few passengers" there, she cleared for London, arriving on the 10th.
This time for East African ports, Mantola left Middlesbrough 19 September 1925 and London on 2 October, calling at Marseilles (10), passing through Suez (15-16), pausing at Port Sudan (20-23) and Aden (26), she arrived at Mombasa on 2 November. Southbound, calls were made at Tanga (9), Zanzibar (10), Dar es Salaam (10-11) with arrival at Beira on the 15th. Five days later Mantola started on the long voyage home, stopping en route at Dar es Salaam (24-25), Zanzibar (25), Tanga (26) and getting into Mombasa on the 27th. Clearing Kilindini port on the 29th, Mantola stopped at Aden (6 December), Port Sudan (8), Suez/Port Said (11-12) and left Marseilles on the 19th. What had been hitherto another resolutely routine voyage got more "interesting" during the night of the 22nd when Mantola suffered a breakdown of her port turbine, forcing her to stop for some hours to effect repairs. Back underway, she worked up to some 200 miles a day despite rough weather but was still two days overdue in reaching Plymouth at 9:50 a.m. on the 28th.
The Mantola, of the British India Line, from East African ports via the Mediteranean arrived at Plymouth yesterday 48 hours late as a result of machinery trouble which developed after leaving Marseilles. During the night of the 22nd inst. there was a breakdown of the port engine through a mishap to the turbine. It happened whilst the majority of the passengers were asleep. For a few hours the Mantola was practically brought to a standstill, but afterwards the voyage was continued under the starboard engine, a speed of just over 200 miles a day being maintained despite bad weather.
The Mantola will reach London to-night about ten o'clock, and the passengers are expected to land tomorrow morning.
Western Morning News, 29 December 1925.
Landing 32 of her passengers at Plymouth before resuming passage at 10:30 a.m. for London, Mantola arrived there the following evening.
R.M.S. MATIANA
For Madras and Calcutta, Matiana cleared Middlesbrough on 14 February 1925, Antwerp a week later and London on the 28th. Going through the Suez Canal 12-13 March, ensuing calls were made at Aden (18), Colombo (25-26), Madras (29) and Matiana docked at Calcutta on 1 April. Ultimately destined for Hull, Matiana cleared the Hooghly on the 20th, calling at Madras (24), Colombo (27-28), Suez Canal (11-12 May), Marseilles (18) and had four days of strong gales on the way up to Plymouth, arriving at 3:30 a.m. on the 26th, with 107 passengers, of whom 18 landed there. She carried on to London (27) and Hull (30) to discharge her 7,706-ton cargo.
Bound again for Madras and Calcutta from Middlesbrough on 27 June and London on 4 July 1925, Matiana transited Suez 15-16, calling at Colombo (29), Madras (1 August) and making Calcutta on the 4th. Bound for London and the continental ports, Matiana left Calcutta on the 25th for Madras (29), Colombo (1-3 September), Suez Canal (15-16), Malta (20), Marseilles (22) and enjoying fine weather all the way, encountered dense fog a day before arriving Plymouth where she came in at 8:15 a.m. on the 31st. She landed a few of her 85 passengers there before resuming passage for London (2 October), Hamburg (7) and Antwerp (11) for which she had 8,157 tons of cargo.
East Africa offered a change of destination for Matiana's last voyage of the year. Clearing Middlesbrough on 17 October 1925 and London on the 30th, she touched at Marseilles on 7 November, transited Suez (13-14), called at Port Sudan (17), Aden (22) and arrived at Mombasa on the 29th. Making southbound calls at Tanga (4 December), Zanzibar (6) and Dar es Salaam (7), Matiana reached Beira on the 10th. Northbound on the 16th, she stopped at Dar es Salaam (21), Tanga (23), departing Mombasa for home on Boxing Day.
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| Malda at Antwerp. Louis Claes photograph, credit: Museum aan de Stroom. |
R.M.S. MALDA
Malda, which rang in the New Year in Calcutta, left there on 15 January 1925 for home. Stopping en route at Madras (20), Colombo (22-24), Suez (5-6 February), Marseilles (12) and arriving Plymouth the evening of the 19th. She landed 22 passengers "and a native crew for another of the company's steamers," there before resuming passage to London (20) and Antwerp (4 March).
British India announced on 31 January 1925 "an extra passenger sailing to East Africa by their s.s. Malda, 9,000 tons, from London, on March 19, calling a Port Sudan." (Daily Telegraph). Leaving Middlesbrough on 14 March for London, she departed five days later, passing through Suez 1-2 April, calling Port Sudan (7), Aden (10) and reaching Mombasa on the 16th. Southbound on the 25th, she stopped at Dar es Salaam (30-1 May), and got into Beira on the 5th. Leaving there for home on the 12th and calling at Dar es Salaam (18), Tanga (19), she got back to Mombasa on the 20th and sailed on the 23rd. Stopping en route at Port Sudan (1 June), transiting Suez (4-5), Marseilles (10), Malda got into Plymouth at 8:00 p.m. on the 17th. The only bad weather on the entire passage being strong headwinds passing Finisterre. Twenty passengers disembarked there, including Earl Kitchener of Khartoum who had with him two Coloban monkeys that had been presented to the Duke of York during his visit, and were the first of the species brought to Europe. "They have been fed during the voyage on fruits, and are in very good health."(Western Morning News, 18 June). Malda continued on to London, arriving there on the 18th.
Back on the Indian Home Line (Madras and Calcutta) from Middlesbrough 11 July 1925 and London on the 18th, Malda called outbound at Malta (26-27), went through the canal (30-31), pausing at Colombo (12), Madras (16-17) and reaching Calcutta on the 20th. The jute trade, centered on Calcutta, was a considerable component of BI's trade, and for the first time one of the new "Ms" would be taking out sufficient of it to have as her destination, Dundee, the main offloading point in Britain. She sailed for there on 8 September, stopping at Madras (12), Colombo (15), Aden (24), transiting Suez (29-30), Marseilles (6-7 October) and on arriving Plymouth at 9:45 a.m. on the 13th, reported "favourable weather throughout the voyage." Disembarking some of her 101 passengers there, she resumed passage for London at 10:30 a.m. where she docked on the 14th. More newsworthy was her maiden arrival at Dundee on the 23rd, tying up at the Eastern Wharf:
The s.s. Malda (5453 tons), lying at the Eastern Wharf, attracted a great deal of attention during the week-end. The vessel, which is owned by the P. and O. Company, is splendidly fitted up, and her interior design is most elaborate. Most jute vessels arriving at the port have the necessary accommodation for passengers. The vessels usually touch at London or Ostend, and the passengers generally disembark there and travel home train.
Dundee Evening Telegram, 28 October 1925.
Malda sailed from Dundee on 31 October 1925 for Antwerp and Middlesbrough.
Keeping to the Madras and Calcutta route, Malda departed London on 21 November 1925 (from Middlesbrough 14), transited Suez 3-4 December, called Aden (10), Colombo (18-19), Madras (22) and arrived Calcutta on the 27th.
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| Mulbera, Kingsway photo postcard. Credit: eBay auction. |
R.M.S. MULBERA
Mulbera ended 1924 at Mombasa basking in the glory of her just completed conveyance of the Duke and Duchess of York to British East Africa and quite the most famous ship in the British Merchant Navy. For 1925, however, it was soon back to the workaday obscurity of the reliable "M" class steamer she was.
Sailing from Zanzibar on New Years Day, arriving Dar es Salaam late that day and departing on the 5th for Beira, Mulbera docked there on the 8th.
Homewards, Mulbera cleared Beira on 18 January 1925, stopping at Dar es Salaam (22), Zanzibar (23), Tanga (25) and returned to Mombasa on the 26th to load for England. Leaving there on the 28th and calling at Aden (4 February), Port Sudan (6-7), Suez Canal (9-10), Marseilles (15) and getting into Plymouth at noon on the 23rd the Western Morning News (24 February) featured a report on her royal voyage and the latest dramatic rescue at sea by smart cadet boat crews:
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| Credit: Western Morning News, 24 February 1925. |
The Mulbera, of the British India Line, which took the Duke and Duchess of York to East Africa, reached Plymouth yesterday on her return journey. Everyone on board expressed appreciation of the interest taken in the ship during the voyage by the Duke and Duchess. There were many amusements on the ship, and the Duke in particular entered zealously into all the games which characterized the trip. At a farewell dinner, in response to the toast of the healths of their Royal Highnesses the Duke and Duchess of York, proposed by Captain W. R. Steadman, the Duke said: 'I thank you on behalf of my wife and myself for your kind wishes for A sure good will have. I might say we have had a very time and good sport, which I feel we pleasant voyage and good weather, I with the exception of the first (their week, Royal which am Highnesses glad to say we missed joined the ship at the Marseilles). This is and my I first voyage outside Royal Navy, much struck by the smartness and was very impressed of the captain and officers, and efficiency what they have done to amuse the by passengers. I might add that we all look back with pleasure the happy time we have spent on the Mulbera.'
On the homeward voyage of the Mulbera, whilst in the Red Sea, in a shark-infested region, one of the crew fell overboard during boat drill. Lifebelts were thrown to him, and within a few seconds the man swam to one of them and was soon seated within the security offered. Six minutes afterwards the emergency boat, which wa launched from the Mulbera, and was manned by cadets (under the direction of the second officer. Mr. Holland), in whose training Capt. Steadman takes a keen with interest, was who again was alongside the liner with the man, none the worse for his experience.
Mulbera reported a strong north-east monsoon in the Indian Ocean and stormy conditions in the Mediterranean and landing 11 passengers and 165 bags of mail at Plymouth, proceeded to London, arriving in the Thames on the 24th.
Enough East African adventures for a spell and Mulbera was instead off next for Madras and Calcutta from Middlesbrough (21 March 1925) and London on the 28th. Calling at Malta on 5 April, she went through Suez (8-9), paused at Aden (14), Colombo (21-23), Madras (25-26) and was in the Hooghly by the 29th. Leaving Calcutta on 20 May for home, Mulbera made stops at Madras (25), Colombo (30) Aden (7 June), Suez transit (12-13), Marseilles (18) and got into Plymouth at 6:15 a.m. on the 25th. Other than a strong monsoon in the Indian Ocean, she had fine weather for the voyage, disembarking 19 of her 96 passengers there and departing for London (26) and outports for which she had 6,131 tons of cargo.
It was back to East Africa for Mulbera, clearing Middlesbrough on 25 July 1925 and London on 7 August for Beira, calling en route at Marseilles (15), Suez Canal transit (20-21), Port Sudan (24) and arrived Mombasa on 3 September. Making southbound calls at Tanga (10, Zanzibar, Dar es Salaam (12-14), she arrived at Beira on the 17th. Departing northbound on 1 October, Mulbera called at Dar es Salaam (5), Zanzibar (7-8) and Tanga. She left Mombasa for England on the 11th, calling en route at Aden (16), Suez Canal (21-22), Marseilles (28 and arriving Plymouth at 11:00 a.m. on 4 November after a very rough trip up from Finisterre, with 58 passengers, 45 bags of mail and 6,769 tons of cargo of which 20 passengers and the mails were landed there before she carried on to London and continental ports.
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| Chitral and Matiana in the Suez Canal. Artist: J. Spurling. From the P&O 1926 Passenger Handbook. |
1926
R.M.S. MADURA
For Madras and Calcutta, Madura left London on 30 January 1926. Calling at Malta on 8 February, transiting Suez Canal (13-14), Aden (19), Colombo (27 February-1 March), Madras (3-5), she arrived at Calcutta on the 9th. Departing for home on the 20th, stopping at Madras (23-25), Colombo (28-30), Aden (6 April), Suez Canal (11-12), Marseilles (19), Madura made Plymouth on the 26th, with 114 passengers (about 20 disembarking there) and 8,000 tons of cargo for unloading at London (27) and other ports.
India-destined again, but this time to Bombay and Karachi, Madura sailed from Middlesbrough on 5 June 1926 and London on the 11th. Calling on this voyage at Malta outbound, she transited the canal 24-25th, called at Aden (30) and arrived at Bombay on 6 July. Departing for Karachi on the 17th and leaving there on the 25th, she returned to Bombay on the 27th to load for home. Sailing on the 29th, Madura called at Aden (7 August), passing through Suez 13-14th, calling at Malta (17-18) and making Plymouth at 12:30 p.m. on the 26th "with a number of passengers for England and a large general cargo for London, Hull and Antwerp," and after landing 28 passengers, cleared for London where she docked on the 27th.
Making voyages on all three of BI's Home Lines that year, Madura was bound for East Africa on her third, clearing Middlesbrough on 25 September 1926 (loading 1,300 of tons of general cargo there) and 1 October from London for Beira. Stopping en route at Marseilles (8), Suez Canal (14-15), Port Sudan (20) and Aden (23), Madura reached Mombasa on the 29th. Leaving there on 1 November, she called at Tanga (2), Dar es Salaam (4) and arrived at Beira on the 8th. Northbound on the 19th, calls were made at Zanzibar (24), Mombasa (26-28), Aden (4 December), Port Sudan (7), Suez Canal (10-11), Malta (14) and Marseilles (17), with Madura anchoring in Cawsend Bay, Plymouth on Christmas morning, landing 81 passengers there.
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| Madura "in stormy weather" (!). Credit: eBay auction photo. |
R.M.S. MODASA
Homewards in the New Year, Modasa left Beira on 16 January 1926 for Dar es Salaam (21), Zanzibar (22), Tanga (23). Mombasa (24-26), Aden (1-2 February), Port Sudan (5), Suez Canal (7-8), Malta (11), Marseilles (14) and Plymouth, reached on the 21st at 12:30 p.m. with 111 passengers, 221 cartons of parcel post and 6,168 tons of cargo. Disembarking 44 passengers and mail there, Modasa was cleared for London and continental ports at 1:45 p.m.
Continuing on the East Africa run, Modasa sailed for Beira from London on 19 March 1926, stopping at Marseilles (26), Suez Canal (1-2 April), Port Sudan (6-8), Aden (11) and arriving Mombasa on the 17th. Southbound calls were made at Tanga (21-22) and Dar es Salaam (23-27) with Modasa reaching Beira on 1 May. Departing for home on the 7th, calling at Dar es Salaam (11), Zanzibar (12), Tanga (13), Mombasa (17), Aden (22), Port Sudan (29), Malta (1 June) and Marseilles (5), and reaching Plymouth at 9:30 a.m. on the 11th. Reporting rough weather in the Mediterranean and up from Gibraltar, Modasa arrived with 113 passengers, 248 bags of parcel post and 4,400 tons of cargo. Disembarking 40 of her passengers there, resuming passage at 10:15 a.m. for London (12) and continental ports.
Partnered with Mulbera, Modasa stuck to the East African run and was again Beira-bound, from Middlesbrough on 24 July 1926 and London on 6 August. Transiting the Suez Canal (19-20), Modasa called at Port Sudan (23-24), Aden (27) and arriving Mombasa on 3 September. Departing there on the 5th, she made southbound calls at Zanzibar (7), Dar es Salaam (8-9) and got into Beira on the 13th. Clearing Beira for home on the 22nd, Modasa made the usual waystops: Dar es Salaam (27), Zanzibar (28), Mombasa (3 October), Aden (9), Port Sudan (11), Suez Canal (14-15), Malta (19) and Marseilles (27). Enjoying moderate weather all the way, she hit "a moderate gale" from Gibraltar to the Bay of Biscay before making Plymouth at 7:30 a.m. on 3 November. Arriving with only 34 passengers (most having landed at Marseilles), 184 bags of parcel post and 2,800 tons of cargo and carried on to London (4) and continental ports.
Before the year was out, Modasa squeezed in another run out to "British East," sailing from Middlesbrough on 17 November and London on the 26th. This had her calling en route at Marseilles (5 December), Suez Canal transit (13-14), Port Sudan (16-17), Aden (20) and arriving at Mombasa on Boxing Day. From Mombasa on the 28th, she proceeded south to Tanga and arrived at Beira on 4 January 1927.
R.M.S. MANTOLA
The winter seasonal P&O/BI service to Algiers continued in 1926 with BI's contributions being Mantola, en route to Madras and Calcutta--from Middlesbrough 3 February (where she loaded 2,800 tons of outbound cargo and London 13th-- calling there on the 21st. Transiting the canal 26-27th, she called at Aden (4 March), Colombo (12-15), Madras (17-19) and arrived at Calcutta on the 23rd. Passing out the Hooghly on 3 April, Mantola made homeward calls at Madras (8), Colombo (11-12), Aden (20), Suez Canal (26-27), reaching Dunkirk 12 May amid the General Strike in Britain.
Originally listed to depart Middlesbrough for East Africa on 5 June 1926 (London on the 11th), Mantola instead sailed from Dunkirk on the 8th and arrived at Antwerp on the 10th. She left there for Middlesbrough on the 12th. Now destined for Bombay and Karachi, she left Middlesbrough on the 19th and London on the 25th, calling at Malta (5 July), transited the canal (8-9), Aden (14), and arriving at Bombay on the 21st. Departing for Karachi on the 27th, she returned to Bombay on the 8th to load for England, sailing from there on the 13th. Calling at Aden (22), Suez Canal (28-29), she had only 20 passengers but "a large general cargo" on arrival at Plymouth at 2:15 a.m. on 10 September and cleared for London at 3:30 a.m., getting into the Thames on the 11th.
For Madras and Calcutta, Mantola left Middlesbrough on 2 October 1926 and London on the 9th, she called at Malta (18), transited the canal (21-22), Aden (28), Colombo (5-6 November), Madras (9-10) and arrived at Calcutta on the 13th. Sailing for home on the 27th, Mantola stopped at Madras (2 December), Colombo (5), Aden (13), Suez transit (18-19), Marseilles (28), reaching Plymouth at 3:30 a.m. on 2 January 1927, after encountering "very severe weather in the Mediterranean." She resumed passage for London at 6:30 a.m.
R.M.S. MATIANA
Matiana began the New Year returning home from East Africa. Having departed Mombasa on Boxing Day, stopping en route at Aden on 2 January 1926, Port Sudan (4), Suez Canal transit (7-8), Marseilles (14) and making Plymouth late on the 21st.
Departing Middlesbrough the evening of 20 February 1926 for London, Matiana "fouled and damaged" the Ellerman steamer City of Winchester moored at her pier, but damage was trifling to both ships and she proceeded.
From London on 27 February 1926, Matiana coursed to Madras and Calcutta, calling en route at Malta (8 March), Suez Canal transit (14-15), Colombo (27-29), Madras (31) and getting into Calcutta on 5 April. Homewards on the 23rd, Matiana stopped at Madras (25-28), Colombo (2 May), Aden (9), Suez Canal transit (15-16) and Marseilles (21) to arrive Plymouth at 6:45 a.m. on the 27th. Disembarking 20 of her 102 passengers there, she was cleared for London and continental posts, for discharging 6,814 tons of cargo.
Retracing her steps, Matiana cleared Middlesbrough on 26 June 1926 (after loading 1,700 tons of cargo there) and London on 3 July for Madras and Calcutta, making the usual waystops out: Malta (11), Suez Canal (15-16), Aden (20), Colombo (28-30), Madras (2 August) and arriving at Calcutta on 5 August. Clearing the Hooghly on the 22nd for England and the continent, Matiana paused en route at Madras (25-26), Colombo (29-30), Aden (8 September), Suez Canal (13-14), Malta (17), Marseilles (20), getting into Plymouth the evening of the 27th. Reporting "fine weather prevailing throughout the voyage," she landed 20 of her 74 passengers and 45 bags of mail there before sailing on to London (27) and continental ports with 7,214 tons of cargo.
Deserving of a change of pace, Matiana had East Africa as her destination on her last voyage of the year, from Middlesbrough on 20 October 1926 and London on the 29th. Calling outwards at Marseilles (5-6 November) and transiting the Suez Canal (11-12), she reached Mombasa on the 25th. Among her passengers were the Dowager Countess of Pembroke and Lady Wolseley. Proceeding south on the 27th, Matiana put in at Zanzibar (29), Tanga (29), Dar es Salaam (2-3 December) and arrived at Beira on the 6th. Embarking on the long voyage home, Matiana cleared Beira on the 16th, calling at Dar es Salaam (20-21), Zanzibar (21), Tanga (23), Mombasa (26), Aden (2 January), Port Sudan (5), Suez Canal (8-9), Malta (12) and Marseilles (16). She arrived at Plymouth at noon on the 23rd, after meeting stormy weather off the coast of Portugal and Bay of Biscay, landing 25 passengers before resuming passage for London and continental ports.
R.M.S. MALDA
Returning from Calcutta (where she arrived from England on 27 December 1925), Malda sailed from the Hooghly on 18 January 1926 for Madras (21-23), Colombo (27), Aden (3 February), Suez (8), Port Said (9), Marseilles (16) and got into Plymouth at 5:00 a.m. on the 22nd. She hit rough seas off Colombo and again off Gibraltar but "the passage across the Bay of Biscay was made in delightfully fine weather." (Western Morning News, 23 February). Coming in with 67 passengers, 20 landing there, Malda carried on to London, etc. with "a large general cargo."
The voyage was marred by a tragedy which befell a young officer and Lascar seaman:
Passengers landing at 1 Plymouth from the British India liner Malda yesterday told of a distressing tragedy.
Two lives were lost, those of a young officer (Mr. L. W. Rice) and a Lascar sailor, who, it is stated, were overcome by fumes in one of the holds.
The ship's surgeon (Dr. J. Anderson) himself had a marrow escape in saving the life of a second Lascar.
The day before the Malda arrived at Aden the baggage hold had been opened, under the supervision of Mr. Rice, who was doing temporary duty in the ship as fourth officer.
After ' tiffin' the young officer discovered that he had mislaid his keys, or had left them in the hold.
It seems that he went to the hold, and on looking down the hatch it is presumed that he was overcome by the rising fumes and fell in a state of unconsciousness to the bottom of the hold, a distance of six or seven feet.
There he remained until about four o'clock in the afternoon a passenger chanced to look from deck down the hatchway. He was astonished to see the officer there lying apparently lifeless assistance on his face. He gave the alarm and was immediately forthcoming.
Dr. Anderson, who had descended to the aid of the officer, had just time to find that he was beyond human aid when he felt he was himself being overcome by the dangerous fumes. He signalled to be drawn up to the deck, and then devoted his attention to the two Lascars. Efforts to restore respiration and animation were maintained until the early morning, when the second native was found to be out of danger. The hold in which the fatality occurred contained manganese ore, mustard seed, ground nuts, and skins. It is surmised that the preservatives put among the hides developed a poisonous gas.
Western Morning News, 23 February 1926.
For Madras and Calcutta, Malda left Middlesbrough and London on 20 March 1926 and London on the 27th. Stopping en route at Malta (4 April), Suez Canal transit (8-9), Aden (14-15), Colombo 2-24), Madras (26-28), she arrived Calcuttta on the 30th. Britain-bound on 23 May, Malda called at Madras (26-28), Colombo (1 June), Aden (9), Suez (14-15), Malta (19), Marseilles (22) and arrived Plymouth the afternoon of the 28th, "fine weather prevailed throughout the voyage." (Western Morning News, 29 June). Disembarking 30 passengers there, she continued to London, berthing in Royal Albert Dock on the 29th.
Still on the Calcutta route, Malda sailed from Middlesbrough 24 July 1926 and London on the 31st, for Malta (9 August), Suez Canal (13-14), Aden (19), Colombo (26-28), Madras (31), getting into Hooghly on 3 September. She was off for England on the 20th, Madras (23-24), Colombo (27-28), Aden (6 October), Suez Canal (11-12), Marseilles (18) and enduring "stormy weather" all the way to Plymouth from there, arriving the afternoon of the 26th. Malda came in with 92 passengers (landing 11 there) as well as "two native crews of 169 men for two new vessels." (Western Morning News). Almost certainly these were crews for the new Rohna and Rajula, just completing at Barclay Curle that November, Rajula proving famous for her ensuing career under the BI flag that spanned 47 years! Malda resumed passage for London, arriving the following day.
Bound again for Madras and Calcutta, Malda departed Middlesbrough on 27 November 1926 (having loaded 1,100 tons of cargo there) and London 4 December and made the usual calls outbound: Malta (13), Suez Canal (16-17), Aden (23), Colombo (1 January 1927), Madras (4-5) and reaching Calcutta on the 8th.
R.M.S. MULBERA
Having departed London on 26 December 1925, Mulbera started the New Year en route to East Africa. Calling outbound at Marseilles on New Years Day, Suez Canal (6-8), Port Sudan (10-11), Aden (14), she reached Mombasa on the 20th. Proceeding southwards on the 26th, she made ensuing calls at Tanga (27), Zanzibar (28-29) and Dar es Salaam (29). No arrival at Beira is listed for her and northbound, she was reported at Zanzibar on 13 February, Tanga (15), Mombasa (16-20), Aden (26), Port Sudan (1 March), Suez Canal (4-5), Malta (9), Marseilles (13) and reached Plymouth the morning of the 19th. The Mediterranean offered the worst of the weather during the voyage with strong northerly gales encountered for four days after clearing Port Said. Of Mulbera's 66 passengers, 20 landed there along with 141 bags of mail. Her 3,333-ton cargo would go ashore in ensuing calls at London and continental ports.
During the ship's call (northbound) at Dar es Salaam, Cadet John H. Thomas, aged 16, fell overboard from a pilot ladder, and Third Officer D.F. Bromhead, dived from the rail, and held him until help arrived. For this, Bromhead was awarded a Bronze Medal from the Royal Humane Society in May.
Again African-bound, Mulbera departed Middlesbrough on 3 April 1926 (taking on a 2,700-ton cargo there) and London on the 16th. Coursing to Marseilles (23-24), Suez Canal (29-30) and Aden (7 May), Mulbera arrived at Mombasa on the 14th. Southbound calls were made at Tanga (19), Zanzibar (20) Dar es Salaam (21-22) and she arrived at Beira on the 26th. Homewards, Mulbera clearing Beira on 1 June, went on to call at Dar es Salaam (6), Zanzibar (7), Mombasa (12), Aden (17), Port Sudan (21), Suez Canal (23-24), Malta (27), Marseilles (1 July) and got into Plymouth at 5:30 a.m. on the 7th, with 95 passengers and 5,435 tons of cargo, landing 15 passengers there and clearing for London (8) and continental ports at 6:45 a.m..
After loading of 1,500 tons of cargo for East Africa, Mulbera cleared Middlesbrough for London on 25 August 1926, and left Thames on 3 September with Earl Kitchener of Khartoum again among her passengers. Calling at Marseilles (11), transiting the Canal (13), Port Sudan (19), Aden (23-24), Mulbera arrived at Mombasa on the 30th, proceeding on 3 October southwards to Zanzibar (4), Dar es Salaam (5), and finally Beira, reached on the 10th. Leaving for England and the Continent, on the 20th, Mulbera stopped at Dar es Salaam (26), Zanzibar (27), Tanga (28), Mombasa (31), Aden (6 November), Port Sudan (9), Suez (11), Port Said (12) and Marseilles (18) and favoured with fine weather throughout the passage, arrived at Plymouth at 6:30 a.m. on the 26th, with 88 passengers and 7,053 tons of cargo. After disembarking 24 passengers, Mulbera left for London (27) and European ports.
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| Imperial Partners: Chitral and Matiana in the Suez Canal, 1927. Painting by John Robert Charles Spurling (1870 – 1933). Credit: P&O Heritage Collection. |
1927
R.M.S. MADURA
East Africa began to figure more in the "M3"s annual routine, and was the destination of Madura's first voyage of 1927, from Middlesbrough (loading 1,300 tons of cargo there) on 8 January and London on the 21st. Transiting the canal 4-5 February, calling at Port Sudan (7-8), she reached Mombasa on the 17th. Departing there on the 21st, she made southbound calls at Tanga (23), Zanzibar (24), Dar es Salaam (25), getting into Beira on 1 March. Homewards, Madura cleared Beira on the 8th for Zanzibar (13), Mombasa (14-19), Aden (25), Suez Canal (31-1 April), Marseilles (7) and arrived Plymouth at 9:30 a.m. on the 14th. She reported rough seas near Gibraltar and again off the coast of Portugal and landed 20 passengers before proceeding to London (15) and continental ports.
Beira-bound on 30 April 1927 from Middlesbrough and London on 13 May, Madura stopped en route at Marseilles (20-21), Suez Canal (26-27), Port Sudan (30-1 June) and arriving at Mombasa on the 12th. Southbound calls were made Zanzibar (17), Dar es Salaam (17-19) with arrival at Beira on the 23rd. The homewards Madura, departing Beira on the 30th, pausing at Dar es Salaam, Zanzibar (4 July), Mombasa (6-9), Aden (15), Port Sudan (18), Suez Canal (21-22), Marseilles (1 August) and reaching Plymouth at 1:10 p.m. on the 5th. She reported stormy weather in the Red Sea and off Messina en route, and arrived in company with BI's Mashobra, in from Calcutta:
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| Credit: Western Morning News, 6 August 1927. |
Two British India liners were in Cawsand Day yesterday, and all the way up Channel they will be in very close company. 'The Mashobra, from Calcutta, dropped anchor just forty minutes in advance of the Madura, which is home from East African and Mediterranean ports. Both vessels touched at Marseilles, and the Mashobra left the French port with an advantage of over eight hours,
There was no question of racing between the two steamers, but naturally the passengers took the keenest interest in the rate of progress towards Plymouth. A distance of seventeen hundred miles or so is a long, stern chase, but when the Mashobra came to a standstill outside Plymouth Breakwater the Madura was seen looming up in the haze.
The Mashobra, having landed her passengers, resumed her voyage to London, with a slight lead, as, just as she disappeared from view off the Mewstone, the Madura was hearing 110 anchor to follow her to the docks. In the Channel the Madura will overhaul the Mashobra, as she is due to reach London at 2 p.m, to-day, an hour ahead of the latter vessel.
Western Morning News, 6 August 1927.
Landing 17 of her 73 passengers at Plymouth, Madura resumed passage at 1:50 p.m. for London, berthing in Royal Albert Docks on 6 August 1927.
This time bound for Madras and Calcutta, Madura cleared Middlesbrough (after loading 1,650 tons of cargo there) on 15 October 1927 and London on the 22nd. Transiting the canal 3-4 November, calling at Aden (10), Colombo (18), Madras (23), she reached Calcutta on the 28th. Leaving for England on 13 December, Madura stopped en route at Madras (16-17), Colombo (19), Aden (27), Suez Canal (2-3 January 1928), Marseilles (8) and arriving at Plymouth on the 17th More attention attended the ship's maiden arrival at Dundee the 30th with 7,500 bales of jute from Calcutta
One of the new arrivals the Madura, BI vessel of 9000 tons net with a cargo of 7500 bales of jute from Calcutta. The vessel called at London and Hull en route. The Madura commanded by Captain Cade and has accommodation for 180 passengers. She is a fine big vessel and has been fitted for the special transport of race horses to and from India.
Dundee Evening Telegraph, 30 January 1928.
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| Credit: The Evening Telegraph, 31 January 1928. |
R.M.S. MODASA
Modasa, having arrived at Beira from England on 4 January 1927, sailed for home on the 11th. Calling northbound at Zanzibar (16),Dar es Salaam (16), Mombasa (18-22), Port Sudan (1 February), Malta (10) and Marseilles (13), Modasa reached Plymouth the evening of the 24th where she landed 25 passengers.
Sticking to the East African route, Modasa left Middlesbrough on 9 March 1927 and London on the 18th for Beira, making outward calls at Marseilles (25-26), Suez Canal transit (31-1 April), Port Sudan (5), Aden (8), she arrived at Mombasa on the 11th. Ensuing southern calls were made at Zanzibar (18), Dar es Salaam (19) and Beira (23). Departing there on 3 May, she stopped at Dar es Salaam (6-7), Tanga (9) and sailed from Mombasa on the 14th for England. Calling en route at Aden (19), Port Sudan (22), Suez Canal (25-26) and Marseilles, Madura made Plymouth the afternoon of 8 June, landing 30 passengers there before continuing on to London (9) and Antwerp.
Departing Middlesbrough on 29 June 1927, after taking on 1,900 tons of cargo, and London 8 July, Modasa coursed again to "British East," calling at Marseilles (16), transiting Suez (22-23), Port Sudan (27) and got into Mombasa on 6 August. Heading south from there on the 9th, she arrived at Beira on the 16th. Bound for home, Modasa cleared Beira on the 23rd for Zanzibar (29), Tanga (30), Mombasa (30-3 September), Aden (8-9), Port Sudan (11), Suez Canal(15-16), Malta (19), Marseilles (23) and made Plymouth on the 30th. Other than stormy weather in the Bay of Biscay, fine conditions prevailed during the entire voyage and she landed about 20 passengers there before resuming passage to London (1 October) and continental ports.
During the stormy Bay of Biscay passage, Modasa went to the aid of sick crewman on the steamer Min:
When the British India liner Modasa was in the Bay of Biscay she was stopped in response to a wireless call for medical assistance. The sick man, one of the crew off the steamer Min, was found to be in urgent need of an operation, and he was consequently transferred to the Modasa. The Min arrived at Plymouth on Saturday with a big cargo of grain.
Western Morning News, 3 October 1927.
Leaving Middlesbrough on 18 October and London on the 28th for East Africa, Modasa made the usual waystops: Marseilles (5 November), Suez Canal (11-12), Port Sudan (14-16), Aden (19) and made Mombasa on the 25th. Heading south from there on the 28th, Modasa stopped at Tanga (29), Zanzibar and Dar es Salaam (1-2 December) before reaching Beira on the 5th. Homewards on the 13th, she called at Zanzibar (18), Dar es Salaam (19), Mombasa (21-24), Port Sudan (3 January 1928), Suez Canal (5-6), Malta (10), Marseilles (12) and reached Plymouth on the afternoon of the 19th, "fine weather was experienced throughout the voyage," (Western Morning News, 20 January 1928) where 14 passengers disembarked. Modasa berthed in Royal Albert Docks on the 20th.
R.M.S. MANTOLA
Joining Madura, Modasa and Mulbera on the East African run that year, Mantola left Middlesbrough on 9 February 1927 and London on the 18th. Calling at Marseilles (26), transiting Suez (4-5 March), Port Sudan (7-10), Aden (13, Mantola reached Mombasa on the 19th and went on to make southbound calls at Zanzibar (24-25), Dar es Salaam (26) and arrived Beira on the 30th. Heading for home, she sailed on 5 April, pausing at Dar es Salaam (9), Zanzibar (10), Mombasa (17), Aden (23), Port Sudan (26), Suez Canal transit (29-30), Marseilles (6 May) and arriving at Plymouth at 5:30 a.m. on the 13th. Coming in with 85 passengers, 116 bags of mail and 8,000 tons of cargo, she landed 30 passengers and mails there before being cleared at 6:30 a.m. for London and continental ports, including Antwerp where she docked on the 22nd.
Departing for Beira from Middlesbrough on 1 June 1927 (where she loaded 3,000 tons of outbbound cargo) and London on the 10th, Mantola transited Suez (24-25), called at Port Sudan (29) and arrived at Mombasa on 10 July. Proceeding south on the 13th, she stopped at Zanzibar, Dar es Salaam (14-15) and arrived at Beira on the 19th. Clearing homewards on the 28th, Mantola stopped at Dar es Salaam (1-2 August) and left Mombasa on the 6th for Aden (11), Port Sudan (14), Suez Canal (17-18), Marseilles (24), getting into Plymouth at 7:00 p.m. on the 31st. The Western Morning News (1 September) summed up the weather encountered during her long voyage: "The S.W. Monsoon was encountered for a few days after leaving Mombasa, but the weather was fine from Gibraltar until about 100 miles south of Ushant. Dense fog then set in, and for twenty-four hours the Mantola had to feel her way up the Channel." After landing ten passengers, Mantola carried on at 8:00 p.m. for London, docking there on 1 September.
Beginning her last voyage for year, Mantola sailed from Middlesbrough on 21 September 1927 and London on the 30th for East African ports. Calling at Marseilles (9 October), transiting Suez (15-16), Port Sudan (19-20), Aden (23), she got into Mombasa on the 30th. Continuing south, she stopped at Zanzibar (3 November), Dar es Salaam (4-5) and arrived Beira on the 9th. England-bound on 16 November, Mantola paused along the way at Dar-es-Salaam (21), Zanzibar (22), Tanga (23), Mombasa (26), Aden (2 December), Port Sudan (5), Suez Canal (8-9) and Marseilles (15). "Favourable weather was experienced to Finisterre, thence strong S. and S.E. Winds, increasing to a fresh gale in the Channel with heavy rain and rough seas." (Western Morning News, 23 December). Mantola arrived at Plymouth the morning of the 22nd, coming in with 58 passengers and 4,700 tons of cargo, landing 38 passengers and 216 bags of parcel post before clearing for London.
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| Matiana. Credit: clydeships. |
R.M.S. MATIANA
Bound for Madras and Calcutta, from Middlesbrough on 19 February 1927 and London on the 26th, Matiana calling en route at Malta (8 March), Suez Canal (13-14), Aden (18), Colombo (26-28), Madras (31 March-2 April), reached Calcutta on the 5th. Bound for Britain on clearing the Hooghly on the 18th, Matiana put in en route at Madras (21-23), Colombo (25-26), Aden (4 May), Suez Canal (9-10), Marseilles (16) and reaching Plymouth the afternoon of the 23rd after experiencing fine weather throughout her trip. Landing 25 passengers there, she continued to London, docking there on the 24th.
Her second voyage of the year taking her to East Africa, Matiana cleared Middlesbrough on 27 July 1927 and London on 5 August. Going through the canal 18-19, she called at Port Sudan (22-24) and made Mombasa on 2 September, leaving there on the 5th for Dar es Salaam (7), and arriving at Beira on the 12th. Homewards on the 20th, Matiana put in at Dar es Salaam (25), Zanzibar (26), Mombasa (28-1 October), Aden (7), Port Sudan (10), Suez Canal (12-13), Marseilles (19) and got into Plymouth on the 27th, somewhat delayed owing to fog in the Bay of Biscay and in the Channel. Arriving with 45 passengers and 6,191 tons of cargo, she landed 12 passengers and mails there and cleared for London at 6:45 a.m., docking on the 28th.
Another voyage to Beira ensued, from Middlesbrough on 16 November 1927 and London on the 25th with Matiana stopping at Marseilles (2 December), Suez Canal (9-10), Port Sudan (12-14), Aden (16-17) and arriving at Mombasa on the 22nd. Making ensuing call at Zanzibar on the 26th, Dar es Salaam (27), Matiana reached Beira on 4 January 1928.
R.M.S. MALDA
Malda, arriving at Calcutta from England, on 8 January 1927, departed for home on the 19th. Making the usual waystops-- Madras (22-24), Colombo (26-27), Suez Canal (9-10 February)and Marseilles (17), she reached Plymouth at 7:30 a.m. on the 25th after encountering "very rough weather" in the Mediterranean and between Gibraltar and the Channel. A baby girl was delivered at sea off Sicily, to Mr. & Mrs. H.C. Read of Nottingham, returning from Calcutta, and christened Cicely Barbara Crible Read. Arriving with 79 passengers and 7,509 tons of cargo, Malda landed 22 passengers there before resuming passage to London at 9:00 a.m. where she berthed in the Royal Albert Docks on the 26th. It was on to Dundee to unload her jute, thence to Rotterdam and Antwerp.
Off again to Madras and Calcutta, Malda left Middlesbrough on 2 April 1927 and London on the 9th, calling at Malta (18), Suez Canal(22-23), Aden (28), Colombo (8 May), Madras (10-12) and in the Hooghly by the 16th. Sailing for home on 2 June, Malda started the voyage in a strong monsoon which persisted until Aden, making calls at Madras (8), Colombo (11), Aden (20), Suez Canal (25-26), Marseilles (2 July) and making Plymouth at 3:00 a.m. on the 9th. It was a profitable voyage with 112 passengers and a 7,651-ton cargo and after disembarking 37 passengers, Malda made for London (10), Hull (16) and Antwerp (25).
For East Africa from Middlesbrough on 24 August 1927 (after loading 1,630 tons of iron) and London on 2 September, Malda went out via the usual ports: Marseilles (9-10), Suez Canal (15-16), Port Sudan (20), Aden (24-25), Mombasa (1-3 October), Zanzibar (6), Dar es Salaam (7-8) and arrived Beira on the 12th. Homewards on the 20th, Malda stopped off en route at Dar es Salaam (25), Zanzibar (26), Tanga (26), Mombasa (30), Aden (5 November), Port Sudan (7), Suez Canal (10-11), Malta (14), Marseilles (18) and getting into Plymouth the morning of the 25th with 65 passengers and 5,700 tons of cargo. Disembarking "a few" of her passengers there, Malda proceeded to London and cargo unloading ports.
Malda, which had sailed for East Africa from Middlesbrough on 14 December 1927 and London on the 23rd, made the familiar outbound calls-- Suez Canal (7-8 January 1928), Aden (15), etc. and reached Mombasa on the 24th. Southbound, she stopped at Zanzibar (26), Dar es Salaam (27-28) and reached Beira on 1 February.
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| Mulbera in the Scheldt. Louis Claes photograph. Credit: Museum aan de Stroom. |
R.M.S. MULBERA
Mulbera got a head start on her first voyage of 1927, departing London on Christmas Eve 1926 for East Africa. Calling at Marseilles on New Years Day, she proceeded through the canal (6-7 January), calling at Port Sudan (10), Aden (13), Mombasa (19-25), Dar es Salaam (27-28) and arriving Beira on 1 February. Departing on the 10th for home, Mulbera stopped at Dar es Salaam (14), Zanzibar (15), Tanga (16), Mombasa (19), Aden (25), Port Sudan (28), Suez Canal (3-4 March) and Marseilles (11) and besting a strong south-easterly gale in the Bay of Biscay, made Plymouth at 6:30 a.m. on the 27th. During the passage in the Bay, Capt. W.R. Steadman responded to an S.O.S. from the British steamer Margot, reporting she had been in collision with the Norwegian steamer Hegre and changed course to make for their position. However, an ensuing message stated that Margot's pumps had things under control and she was making for Brest, and tugs requested, so Mulbera resumed course. Coming in with 71 passengers, 131 bags of parcel post, and "a large general cargo," Mulbera landed 18 passengers at Plymouth. resuming and resumed passage for London, Antwerp and Rotterdam after just 15 minutes.
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| Fifth Engineer Victoria Drummond, R.M.S. Mulbera 1927-28. Credit: dmetclub.com |
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| Fifth Engineer Drummond with Chief Engineer Stewart and fellow officers aboard Mulbera 1927-28. Credit: genderedseas.blogspot |
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| Credit: Daily Record, 19 July 1927. |
On 14 April 1927 at London, Mulbera signed on her most famous engineer-- the redoubtable Victoria Drummond, OBE (1894-1978), the first woman engineer in the Merchant Navy, who had first served with Blue Funnel Line in 1922, and joined Mulbera five years later as Fifth Engineer. She was accepted, indeed respected, by Capt. Steadman and most of her fellow officers save Second Engineer Lamb, and went on to make four voyages to Calcutta and one to East Africa in Mulbera before signing off on 4 December 1928.
Again destined for Beira, Mulbera left Middlesbrough on 6 April 1927 and London on the 14th, calling en route at Marseilles (21), Suez Canal (27-28), Port Sudan (1-2 May), Aden (5) and arriving at Mombasa on the 11th. Heading south on the 15th, ensuing calls were made at Dar es Salaam (17) and Zanzibar (17) and Mulbera got into Beira on the 22nd. Leaving for home on 1 June, Mulbera stopped en route at Dar es Salaam (6), Zanzibar (6), Mombasa (6), Aden (16), Port Sudan (19), Suez Canal (22-23), Malta (26) and Marseilles (30) before getting into Plymouth at 11:45 a.m. on 6 July. Capt. Steadman reported encountering a strong S.W. monsoon in the Indian Ocean and a gale in the Bay of Biscay, and landed 20 of his 89 passengers and mails there before carrying on to London and out ports for which Mulbera had 5,090 tons of cargo.
Bound, for a change, for Madras and Calcutta, Mulbera cleared Middlesbrough, after loading a 4,300-ton cargo of iron, on 6 August 1927) and London on the 13th. Transiting the Suez Canal (24-25), Aden (30), Colombo (6 September), Madras (12) and arrived at Calcutta (14). Clearing the Hooghly on 5 October for England, the voyage got off to a bad start when a passenger, P. Hall, formerly chief engineer of the steamer Clintonia, was found missing around 7:00 p.m. the evening of departure and presumed to have fallen overboard. Making calls at Madras (10), Colombo (13-14), Aden (21), Suez Canal (26-27), Malta (31) and Marseilles (2 November), Mulbera hit a full gale in the Bay of Biscay, delaying arrival at Plymouth by 24 hours to the 10th at 2:00 p.m. "Also 24 hours late owing to terrific weather encountered after passing Gibraltar, the British India liner Mulbera arrived at Plymouth yesterday afternoon. At times her speed was reduced to three knots, whilst for hours she was practically hove to. The seas were mountainous, but no damage was sustained." (Western Morning News, 11 November 1927). Landing nine of her passengers at Plymouth, Mulbera proceeded to London (11),leaving there on the 18th for Hull.
India-bound again, Mulbera sailed from Middlesbrough on 10 December 1927 (taking out the second largest cargo-- 4,463 tons-- from the port that month, second to BI's Perim's total of 4,846 tons) and London on the 17th. Calling outbound at Malta on the 26th, she transited the canal (29-30), Colombo (12-14 January 1928), Madras (16-18) and arrived at Calcutta on the 21st.
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| BI East African Handbook, 1928. Credit: eBay auction photo. |
1928
R.M.S. MADURA
Sticking to the Calcutta/Madras run and the jute trade into the New Year, Madura departed Middlesbrough on 18 February 1928 and London on the 25th. This had her calling at Malta on 5 March, transiting the canal (9-10), call at Aden (16), Colombo (25-26), Madras (29-31) and reaching Calcutta on 3 April. Sailing for home on the 15th, Madura cleared Madras on the 21st, Colombo (25), Aden (3 May, transited Suez (8-9) and touched at Marseilles, getting into Plymouth at 10:00 a.m. on the 23rd, favoured by fine weather throughout the voyage. Of her 138 passengers, 25 disembarked there and she was soon dispatched for London and Antwerp.
Destined this time for East Africa, Madura cleared Middlesbrough on 27 June 1928 and London on 6 July for Beira, calling on the way at Marseilles (14), Suez Canal (20-21), Port Sudan (23-25), Aden (28), Mombasa (3-7 August), Zanzibar (8), Dar es Salaam (9-11) and arriving Beira on the 15th. Northbound on the 22nd, Madura touched at Dar es Salaam, Zanzibar (27), Tanga (28), Mombasa (28 August-1 September), Aden, Port Sudan (10), Suez Canal (12-13), Marseilles (19) and arriving Plymouth on the 26th after a fair weather voyage. Landing 12 passengers there, she proceeded to London (27) Antwerp and Hull.
Again Beira-bound, Madura left Middlesbrough on 17 October 1928 and London on the 26th for Marseilles (3 November), Suez Canal (9-10), Port Sudan (13-14), Aden (17), Mombasa (24-29), Zanzibar (30-1 December), Dar es Salaam (2), arriving Beira on the 6th. Homewards, Madura sailed on the 11th, calling northbound at Zanzibar (16), Mombasa (18-22), Port Sudan (2 January 1929), Suez Canal (5-6) and Marseilles (11). Skipping her call at Plymouth on the 17th for unstated reasons, Madura arrived at London direct on the 19th and Antwerp on the 29th.
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| Madura in the Scheldt. Louis Claes photograph. Credit: Museum aan de Stroom |
R.M.S. MODASA
Now an "Old African Hand," Modasa was off again to "British East" on 4 February 1928 from Middlesbrough and London on the 17th. Stopping at Marseilles (26), passing through the canal (3-4 March), calling at Port Sudan (6-8), Aden (11), Mombasa (17-20), Zanzibar (21-22) and getting into Beira on the 26th. Leaving for England on 4 April, Modasa called at Dar es Salaam (8), Zanzibar (10), Mombasa (11-14), Port Sudan (22-23), Suez Canal (26-27), Malta (30) and Marseilles (4 May), arriving Plymouth at 5:00 p.m. on the 10th. "At the onset of the voyage the steamer encountered the end of the N.E. monsoon and the start of the S.W. Monsoon. In the Red Sea there was a sandstorm, whilst afterwards the weather was generally fine," reported the Western Morning News (11 May). Coming in with 118 passengers, 26 disembarked there and Modasa cleared for London (11), Rotterdam (20) etc. to unload her 5,679 tons of cargo.
Sailing from Middlesbrough on 30 May 1928 and London on 8 June, for East Africa, Modasa made the usual waystops: Marseilles (16), Suez Canal (22-23), Port Sudan (25-27), Aden (30), Mombasa (8-11 July), Zanzibar (13), Dar es Salaam (15) and reached Beira on the 18th. Northbound on the 25th, Modasa called at Dar es Salaam (30), Zanzibar (31 July-1 August), Tanga (2), Mombasa (4-6), Port Sudan (12) Suez Canal (15-16), Marseilles (22), making Plymouth on the afternoon of the 29th, landing 18 passengers there, and berthing in London's Royal Albert Docks on the 30th.
Beira-bound for the last time that year, Modasa left Middlesbrough on 19 September 1928 and London on the 28th. Calling outbound at Marseilles (6 October), Suez Canal (13-14), Port Sudan (15-16), Aden (19), Mombasa (26-29), Zanzibar (31), Dar es Salaam (1-2 November), Modasa turned around at Beira (5-14), stopping homewards at Dar es Salaam (18), Zanzibar (18-20), Mombasa (21-24), Aden (30), Port Sudan (3 December), Suez Canal (5-6), Marseilles (13), to arrive Plymouth at 3:00 a.m. on the 20th. She reported favourable weather throughout the voyage except for three hours of fog in the vicinity of the Burlings, and came in with 64 passengers and 4,382 tons of cargo. Disembarking 32 passengers there, Modasa proceeded to London at 4:30 a.m., berthing the next day.
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| Mantola. Credit: National Maritime Museum. |
R.M.S. MANTOLA
For East African ports, from Middlesbrough on 11 January 1928 and London on the 20th, Mantola coursed to Marseilles (29), Suez Canal (4-6 February), Port Sudan (8), Aden (11), Mombasa (17-20), Zanzibar (22), Dar es Salaam (22-24) and arrived Beira on the 28th. The passage home began on 7 March, clearing Dar es Salaam (11), Zanzibar (13), Mombasa (17), Aden (24), Port Sudan (27) and transiting the Suez Canal (30-31). "Unsettled weather" set in during the whole of her Mediterranean passage, with strong westerly gales from St. Vincent up to Finisterre. Calling at Marseilles on 6 April, Mantola made Plymouth at 8:00 a.m. on the 13th. Thirty-five of her 72 passengers left here there and she resumed passage for the Thames (14) and Tees (29).
Beira-bound again on 2 May 1928 (Middlesbrough) and the 11th from London, Mantola stopped at Marseilles (18), transited Suez (25-26), Port Sudan (30), Aden (1-2 June), Mombasa (9-13), Tanga (14), Zanzibar (15), Dar es Salaam (17) and got into Beira on the 21st. Northbound on the 27th, calls were made at Dar es Salaam (1 July), Zanzibar (3), Mombasa (3-6), Port Sudan (15), Suez Canal (18-19), Marseilles (25), reaching Plymouth at 12:15 a.m. on 2 August. Mantola, which reported favourable weather throughout the passage, landed 23 of her 64 passengers there and cleared for London at 6:30 a.m. where she berthed on the 3rd, going on to Antwerp (11) and Middlesbrough.
A change of pace ensued on Mantola's next voyage, for Madras and Calcutta, from Middlesbrough 13 October 1928 and London on the 20th. Transiting the Suez Canal on 2-3 November, calling at Aden (9), Colombo (18-20), Madras (23-25), Mantola reached Calcutta on the 28th. For England, she passed out of the Hooghly on 13 December for Madras (16-19), Colombo (22-23), Suez Canal (5-6 January 1929), Marseilles (13) and arrived Plymouth at 8:30 p.m. on the 19th. After "landing a few passengers," including three Indian children bound for school at Probus. Mantola resumed passage for London (21) and Hamburg (26).
R.M.S. MATIANA
Arriving at Beira on 4 January 1928 from England, Matiana steamed for home on the 13th, calling at Dar es Salaam (16), Zanzibar (18), Mombasa (19-21), Aden (28), Suez Canal (1-2 February), Marseilles and got into Plymouth the evening of the 14th. She had gales and rough seas all the way up from Marseilles and came in with 143 passengers, disembarking 44 there and continuing on to London and Antwerp (24).
One of the pluckiest, most adventurous woman in Britain, jauntily stepped into the boat train at Liverpool Street Station this afternoon, and began the first stage of a thrilling film expedition which will carry her thousands miles into the wild and unexplored regions of Central East Africa. With her husband—Major Court-Treatt—and her 18-year-old brother, Mr E S. Hind, embarked on the s.s. Matiana from the Royal Albert Dock later in the day on tour which is likely to even more exciting than her Cape-to-Cairo trip two years ago. when she and Major Court-Treatt were the first people to cross the African Continent motor-car.
Nottingham Journal, 17 March 1928.
Returning to East Africa, Matiana cleared Middlesbrough on 7 March and London on the 16th for Marseilles (25), the Suez Canal (31-1 April), Port Sudan (3-4), Aden (8), Mombasa (14-17), Zanzibar (19-20), Dar es Salaam (21) and Beira (25). Northbound on 2 May, she cleared Dar es Salaam (7), Zanzibar (8), Tanga (9), Mombasa (12), Aden (17), Port Sudan (20), Suez Canal (23-24) and Marseilles (30) and reached Plymouth at 9:30 a.m. on the 5 June, reporting fine weather throughout. Of her 107 passengers, 23 landed there and cleared for London at 10:45 a.m. for London (6) and Antwerp (14).
Leaving Middlesbrough on 25 July 1928 and London by 3 August for Beira, Matiana paused at Marseilles (11), Suez Canal (16-17), Aden (24), arriving at Mombasa on the 31st, and making southbound calls at Dar es Salaam (7-8 September) and reaching Beira on the 10th. Among her passengers, landing at Dar es Salaam were four members of Parliament, visiting on the invitation of the Governor of Tanganyika to prepare a report to the Empire Parliamentary Association on the development of the colony. Homewards, Matiana left Beira on 20 September, stopping en route at Dar es Salaam (24), Zanzibar (24), Mombasa (25-29), Aden (4), Port Sudan (8 October), Suez Canal, Marseilles (17) and arriving Plymouth the evening of the 23rd. The only bad weather, as so often, encountered on the passage was in the Bay of Biscay and Channel. After landing a few passengers, Matiana resumed course for London (25).
Starting her last voyage for the year, Matiana sailed from the Tees (14 November 1928) and Thames (23rd) for East Africa, numbering among her passengers Col. Henry and Lady Fairfax-Lucy for Mombasa, and Sir Morris and Lady Carter, for Dar es Salaam, who embarked at Marseilles on 4 December. Transiting the canal (10-11), Matiana called at Port Sudan (13-14), Aden (17) and arrived at Mombasa on the 23rd. Spending Christmas in Kenya Colony, she left there on Boxing Day, and made southbound calls at Zanzibar (30) and Dar es Salaam (31) before arriving at Beira on 4 January 1929.
R.M.S. MALDA
Arriving at Beira on 1 February 1928 from England, Malda left there on the 8th, calling at Zanzibar (13-14), Tanga (15), Mombasa (15-18) and Port Sudan (28). Among those landing at Suez on 2 March were Lord and Lady Allenby. Completing her transit of the canal, Malda arrived at Port Said on the 3rd and proceeded to Malta (7), Marseilles (9) and reaching Plymouth at 10:10 a.m. on the 17th, reporting hitting a moderate gale in the vicinity of Gibraltar. Twenty of her 86 passengers disembarked there and she cleared at 11:00 a.m. for London.
Returning to East Africa, Malda sailed from Middlesbrough on 4 April and London on the 13th for Beira via Marseilles (21), Suez Canal (27), Port Sudan (30), Aden (4 May), Mombasa (12-15), Dar es Salaam (21) and arriving there on the 24th. Making for home on the 30th, Malda encountered rough weather most of the way, calling at Zanzibar (4-5 June), Mombasa (9), Aden (15), Port Sudan (18), Suez Canal (22-23) Marseilles (29) and making Plymouth at 4:00 a.m. on 6 July, coming in with 108 passengers and 3,875 tons of cargo. Landing 23 passengers there, she resumed passage at 6:30 a.m. for London where she berthed at the Royal Albert Docks on the 7th and arrived Antwerp on the 14th.
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| Credit: Daily Express, 31 August 1928. |
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| Credit: Western Morning News, 30 June 1928. |
Becoming the second of the M3s to convey Royals on official visits to British East Africa, it was announced on 21 June 1928 that Malda (Capt. T.N. Grey) had been selected to take H.R.H. the Prince of Wales and the Duke of Gloucester to East Africa in September.
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| Malda's commander, Capt. T.M. Gray. Credit: Sheffield Daily Telegraph, 7 September 1928. |
The Royal travellers will have a suite rooms on the boat deck, and will take their meals with the other passengers in the dining saloon. The cabins they will occupy are fitted up with bedstead, instead of the ordinary shipboard berths, and contain a chest of drawers, a wardrobe, and a wash basin. A mirror is fixed above the chest of drawers, and electric fans fitted in the roof will ensure that the cabins are kept cool.
The ship will sail from London on August 31, and will call at Marseilles before passing through the Suez Canal on her journey to Mombasa, where the Prince and the Duke of Gloucester will disembark. The Royal brothers will leave London in the first week of September, and will travel overland on the first part of their journey, joining the Malda at a point on their voyage yet to be determined.
They will go to Nairobi from Kilindini, the port at which they will land on September 28.
Western Morning News, 21 June 1928.
On 30 June 1928 it was confirmed that the Royal Party would leave England on 7 September, crossing to France and by rail to Marseilles, there to embark Kaisar-i-Hind for Port Said for a 48-hour visit to Egypt and then embark Malda there for Mombasa.
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| Credit: Sunday Sun, 2 September 1928. |
The British India liner Malda is now being got ready at Middlesbrough Dock to take the Prince of Wales and the Duke of Gloucester from Ismailia to Mombasa next month. Six state rooms are being converted into two bedrooms and a sitting-room for the Royal passengers. They have intimated their desire to be treated as ordinary passengers, and will take meals in the saloon with the first-class passengers.
'We are providing with facilities for the Prince to keep himself fit with deck tennis," said Captain Grey, of the Malda, yesterday. 66 A swimming bath is also being made on the well deck.'
The Daily Telegraph, 22 August 1928.
Three adjoining State rooms the bridge deck of the steamship Malda have been set aside the Royal suite for Prince of Wales and the Duke of Gloucester on their journey to East Africa, and army men was busy yesterday giving them the final touches. The rest the ship also, she lay in the Royal Albert Dock, was being straightened up in preparation for her departure from Tilbury Friday morning.
Six cabins have gone to the making the Royal suite, being reconstructed to form three rooms. Two of have been fitted up as bedrooms for the Royal brothers, with the third as a sitting room. The walls each room are decorated white enamel relieved by few simple water colours. Soft grey pile, carpets cover the floor, while the cosy easy chairs give an air of homelike comfort the room; which also contains a well-stocked book case, a writing table and a handsome occasional table. A cabinet gramophone will provide whatever required in the way music.
The princes, who will board the Malda at Port Said, will join the rest of the passengers in the first saloon for their meals, and one long table being reserved for them.They have not asked for any special accommodation, but the table has been reserved so that there will plenty room for them entertain some of their fellow should they desire to so.
Three staterooms on the bridge deck of the have been set aside the Royal for the Prince Wales and the Earl of Hitter on their journey to East Africa, and army of men was busy Yesterday giving them the final touches. The rest of the ship also, as she lay the British Steam Navigation Company's berth in the Royal Albert Dock, London, was straightened preparation for her departure from Tilbury on Friday morning. Six cabins have gone the making the Royal suite, being to form three rooms. Two of these rooms have been fitted bedrooms for the Royal brothers, with the third sitting room.
Northern Whig, 29 August 1928.
The country’s interest in intimate details of the Prince of of Wales’s life was never illustrated more strikingly than by the abnormal number of applications for permission look over the quarters reserved for him on the s.s. Malda. The steamship company has been inundated with them. All of them have been refused, but that has not prevented swarms of people lining the quay at the Royal Albert Docks gazing with longing eyes at the giant liner which will take his Royal Highness and his brother, the Duke of Gloucester, to South Africa.
Sheffield Daily Telegraph, 29 August 1928.
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| Credit: Evening News, 29 August 1928. |
An Hour Aboard The Malda. Amid the bustle of striking down cargo, the clamour of winches and cranes, and the shouts of toiling Goanese and Lascar sailors, plumbers, carpenters, and furniture men down at the Royal Albert Docks are preparing three cabins on the port side of the upper deck of the ss. Malda for the Prince of Wales and the Duke of Gloucester. The Princes will join this small 10000-ton ship at Ismailia in the Suez Canal-they are going out there in the Kaisar-i-Hind—and the port side 'has been chosen for their accommodation because that will be the cooler side on the journey from Ismailia to Mombasa.
Six ordinary double-berth cabins have been converted into three rooms for them, a bedroom each and a sitting room, and there is a bathroom on the other side of the gangway; and although this sounds very grand the rooms are really of quite modest proportions, for The Duchess's Tea Service. The Malda carries cargo as well as passengers. I saw hundreds of drums of cement in her hold, which she is taking out for African railways.
In one of the bedrooms—they are exactly alike—l saw a plumber at work on a wash-basin, while furniture men were moving in a large mahogany cupboard. All the wood in the Princes’ quarters is mahogany, unlike the usual first-class cabin furniture, which is light oak. The chintz cover of the single armchair in the bedroom is patterned with a floral design in pale pastel shades of blue,grey, pink, and yellow; and there will curtains of the same chintz for the two square ports in each bedroom. The bed-spreads are lovely things of deep pink silk with white flowers edged with dark blue trailing across the corners. A carpenter was fitting up a little shelf, to shut flat against the wall or open out as a tiny table. This was over the place where the Prince of Wales’ bed will be put—it had not yet been moved in—and beside it were silvered light switches, a bell-push, and a switch to work one of the two fans with which each bedroom is fitted.
There are pictures upon the gleaming white walls, pleasant, colourful scenes of France in watercolours, carefully chosen to harmonise with the chintz and the fawn carpet; and the other pieces of furniture are a glass-covered dressing table and a writing-table.
The carpet in the sitting-room is deep blue, and the pictures hung there are also cheerful watercolours. When I was there a man was unpacking books and arranging them in a glass-fronted bookcase standing between the square ports. Books on Kenya and Uganda, one about the Merchant Service, and the latest works of our better novelists were mixed with thrillers, doubtless the very newest Edgar Wallace will be rushed on board at the last minute!
A settee and two chairs, covered in light leather, and a chintz-covered sofa, dark blue and cream to match the curtains, make up the rest of the sitting room furniture; and the lamp-shades are of shot gold and pink silk with blue piping.
A door has been fitted up to shut off the Princes’ suite from the rest of the ship, which can carry some two hundred passengers; but it is expected that the Princes will have their meals in the saloon.
A special special tea service was brought on board, however, the one chosen by the Duchess of York for her trip to Africa. I saw that it was white with a gold key pattern. A silver -cornered blotting -appeared with this. It had been forgotten, and was hailed with joyful interest by one of the officials, as the one the Duke of York used when he went to Africa.
Milk will be made daily dur ing the trip: I saw the Iron Cow in its special room (or should I say stall?) aft, near the storerooms and refrigerating rooms. This unprepossessing creature is fed with milk powder, hot water, and butter, which it mixes in a large drum. The mixture is then forced through an “emulsifier,” which is a sort of metal mushroom-head revolving very fast in a metal cup, with a clearance of only a few thousandths of an inch; and the resultant fluid is sprayed into a cooler. The milk of the iron cow, I was told, varies according to the initial mixture, and is often very much richer than the wilk of an ordinary meat cow.
Evening News, 29 August 1928.
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| Credit: Evening News, 29 August 1928. |
Though there are five hundred separate delicacies on the stores list of the liner Malda which will cany the Prince of Wales and the Duke of Gloucester to East Africa from Port Said, the meals which will prepared for the Royal table will not be extravagant or highly elaborate. In fact, the Princes have asked to be treated in exactly the same way as the ordinary passenger.
The Malda will leave London to-morrow, and the Prince and his brother will join it Port Said September 14. The past few days have been very busy ones for the victualling superintendent, but everything is now in readiness for the voyage. The Prince and his brother will occupy special State rooms the starboard side the ship will have their own particular table in the dining-saloon—but with these two exceptions the Prince and the Duke Gloucester will sail as ordinary first-class passengers.
Western Daily Press, 30 August 1928.
Though there are 500 separate delicacies on the stores list of the British India liner Malda, which will carry the Prince of Wales and the Duke of Gloucester to East Africa, the meals which will be prepared for the Royal table will not be extravagant or highly elaborate. In fact, the Princes have asked to be treated in exactly the same way as the ordinary passenger. Malda will leave London to-morrow, and the Prince and his brother will join it at Port Said on September 14. The past few days have been very busy ones for the victualling superintendent, but everything is now in readiness for the voyage. Some remarkable figures relating to the quantities of all-British "fish, flesh, and fowl" necessary for this liner's voyage to the East were given by the victualling superintendent. Among the Maids's stores are 40 boxes of kippers and a ton and a half of Scotch salmon, turbot, halibut, brill, cod, plaice, and lemon soles.
The liner will carry a large variety of meats, including 7,000 lb. of beef, 4,600 lb. of mutton, and 3,000 lb. of lamb. A wide choice of poultry and game will be available for the Prince, ranging from ducklings and goslings to partridges and plover. The figures are: 424 chickens, 212 ducklings, 60 guinea fowl, 48 brace of grouse, 30 brace of pheasants, 18 brace of partridge 26 goslings, 26 turkeys, 68 brace of plover, 50 brace of ptarmigan, and 30 of black game, together with 40 hares.
In East-going liners salads and curries play an important part on the menus. So as soon as the Malda runs into the hot weather belt, salads will be on the menu for breakfast, lunch, and dinner. he will take on fresh vegetables at her various ports of call, and thus a large variety of salads will be available for the passengers. Special stores of fine-grade salad cream, made of matured malt vinegar and pure olive oil, have been taken on board in London.
Newcastle Journal, 30 August 1928.
With considerably less notice than afforded her menu or royal grammophone, Malda quietly also prepared for an otherwise routine voyage to British East, passing out of Middlesbrough on 22 August 1928 and London on the 31st. She made her usual call at Marseilles on 7 September and at Malta on the 10th and thence to the canal to embark the royal party at Ismailia the afternoon of the 14th:
The Prince of Wales and the Duke of Gloucester sailed from Ismailia this afternoon on the British India steamer Malda for East Africa, after having travelled by special train from Cairo, accompanied by Hoare, the Acting High Commissioner. Large crowds were at the station awaiting the arrival of the train. Their Royal Highnesses, who were wearing grey lounge suits, appeared slightly fatigued after a hot and dusty journey. They were the target of numerous cameras leaving the station.
The Princes proceeded immediately by car to the Suez Canal, Company's headquarters, where they were entertained to luncheon by the Canal Company officials. After lunch they went aboard immediately. A large crowd which had gathered on the quayside gave the Royal visitors a rousing send-off, while four flights of Royal Air Force machines circled above as they embarked.
Western Morning News, 15 September 1928.
There followed the most meticulously reported BI voyage surely in the long history of the line, indeed which doubtless introduced many newspaper readers to its very existence as well as the route and rigours of the sea voyage out to British East. Not to mention its length and heat; the Princes' being aboard for but 14 days of it, but getting the very worst of the Red Sea furance. On the 15-16th, it registered 90 degs on deck in the evening and 100 degs in the cabins and public rooms and "on Saturday night the ship sailed slowly in a circle in order to permit the following wind to sweep across the open decks. The Princes slept in the open air on the bridge." (Hull Daily Mail, 18 September).
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| Credit: Illustrated London News, 29 September 1928. |
Malda and her royal visitors were received with all the pomp and welcome the desolate place could muster on arrival on 17 September 1928 and Colonel Balfour, Governor of Sudan, went aboard to pay his respects to their Royal Highnesses and introduce "local notables":
The Malda, with the Prince of Wales and the Duke of Gloucester on board, arrived on Monday morning at Port Soudan. The ships in the harbour were beflagged. The Governor of the Red Sea province went on board, bearing a message of greeting from the Acting Governor-General of the Sudan. Among the other visitors was Sir Sayed Ali el Mirghani, one of the most influential religious leaders in the Sudan. The Prince of Wales met the visitors on the bridge, having whom a he separate interview with Eir Sayed Ali, met at St. James's Palace in 1919. The Prince then received Mahomed Mahmeid Bey Artei who is the Nasir of the Arteiga Arabs, and Sheik Said el Hassan Bedri, Deputy Nasir of the Hadenlowa Arabs.
Hull Daily Mail, 18 September 1928.
The Princes then went ashore for six hours, repairing to the Sporting Club where, despite the 100 deg. heat, the Princes of Wales played "eight strenuous games of squash rackets in the afternoon. The Duke of Gloucester played tennis." After an "informal dinner ashore," they re-embarked Malda which sailed from Port Sudan at 11:00 p.m. on 18 September 1928 for Aden where she arrived on the 20th at 1:00 p.m., "the visit is purely unofficial and the liner is leaving at seven this evening. " (Reuters, 20 September).
Then began the long slog south to Mombasa although the blistering heat of the Red Sea was left somewhat behind and to break the monotony there was the traditional Crossing the Line ceremony on 27 September 1928 which, as with that afforded the Duke and Duchess of York, attracted much newspaper attention:
With the traditional ceremonial, homage was paid to King Neptune, this afternoon on board the ship, which is due at Mombasa to-morrow. There were about 20 initiates, including the Duke of Gloucester, who was charged with undermining the foundations of the Suez Canal by playing golf, with not visiting East Africa before 1928, and, finally,, with being one of two first-class sportsmen.
The other first-class sportsman, the Prince of Wales, was the barber's assistant. Wielding a large distemper brush, which be thrust into a bucket of so-called soap," he lathered the new subjects of the Sea King, including thee Duke of Gloucester.
The Princes have been studying Swahili, and the Prince of Wales is particularly proficient in the use of every-day phrases.
A Mombasa message says that Mombasa is agog with excitement in anticipation of the visit of the Prince of Wales and the Duke of Gloucester.
Western Morning News, 28 September 1928.
At night, the Prince of Wales presented initiation certificates and the prizes won at the ship's sports. He afterwards attended a dance on deck, leading off with the oldest lady passenger.
Western Morning News, 29 September 1928.
With the ship's arrival at Mombasa came firsthand accounts of passengers about the voyage and their fellow Royal passengers during the long sea days (and evenings):
Fellow-passengers of the Prince of Wales and the Duke of Gloucester on board the Malda during the voyage from Cairo to Mombasa will long remember the trip. They saw the Prince indulge in a little 'flutter' at roulette and 'break the bank,' witnessed another illustration of his genuine kindness when he gave his sitting-room to a lady passenger who was suffering from the heat, and saw him delight the children by romping about with them on deck and enthusiastically joining in their games.
A game of roulette was in progress in a smoke-filled room when the Prince quietly walked in and sat down at the table on the right of the banker. He watched the game played for a few minutes, and then, with a smile on his face, made a small bet.
The Prince's free and easy manner made all the players quickly at ease, and they failed to notice that he was bringing off a series of coups. Betting mainly on the even chance, although now and then he took a 6 6 long shot,' the Prince amassed a small pool of winnings, which he left on the table. Then the time came for him to gather the spoils, and so quiet had he been over his run of success that his fellow-players had not noticed that the substantial pile belonged to no other than the Royal player.
There was a gasp of astonishment as he picked up the winnings. All eyes were now focused on him, and when the wheel commenced to spin again the other players followed his lead. The run of luck continued, and a succession of black numbers--the Prince's favourite heavily backed, brought the downfall of the bank.
Payment suspended cried a voice. There was a cheer, and the Prince smilingly winnings. With characteristic sportsmanship the Prince offered to share in syndicate, and the game went on in a happy, almost merry, atmosphere.
The bank held its own, and his Royal Highness's group netted a profit. Nemesis came the next night.In a crowded room the Prince's group again officiated as bankers, but the backers were in luck's way. As the bank was growing smaller and smaller the Prince, who was enjoying the experience immensely, occasionally laughed' loudly.
Once more the cry rang out, 'Payment suspended.' Again there was a cheer. ' Splendid' said the Prince, and so say all of us came the chorus from the happy backers. There was considerable speculation as to what garb the Prince would wear at the fancy dress ball, organized in the ship. There were numerous predictions, but no one was correct. He strolled in the ballroom dressed as a native house boy," and had his first dance with a Queen of Sheba.' The Duke of Gloucester wore evening dress.
Western Morning News, 22 October 1928.
The Prince of Wales's acts of kindness included the handing over his sitting-room to a woman passenger who was suffering from the heat and carrying several little children pick-a-back round the deck. Another gala day was when the Prince lined all the children up and marched them the up on to the who bridge solemnly to be discharged paraded by captain, rockets in honour of the occasion. Mine Duke of Gloucester suffered o for some days from painful inflammation of the eye caused by the sun, but he had quite recovered before crossing the Line.
Sunday Dispatch, 21 October 1928.
In the brilliant sunshine. of a tropical sun, Mombasa was a blaze of colour when their Royal Highnesses, the Prince of Wales and the Duke of Gloucester, landed here this morning from the Malda. Its luxuriant tropical vegetation and picturesque native houses gleaming white in the sun formed a background for the cheering crowds that clustered round the waterfront- crowds of every nationality and the khaki of the European mingling with the white burnous of the Arab, the gaudy hues of the dresses of the Indian women, and the red and blue uniforms of the native soldiers, who formed the guard of honour, and whose band played almost unceasingly. In the harbour the crew of H.M.S. Enterprise dressed ship as the Royal brothers landed, and every ship in the port was hung with bunting.
The Prince of Wales, dressed field service uniform, and looking bronzed and well rested, landed punctually at ten o clock. After inspecting the native guard of honour, he listened to the address of welcome read to him on behalf of the town by the Resident Commissioner, and accepted the casket of silver, ebony and ivory, modelled in the form of a cobra, which was the gift of the native community. He replied to the address in short speech which he read from notes, and which was broadcast. by amplifiers to the huge crowd. The Prince gave great pleasure to the people, many of whom had long distances from the interior, and from Zanzibar' to see him, by standing well in front as: he made his speech.
After the ceremonies of welcome the landing stage, specially erected for the occasion, bad been completed, the Prince of Wales and the Duke of Gloucester, accompanied by Sir Edward Grigs, the Governor of Kenya, and by Lady Grigg drove briskly along the route to Government House, which they reached shortly before 10.30. From end to, end the road along which they drove was lined with cheering crowds…of natives in their picturesque dress, and hung with decorations, while arches of welcome spanned it at intervals. While many of the natives saluted.
Southern Daily Echo, 28 September 1928.
Malda, arriving at Mombasa on 28 September 1928 amid so much acclaim and attention, had but the shipping columns to record her departure on 3 October as she made her way south, calling at Zanzibar (4) and Dar es Salaam on the 6th.
Reverting to the mundane routine of an East African mailship, Malda quickly receded from the newspaper headlines but managed to figure in the Casualty Lists in the shipping pages when on arrival at Beira on 11 October 1928, she collided with the quarantine hulk Charles Racine whilst anchoring there. Cables from the hulk fouled her port screw, but were cleared and the ship safely anchored off. Divers were sent down to inspect the screw which was found to be undamaged. Homewards on the 17th, Malda cleared Dar es Salaam (22), Zanzibar (23), Mombasa (27), Aden (2 November), Port Sudan (9) and Marseilles (15) and made Plymouth at 2:30 a.m. on the 22nd. She had fine weather all the way to Gibraltar but strong S.W. Winds, rough seas and rain right into the Channel. Malda, which came in with 55 passengers, 4,827 tons of cargo and specie worth £9,590, landed "a number of passengers" there and mails before carrying on to London.
For East African ports, Malda cleared Middlesbrough on 12 December 1928 and London on the 21st. Going on via the usual ports-- Marseilles (30), Suez Canal (6-7 January 1929), Port Sudan (10) and Aden (14), , she reached Mombasa on the 20th. Proceeding south from there on the 24th, Malda, after touching at Zanzibar (25) and Dar es Salaam (26-27), arrived Beira on 1 February.
R.M.S. MULBERA
Mulbera, at Calcutta from England on 21 January 1928, passed out of the Hooghly on 7 February for home. Calling at Madras (11-13), Colombo (15-16), Aden (23), Suez Canal (28-29) and Marseilles, she got into Plymouth late on 12 March after bucking strong head winds in the Bay of Biscay. Landing 22 passengers there, Mulbera carried on to London (14), Dundee (22) and Antwerp (26).
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| Credit: Daily Record, 23 March 1928. |
A cordial welcome was given to Miss Victoria Drummond, of Megrinch Castle, Perthshire, when the S.S. Mulbera, on which she is serving as an engineer, arrived the Eastern Wharf, Dundee, last night. Among those who awaited her were her mother, the Frances Drummond, and her sister, Miss Lady Christian Ogilvy. When the Mulbera, which had a stormy voyage, was being moored Miss Drummond took several snapshots from the saloon deck, and afterwards came ashore. She stated that she had been on duty like the other engineers.
Her watch, was mainly from 4 till 8 in the morning. Miss Drummond is a fully-trained engineer, and member of the engine room staff. She will spend a at Castle before rejoining her ship.
The Daily Record, 23 March 1928.
Unlike most of her sister M3s by then, Mulbera stuck to the Madras and Calcutta Home Line, departing Middlesbrough on 14 April 1928 and London on the 21st. This had her calling at Malta (29), transiting Suez (3-4 May), making an unusual call at Port Sudan (7-8), Aden (10), Colombo (17-19), Madras (21-23) and arriving Calcutta on the 26th. There it was reported that a passenger, Miss Winifred Eleanor Twigg, aged 24, who had boarded in London, had been found dead in her cabin the day after the ship left Colombo. "Death is stated to have been due to heart failure. It is believed that Miss Twigge was travelling to India to marry her fiance, who lives up country." (Daily Telegraph, 28 May).
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| Credit: Western Morning News, 28 May 1928. |
Bound for England, Mulbera cleared Calcutta on 11 June 1928 for Madras (14-15), Colombo (18-19), Aden (28), Suez Canal (4-5 July), Marseilles (9) and Plymouth, arriving the evening of the 16th. Experiencing fine weather throughout the whole voyage, she came in with a good list of 117 passengers, 25 of whom disembarked there, before she continued on to London (18) and Hamburg (24).
From Tees and Thames to Hooghly once again, Mulbera left Middlesbrough on 1 September 1928 and London on the 8th, numbering among her passengers the Bishop of Madras. Stopping outbound at Malta (16), Suez Canal (19-20), Aden (25), Colombo (3-4 October) and Madras (6-7) Mulbera made Calcutta on the 10th. For the Thames and Elbe, she left the Hooghly on 27th, calling at Madras (30 October-1 November), Colombo (4-5), Aden (12), Suez Canal (17-18), Marseilles (25) and Plymouth, reached the afternoon of 3 December. Arriving there with 46 passengers, she landed a few there and cleared at 3:45 p.m. for London (3) and Hamburg.
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| Imperial Partners: Moldavia and Modasa departing Marseilles, 1929. Painting by John Robert Charles Spurling (1870 – 1933). Credit: P&O Heritage Collection. |
1929
R.M.S. MADURA
For East African ports, Madura left Middlesbrough on 2 February 1929 and London on the 15th, transiting the Canal on 1-2 March, calling at Port Sudan (6), Aden (9), Mombasa (16-19), Zanzibar (23-25), Dar es Salaam (26)and reaching Beira on the 31st. Homewards on 5 April, stops were made at Dar es Salaam (7-8), Tanga (9), Mombasa (9-13), Aden (19), Suez Canal (25-26), Marseilles (2 May) and Madura came into Plymouth at 4:45 p.m. on the 8th after fair weather throughout the voyage. Of her 107 passengers, 36 went ashore there and she carried on to London (9) and continental ports.
Sailing from Middlesbrough on 29 May 1929 and London on 7 June, Beira-bound, Madura stopped at Marseilles (15), Suez Canal transit (21-22), Aden (29), Mombasa (6-10 July), Zanzibar (11), Dar es Salaam (11-12) and got into Beira on the 16th. Homewards, she left Beira on the 24th, calling at Dar es Salaam (29-30), Zanzibar (30), Mombasa (3 August), Aden (8), Port Sudan (12), Suez Canal (14-15), Marseilles (21) and arriving Plymouth at 9:00 a.m. on the 29th, with just eight passengers landing there before resuming passage for London (30) and Hull (8 September).
Sq. Ldr. the Rt. Hon. F. E. Guest, C.B.E., D.S.O., accompanied by Miss W. E. Spooner, Flt. Lt. R. C. Preston, A.F.C. (R.A.F. Special Reserve), and Mr. E. G. Hordern, R.A.F., sailed from Marseilles in s.s. Madura for East Africa on Oct. 5. The three D.H. Moths which they are taking with them were shipped in the Madura in London and will be assembled at Nairobi, which will be the headquarters of the expedition. Sq. Ldr. Guest's expedition has been organised to investigate the possibilities of commercial aviation in East Africa and although they will operate air-taxi services at the beginning the main idea is to make a survey of the country with a view to opening commercial air lines.
The Aeroplane, 9 October 1929.
Participating in the creation of commercial air travel in East Africa, Madura departed London on 27 September 1929 (from Middlesbrough the 18th), calling en route at Marseilles (5 October), Suez Canal (12-13), Port Sudan (16-17), Mombasa (27-1 November), Zanzibar (3), Dar es Salaam (3-5) and arriving Beira on the 9th. Northbound calls from Beira on the 15th included Zanzibar (20), Mombasa (21-23), Aden (30) Suez Canal (6 December), Marseilles (12) with Madura reaching Plymouth, after a fair weather passage all the way, on the evening of the 19th. Again, there were but a handful of passengers (nine) disembarking her there and she carried on to London (21), Antwerp and Rotterdam.
R.M.S. MODASA
Modasa began the New Year early into it, departing Middlesbrough on 9 January 1929 and London on the 18th for Beira via Marseilles (27), Suez Canal (3-4 February), Aden (11), Mombasa (17-21), Zanzibar (22), Dar es Salaam (23-25) and arriving Beira on the 28th. Homewards on 6 March, Modasa cleared Dar es Salaam (10), Zanzibar (12), Mombasa (16), Aden (22), Port Sudan (26), Suez Canal (29-30) and Marseilles on the 5th to reach Plymouth at 12:50 p.m. on 12 April after experiencing "moderately fine weather" throughout the voyage. Coming in with 116 passengers, she landed 39 there and proceeded to London and continental ports to discharge her 6,978-ton cargo.
Clearing Middlesbrough on 1 May 1929 and 10th from London for Beira, Modasa made the usual stops "out East": Marseilles (18), Suez Canal (23-24), Port Sudan (28), Aden (31), Mombasa, Zanzibar (13 June), Dar es Salaam (13-14) and turning around at Beira (17). Clearing there for London on the 26th, Modasa proceeded to Dar es Salaam (30), Zanzibar (1-2 July), Mombasa (3-7), Aden (12), Port Sudan (15), Suez Canal (17-18), Marseilles (24) and Plymouth where she arrived at 3:45 p.m. on the 31st. Of the 79 passengers aboard, 12 disembarked there and she was off on her by 4:30 p.m. for London (1 August) and continental ports.
Her next voyage to British East Africa, commencing from Middlesbrough on 24 August 1929 and London on the 30th, took Modasa to Marseilles (7 September), through the Suez Canal (13-14), Port Sudan (18), Aden (21), Mombasa (28-2 October), Zanzibar (4), Dar es Salaam (5) and into Beira on the 9th. Heading for home on the 16th, Modasa made for Dar es Salaam (21), Zanzibar (22), Mombasa (23-26), Aden (1 November), Port Sudan (4), Suez Canal (7-8), Marseilles (15) and Plymouth, coming in late on the 21st after a stormy passage through the Mediterranean and past Gibraltar up to the Channel. Of her small list of 50 passengers, only few landed there and she was dispatched to London where she berthed in the Royal Albert Docks on the 23rd and later continued on to Antwerp.
Squeezing in another voyage "out East" before the year was over, Modasa cleared Middlesbrough on 14 December 1929 and London on the 20th, affording her passengers Christmas at sea, one day before "turning the corner" at Gibraltar. Calling at Marseilles on the 29th, Modasa transited the canal 3-4 January 1929, and went on to call at Aden (11) before arriving at Mombasa on the 17th. Heading south from there, she stopped at Zanzibar (21), Dar es Salaam (22-23) and arrived at Beira on the 27th.
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| Mantola. Credit: Sjöhistoriska museet |
R.M.S. MANTOLA
Mantola, unlike her M3 consorts by this time, continued to alternate on the East Africa Home Line and that to Calcutta. For the latter, she left Middlesbrough on 16 February 1929 and from London on the 23rd. This had her transiting Suez on 9-10 March and calling at Aden (16), Colombo (24- 25), Madras (28) and reaching Calcutta on 2 April. Clearing the Hooghly on the 14th, Mantola sailed from Madras (21), Colombo (25), Aden (2 May), Suez/Port Said (7), Malta (11), Marseilles (15) and, unusually, from Tangiers on the 17th and got into Plymouth at 11:30 a.m. on the 21st after a fair weather passage all the way. Twenty-three passengers left her there with another 101 in transit for London, Hamburg, Antwerp and Middlesbrough.
Again for Madras and Calcutta, Mantola sailed on 8 June 1929 from Middlesbrough and on the 15th from London. British India continued to experiment with Tangier as a call and Mantola again putting in there on 20th, transiting the canal 27-28th, calling at Aden (3 July), Colombo (11-12), Madras (15) and arriving Calcutta on the 19th. Homewards on 5 August, she proceeded to Madras (8-9), Colombo (12), Aden (22), Suez Canal (28-29), and Marseilles (5 September), reaching Plymouth at 1:30 p.m. on the 12th, delayed by dense fog off the French coast. She arrived with P&O's Razmak, City of Venice and Ile de France making for a busy day in Cawsend Bay. Mantola came in with only 35 passengers, seven leaving her there and she was soon off for London (13), Hull and Antwerp.
Mantola cleared Middlesbrough on 12 October 1929 and London on the 19th for Calcutta, and with no calls en route, made direct for the Suez Canal (30-31), Aden (5 November), Colombo (14-15), Madras (18) and arriving Calcutta on the 22nd. Britain-bound, Mantola cleared Calcutta (7 December), Madras (9), Colombo (12), Aden (15), Suez (27), Port Said (28), Marseilles (4 January 1930), making Plymouth at 7:00 a.m. on the 11th. Passengers were scarce with but 31 aboard and only a few landing there before she resumed passage for London.
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| Matiana at Gravesend, photo card posted in 1929. Credit: eBay auction photo. |
R.M.S. MATIANA
Four days into the New Year, Matiana was in the fetid, sweltering confines of Beira port, having arrived from England that day. Like her officers and crew, she was perhaps anxious to depart one of East Africa's least attractive harbours, leaving there for home on the 9th. Clearing Dar es Salaam (13), Zanzibar (14), Tanga (15), Mombasa (19), Aden (25), Suez (31), Port Said (1 February) and Marseilles (7), she got into Plymouth at 10:55 a.m. on the 14th. Matiana lost good weather on reaching Egypt with strong winds and cold weather in the Mediterranean and a gale in the Bay of Biscay so the 18 of her 53 passengers disembarking at the Devon port were doubtless glad to be home and she carried on to London, docking there on the 14th.
For East Africa, Matiana left Middlesbrough on 9 March 1929 and London on the 15th, stopping en route at Marseilles (23), Suez Canal transit (30-1 April), Aden (6), Mombasa (12-16), Zanzibar (17), Dar es Salaam (19) and arriving Beira on the 23rd. Sailing for England on the 30th, Matiana made the rounds of Zanzibar (4-5) and Mombasa (7-11). Embarking there was the Sultan of Zanzibar, accompanied by Prince Abdulla Bin Khalifa and Shiek Seif Bin Suleiman el Busaid, bound for England. Calling at Aden (16), Port Sudan (19), Suez Canal (23-24), Marseilles (28), where the Sultan of Zanzibar and party disembarked to take the blue train to Paris, Matiana arrived at Plymouth the evening of 4 June, landing 12 passengers before sailing for London, docking the next day. There, she landed a "floating zoo" of African animals, including ten zebras, a two ostriches, a number of baboons, and many rare birds. "Two zebras died during the voyage voyage, but the others stood the change of temperature well, and never lost a single meal. " (Western Morning News, 6 June).
Departing Middlesbrough on 29 June 1929 and London on 4 July (and exceptionally, also from Southampton on the 5th), Matiana headed back to East Africa. At Southampton, she loaded the steamer Robert Croyndon (860 tons), built in two sections in "kit form" by John I. Thornycroft, and intended for service on Lake Albert in central Africa with final assembly to be accomplished locally. Passing through the Suez Canal (20) and calling at Port Sudan (23-25), Aden (28), Mombasa (4-9 August), Zanzibar (10), Dar es Salaam (11-12), reaching Beira on the 16th. Departing there for England on the 22nd, Matiana called at Dar es Salaam (27), Tanga (28), Mombasa (28-31), Aden (6 September), Port Sudan (9), Suez Canal (11-12), Marseilles (18) and Plymouth where she arrived at 8:15 a.m. on the 26th, disembarking 25 passengers before continuing on to London where she arrived on the 27th.
Outbound to "British East" one last time in 1929, Matiana left London on 25 October, (from Middlesbrough on the 16th), stopping at Marseilles (2 November), transiting the canal (9-10), calling at Port Sudan (11-13), Aden (16), Mombasa (22-27), Zanzibar (28-29) and arriving Beira 3 December. Turning for home on the 11th, she cleared Dar es Salaam (16), Zanzibar (17), Tanga (18), Mombasa (21), Aden (27), Port Sudan (31), Suez Canal (3-4 January 1930), Marseilles (10) and leaving behind "a moderate gale" in the Mediterranean, made Plymouth at noon on the 16th, landing 44 passengers there and continuing to London (17) and Antwerp (24).
R.M.S. MALDA
Malda's last departure from London in 1928 on 21 December had her arriving Beira on 1 February 1929. Heading home on the 10th, she clicked off the waystops, clearing Dar es Salaam (14), Zanzibar (15), Tanga (17), Mombasa (22), Aden (28), Port Sudan (3 March), Suez (6), Port Said (7), Malta (11), Marseilles (14) and retarded in her progress for two days by fog in the Bay of Biscay, making Plymouth at 4:00 a.m. on the 21st. Seventeen of the 78 passengers aboard left her there and she proceeded to London (22) and other ports to discharge her 8,558 tons of cargo.
Beira beckoned once again, Malda coursing there from Middlesbrough (12 April 1929) and London on the 18th, calling at Marseilles (27), transiting Suez (3 May), pausing at Port Sudan (7-8), Aden (11), Mombasa (18-23), Zanzibar (26), Dar es Salaam (26-27), Beira (30) and making a quick turnaround, sailed for England on 4 June, clearing Zanzibar (8), Mombasa (12), Aden (18), Port Sudan (20-21), Suez Canal (24-25), Marseilles (30) and getting into Plymouth on the afternoon of 8 July, favoured by fine weather throughout the long voyage. "After landing a number of passengers," Malda went on to London, Hull and Middlesbrough (20).
Clearing Middlesbrough on 27 July 1929 and London on 2 August for East Africa, Malda, after pausing at Marseilles (10), Suez Canal (17-18), Aden (25), Mombasa (2 September), Zanzibar (9), Dar es Salaam (10) and arriving Beira on the 14th. Homewards on the 20th, Malda cleared Dar es Salaam (24), Zanzibar (25), Tanga (26), Mombasa (28, Aden (4 October), Port Sudan (7), Suez (10), Port Said (11), Marseilles (17) and after hitting stormy weather in the Mediterranean and again off the coast of Portugal, got into Plymouth at 8:15 a.m. on the 25th. Twenty-one of her 43 passengers landed there and she cleared at 9:20 a.m. for London and other ports to discharge her 6,388-ton cargo.
For Beira, from Middlesbrough on 13 November 1929 and London on the 22nd, Malda made the usual outward calls at Marseilles (2 December), Suez Canal (8-9), Port Sudan (12), (Mombasa 22), Zanzibar (29), Dar es Salaam (30) and arrived Beira 1 January 1930.
R.M.S. MULBERA
Mulbera cleared Middlesbrough on 5 January 1929 and London on the 12th for Madras and Calcutta. With no stops en route, she went straight through to the Canal, transiting 23-24th, clearing Aden (29, Colombo (7 February), Madras (11) and reaching Calcutta on the 13th. Homewards on 3 March, Mulbera called at Madras (5-7), and Colombo on the 10th where an incident occurred between some of her officers and coolies:
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| Credit: Singapore Free Press, 26 March 1929. |
A large body of police were despatched in launches to the rescue of three officers who were besieged by coolies in a cabin on board the B.I. Mulbera at Colombo recently.
While the officers were at tiffin a number of coolies were lounging round their quarters.
A cadet who ordered them to move away was met with a refusal and the result was that the Quatermaster pushed one of them away.
The man called to about forty more coolies standing nearby who made a concerted rush upon the two officers who with a third were obliged to lock themselves in a cabin.
The quartermaster and cadet sustained injuries to the head, while several coolies were injured.
The police constable on board vainly endeavoured to quiet the situation. The police signal was hoisted at the mast.
E.P.S. Marriott, with a large detachment of constables, immediately left the Police hulk and their appearance on board served to restore order.
This is the fourth affray between harbour coolies and the officers of ships which has occurred in Colombo this year.
Singapore Free Press And Mercantile Advertiser, 26 March 1929.
Transiting the Suez Canal (22-23), Marseilles, Mulbera arrived at Plymouth the evening of 5 April 1929 after a fair weather voyage. Landing 26 passengers there, she continued to London, berthing in the Royal Albert Docks on the 7th and Hamburg (13).
Continuing BI's monthly calls at Tangier by the Calcutta Home Line Ms, it was Mulbera's turn to stop there en route out to Calcutta (from Middlesbrough 11 May 1929 and London on the 18th) on the 23rd. She carried via Suez (29-30), Aden (4 June), Colombo (11-13) and Madras (15) and arrived at Calcutta on the 19th. Leaving there for England and the Continent on 6 July, Mulbera stopped at Madras (9-11), Colombo (15), Aden (24), Suez Canal (28-29) and Marseilles (4 August) and Tangier (9) to reach Plymouth at 5:30 a.m. on the 11th. It was a rough voyage with a strong monsoon in the Indian Ocean and stormy conditions in the Mediterranean and again off the Portuguese coast. Landing a few of her 78 passengers there before carrying on to London (12) and other ports with 7,284 tons of cargo, including a large shipment of Indian goat and sheep skins for the London market, Mulbera continued on to Antwerp.
Departing Middlesbrough on 14 September 1929 and London on the 21st for Madras and Calcutta, Mulbera passed through Suez on 2 October, called en route at Aden (8), Colombo (15) and Madras (18-19) and got into the Hooghly on the 21st. Homewards on 8 November, Mulbera stopped at Madras (11-13), Colombo (16-17), Suez Canal (30-31), Marseilles (5 December), arriving Plymouth at 9:00 a.m. on the 12th, enjoying fine weather all the way until the Bay of Biscay. Twenty of her passengers disembarked there and she resumed passage for London, docking there on the 13th.
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| BI poster for the East African Home Line, c. 1930. Artist: Frank H. Mason. Credit: Mary Evans Prints. |
We're bound for blue water, where
the great winds blow,
It's time to get the tacks aboard,
time for us to go.
A Valediction, John Masefield.
India's economy was badly effected by the Depression, suffering a price decline of 36 percent, compared to Britain's 27 percent and America's 26 percent and protectionist policies in Britain prohibited many imports from India so that overall, Indian exports dropped by 49 per cent between 1929 and 1932 and imports by 47 per cent. The growing Indian independence movement actively engaged in economic boycotts of British goods.
East African trade, too, was hard hit, the price of Kenyan coffee vanished and with it, the carefree heyday of Happy Valley. Many export cash crop cargoes like maize and sisal were bulky and when freight rates collapsed, were almost not worth the cost of shipping.
Cargo handled (tons) 1929 1930 1931Mombasa 890,193 837,771 706,708Dar es Salaam 261,181 240,347 178,124
So dire was trade that Modasa was laid up off Southend from May-Sept 1932 and from November 1931-March 1933 at Calcutta and again at Falmouth May-September, Malda at London June-September 1932 and Mantola at London April-August 1933.
Trade gradually improved from mid decade as did the facilities along the East African coast to handle it, including an expanded 2,712-ft.-long deep water quay at Beira completed by 1938, the port handling some 1.2 million tons of cargo a year, 70 per cent of which was to and from the Rhodesias.
More dynamic leadership came to fore in the later part of the decade with the appointment of Sir William Currie (1884-1961) as Director of P&O-BI in 1937. Both companies embarked on ambitious newbuilding schemes, but that for BI lagged in relation to P&O and only three new sisters for the Calcutta-Rangoon service-- Amra, Aska and Aronda-- were completed 1938-41 as the impending war and huge rearmament programmes for the Navy occasioned such high steel prices and shipyard space shortages as to preclude any replacement of the now ageing Home Line ships which, on the East African run, were quite overtaken by a new generation of "Round Africa" intermediates introduced by Union-Castle as well as potent German competition.
So Madura, Modasa, Mantola, Matiana, Malda and Mulbera carried on through the turbulent decade with minor improvements including conversion to one-class ships in 1933 and a welcome reversion to the old BI livery of white superstructure by mid decade. There were occasional storms, collisions, fires and stowaways and even a final Royal voyage to enliven the logs of the comings and goings of these stalwart merchantmen whose real accomplishment was their steadfast service over The Eastern Highway in its last classic decade.
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| BI African Services brochure cover, 1938. |
1930
R.M.S. MADURA
For East African ports, Madura was the first of the M3s to depart England in the New Year, clearing Middlesbrough on 8 January 1930 and London on the 17th. Via the usual stops of Marseilles (25), Suez Canal (31-1 February), Aden (8), Mombasa (14-17), Zanzibar (19-20), Dar es Salaam (21), she got into Beira on the 25th. Sailing for home on 4 March, Madura stopped at Dar es Salaam (9), Zanzibar (10), Mombasa (11-15), Port Sudan (25), Suez Canal (29-30), Marseilles (4 April), making Plymouth at 3:00 p.m. on the 11th, slightly late owing to "strong adverse winds from Port Said to the Channel." Of her 100 passengers, 24 disembarked there and she resumed passage for London at 3:30 p.m., berthing in the Royal Albert Docks on the 12th.
Departing Middlesbrough on 30 April 1930 and London on 9 May, the Beira-bound Madura called en route at Marseilles (18), Suez Canal (23-24), Aden (31), Mombasa (8-10 June), Zanzibar (12), Dar es Salaam (12-16) and arrived Beira on the 21st. Northbound on the 25th, stopping at Mombasa (2-5 July), Aden (11), Port Sudan (14), Suez Canal (17-18), Marseilles (24), she reached Plymouth at 3:50 p.m. on 1 August. Twenty of her 69 passengers landed there before proceeding to London at 4:20 p.m., arriving there on the 2nd.
From Middlesbrough 20 August 1930 and London on the 29th, Madura was again off for "British East," via the usual ports of call: Marseilles (6 September), Suez Canal (12-13), Port Sudan (15-16), Aden (19), Mombasa (26-30), Zanzibar (1 October), Dar es Salaam (3) and arriving at Beira on the 7th. Homewards on the 14th, she touched at Tanga (21) and cleared Mombasa on the 25th. Among her passengers was a returning group of 29 British public schoolboys, who had gone out in Modasa on 1 August 1930 on a tour of British East Africa. Calling at Aden (31 October-1 November), Port Sudan (4), Suez Canal (7-8), Marseilles (14), Madura made Plymouth at 8:00 a.m. on the 23rd, landing 12 passengers there. She berthed in Royal Albert Docks, London, on the 24th.
Outwards for Beira from Middlesbrough on 10 December 1930 and London on the 19th, Madura calling at Marseilles (28), Suez Canal (2-3 January 1931), Port Sudan (6-7), Aden (10), Mombasa (16-20), Tanga (22), Dar es Salaam (23-24) and reaching Beira on the 28th.
R.M.S. MODASA
Having already occupied much of the first month of the New Year in reaching Beira on 27 January 1930 (from London 20 December 1929), Modasa headed for home on 5 February and did so amid considerable publicity, conveying the Prince of Wales as far as Mombasa, as part of his latest African visit. It marked the third royal voyage for the "Ms," preceded by Mulbera (1924) and Malda (1928).
Arriving by train at Beira from Salisbury, Southern Rhodesia, at 7:25 a.m. 5 February 1930, the Prince and party embarked at once aboard Modasa, sailing 40 minutes later.
The Prince of Wales. with his suite. arrived here from Rhodesia and the Union of South Africa at 7.25 this morning, and 40 minutes later sailed on the S.S. Modasa for Mombasa (British East Africa). en route for the scene of his African hunting expedition.
The Portuguese Governor and the Captain of the Portuguese cruiser Adamastor lying in the harbour, greeted His Royal Highness when the train arrived alongside the quay where the Modasa was berthed. The Prince was wearing a grey lounge suit and a sun helmet.
After taking farewell of the various Rhodesian railway officials and police officers who had accompanied him from Bulawayo, he and his staff immediately ascended the gangway of the steamship. amidst the cheers of a large crowd that had gathered on the quay. It was a glorious sunlit morning. but a stiff breeze was whipping up the waters of the harbour. The same complete absence of ceremony marked the Prince's brief stay at Beira as elsewhere during the tour.
Staffordshire Sentinel, 5 February 1930.
Modasa was the first big liner to sail from the new Pungwe Quay deepwater at Beira: "The Prince spent a considerable time in watching the crowd from the deck of the steamer, and when the boat left responded to the cheers. He was high spirits and looked exceedingly well… The Prince is occupying an ordinary first-class cabin on the Modasa and mixed freely with the passengers on board." (Nottingham Journal, 6 February 1930).
The Prince of Wales is enjoying the most restful portion of his holiday board the Tyne-built liner Modasa on his way to Mombasa (British East Africa) for a hunting expedition.
A wireless from liner to Association states that at the Prince’s own wish special arrangements for his comfors were made. He is travelling as an ordinary first-class passenger, occupying a cabin the bridge deck and taking his meals in the dining room.
Captain Gilchrist, the Modasa’s commander, is proud to have the Prince on his ship. The Modasa was the biggest ship berthed at Beira, where the Prince embarked.
Newcastle Evening Chronicle, 7 February 1930.
ss Modasa Friday. Now that is board this comfortable liner his to Mombasa East Africa en route for the scene of his hunting expedition the is most restful part of his holiday hitherto.
As is customary at the beginning the homeward voyage this route there is far a mere handful of passengers the being of a total of about 20
According to his wish no special arrangements have and Highness travelling as an ordinary first-class passenger occupying a cabin on the bridge deck and taking his in the saloon
Capt Gilchrist Modasa's popular handsome commander is a City London schoolboy very proud that the Prince should be travelling in his ship although he has carried many distinguished people including several East African Governors during his six year captaincy of the Modasa.
The feat of bringing great alongside the quay at Beira in to allow the Prince embark was quite an occasion, the Modasa being largest vessel to done this hitherto The sunshine calm seas is favouring the the coast which is every again discernible on the western horizon.
Torbay Express and South Devon Echo, 7 February 1930.
The feat of bringing the great liner alongside the quay at Beira, in order to allow the Prince to embark. was quite a notable accomplishment, the Modasa being the largest vessel to have done this hitherto.
Staffordshire Sentinel, 7 February 1930.
With the Prince of Wales aboard, what was Modasa's too familiar slog up the costs turned into an imperial progress of informal visits, dances mixed with the leisure pursuits the Prince demanded and indulged in. Modasa called at Dar es Salaam on the 9th and Zanzibar on the 10th:
The Prince of Wales entertained Captain Gilchrist at dinner last night. After dinner the Prince and the captain, both seasoned travellers, entertained each other with yarns and reminiscences.
The weather has become very rainy, which has the effect of rendering the quiet voyage still more restful and uneventful. The Prince may be seen on the fore-deck each evening, an athletic figure in sweater and. shorts. He keeps himself fit for his forthcoming hunting trip by strenuous games at medicine ball with his equerries and the ship 's officers. His shows the utmost zest, and is well able to hold his own with such expert players as the officers, who express frank amazement at his energy, skill, and apparent tirelessness.
The Modasa calls for a few hours at Dar es Salaam to-night or early tomorrow morning
Belfast Telegraph, 10 February 1930.
The return of the Prince of Wales East Africa was marked by a minor thrill. The s.s. Modasa, on which his Royal Highness was travelling from Beira to Mombasa, arrived off Dar-es-Salaam at 8.30 on Saturday evening. When the Governor’s launch put out to bring the Prince ashore, says an Exchange telegram, it was found that the seas were too heavy for this craft, which had to return to harbour. Thereupon the A D.C. to the Governor of Tanganyika went out in a pilot float, in which the Prince came ashore through the rough seas.
Sheffield Daily Telegraph, 10 February 1930.
Dar-es-Salaam Sunday The Prince of Wales paid a surprise visit to a dance and gymkhana club last night during the brief stay of the liner Modasa at Dar-es-Salaam The Prince unexpected arrival took the inhabitants by surprise and there were only handful of people the landing-stage The Prince drove immediately to Government House where he was welcomed by the Governor Sir Donald Cameron Later with his party he took a short motor drive in the moonlight along the seashore to Oyster Bay after which he returned and went the club dance The Prince enjoyed many dances in the open air on the verandah of the club surrounded by palm trees and facing the sea and did not return to the till the early hours the morning.
The Prince of Wales spent a pleasant few hours at Zanzibar to-day and drove to the and called on the Sultan. From the Palace the Prince drove to the club, where he played eighteen holes of golf. The game was four-baller the participants being the Chief Justice Mr Pickering the secretary Mr Taylor and the Prince's Equerry the Hon Piers Legh
Liverpool Daily Post, 10 February 1930.
The Prince of Wales called on the Sultan of Zanzibar yesterday.
He arrived at the island by the liner Modasa and went ashore in a launch, coolly attired in a khaki sun helmet, a yellow shirt, open at the neck, and great flannel trousers.
A crowd of British residents raised cheers as His Royal Highness stepped ashore.
Dundee Courier, 10 February 1930.
Modasa called at Tanga on 10 February 1930, "where hardly a ripple disturbed the glassy surface of the water as the Prince went ashore in a launch," (Staffordshire Sentinel, 11 February) and the Prince played a round of golf. There was news of a smallpox epidemic in Mombasa and passengers aboard the DOAL liner Tanganyika had been warned that they would have be vaccinated before landing there but no such requirement was made of Modasa's passengers.
After a seven-day voyage, Modasa arrived at Mombasa early on 11 February 1930 with no official meeting or ceremony and the Prince driven to Government House to pay respects to Sir Edward Grigg, the Governor of Kenya Colony, and Lady Grigg. "When leaving the Modasa, the Prince shook hands with the captain, and thanked him, wishing him a pleasant voyage on the journey home. As a memento his Royal Highness presented the Modasa's captain with a set of gold cuff links marked with the royal crest." (Coventry Evening Telegraph, 11 February).
Receding quickly from her unaccustomed blaze of publicity, Modasa sailed from Mombasa on 15 February 1930 for home, calling at Aden (22), Port Sudan (25), Suez Canal (28-1 March) and Marseilles on the 7th and after besting rough seas all the up from Gibraltar, reaching Plymouth the morning of the 15th. Coming in with 78 passengers and 5,700 tons of cargo, 16 passengers leaving her there and she was cleared for London (arriving at noon the 16th) and Middlesbrough (26).
Clearing Middlesbrough on 2 April 1930 and London on the 11th for East Africa, Modasa plied her well trod course "out East": Marseilles (20), Suez Canal (25-26), Aden (2 May), Mombasa (9-12), Zanzibar (13-14), Dar es Salaam (19) and reached Beira on the 22nd. Coursing for home on the 30th, Modasa put in at Zanzibar (4 June), Mombasa (5-7), Aden (13), Port Sudan (16), Suez Canal (19-20), Marseilles (27) and got into Plymouth at 6:50 p.m. on 3 July. Landing 30 of her 99 passengers there, she carried on to London (5), Hull (14) and Middlesbrough (18) for which she 6,000 tons of cargo.
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| Credit: Leeds Mercury, 18 July 1930. |
The British India liner Modasa, which arrived in the Tees to-day, complained of a mosquito attack. The majority of the officers and crew were suffering from severe bites.' We got them at Hull,' was the answer to the question as to where the mosquitoes were encountered.
The Modasa was in the King George Dock, Hull, on Monday night. Not a soul aboard slept that night, the crew state, for they were continuously engaged swatting and spraying the troublesome insects.
Captain J. W. Gilchrist said that he had never seen so many mosquitoes, not even in the tropics.
It is understood to be Hull’s defence that no more mosquitoes are about the port than is customary at this time of the year; that every effort being made to keep them down, that ships bring those mosquitoes into port with them, and that the mosquitoes now about are not of the malaria carrying type, though capable, of course, of causing considerable swelling and irritation.
Leeds Mercury, 18 July 1930.
Modasa's next voyage, Middlesbrough on 23 July 1930 and London (1 August) included a call at Tangier. Among her passengers was a group of British public schoolboys, under the auspices of the School Empire Tour Committee, bound for a tour of British East Africa. Upon their departure from Liverpool Street Station for Tilbury , they received best wishes from HRH The Prince of Wales:
"I send my best wishes to all of you who are about to start on a visit to Kenya, Tanganyika and Uganda, under the auspices of the School Empire Tour Committee. lt is a part of the world I know well, and I feel sure that you will have a most enjoyable tour.
"Perhaps some of you may come back determined that this will not be your last visit to East Africa. If so one of the chief ohjects of these tours will have been attained, for they aim, not merely at giving you a good holiday and the chance of seeing the Empire tor yourselves, but still more at interesting you in it permanently.
"In any case I know from personal experience that you will find much of interest to see, and that you are assured of a hearty welcome wherever you go.
Edward P."
Southern Daily Echo, 1 August 1930.
Under the direction of Mr. A. K. Wickham, a master at Eton, they are making a four months' tour to East Africa. The boys are drawn from the public schools. Four come from Winchester, and three from Eton, while other schools represented are Bradfield, Dulwich, Eastbourne, Gresham's, Harrow, Malvern, Marlborough, Mill Hill, Oundle, Radley, Rugby, Stowe, Tonbridge, Uppingham and Canford. There will be plenty of fun and adventure on the tour, such as seeing big game at close hand, but its main purpose is educative. There will be talks on the journey out in the steamer Modasa about places to be visited, which include Zanzibar, Tanganyika, Uganda, and Kenya. The tour has been arranged by the School Empire Tour Committee, and will cost each boy about £150.
South Gloucestershire Gazette, 2 August 1930.
Calling outbound at Tangier (6 August 1930), Marseilles (9), Suez Canal (15-16), Aden (22), Mombasa (29-2 September), Zanzibar (3-4), Dar es Salaam (6), Modasa arrived at Beira on the 10th. Homewards on the 17th, she cleared Dar es Salaam (21), Zanzibar (22), Tanga (23), Mombasa (27), Aden (3 October), Port Sudan (5), Suez (9), Port Said (10), Marseilles (16) and got into Plymouth the afternoon of the 23rd. Only a few of her 43 passengers landed there and she continued for London (24) and the Tees to unload her 8,000-ton cargo, mainly maize and coffee.
For British East Africa, Modasa left Middlesbrough on 12 November 1930 and London on the 21st, stopping outwards at Marseilles (30), Suez Canal (5-6 December), Port Sudan (10), Aden (13), Mombasa (19-22), Dar es Salaam (25) and arriving at Beira on the 29th.
R.M.S. MANTOLA
Still a regular on the Madas/Calcutta run, Mantola sailed from Middlesbrough on 15 February 1930 and London on the 22nd for those ports, calling at Suez Canal (6-7 March), Colombo (20-22) and Madras (24-25) and reaching Calcutta on the 28th. Britain-bound, Mantola cleared the Hooghly on 12 April for Madras (15-16), Colombo (19), Suez Canal (3-4 May), Marseilles (9) and arrived Plymouth at 5:45 a.m. on the 16th, landing 14 passengers before resuming passage for London, arriving there on the 17th.
For Calcutta, Mantola departed Middlesbrough on 7 June 1930 and London on the 14th. Proceeding out via the Suez Canal (26-27), Aden (2 July), Colombo (10-11), Madras (14), she arrived at Calcutta on the 18th. The homewards Mantola cleared Calcutta on 2 August for Madras (6-7), Colombo (10), Aden (19), Suez Canal (24-25), Marseilles (1 September) and Plymouth, reached at 6:30 p.m. on the 7th. There, she landed passengers "and part of a native crew," (Western Morning News, 8 September), and proceeded at 7:30 p.m. for London (8) and the Tees.
From Tees and Thames to the Hooghly, Mantola faithfully plied the Madras/Calcutta Home Line that year, her next sailing occurring from Middlesbrough on 11 October and London on the 18th. Transiting the Canal on the 30-31st, she called at Aden (5 November), Colombo (14) and Madras (17-18) and reached Calcutta on the 21st. Departing there on 6 December, Mantola stopped at Madras (10-12), Colombo (14-15) Suez Canal (28-29)), Marseilles (4 January 1931) and, not calling at Plymouth this trip, berthing at Royal Albert Docks on the 12th. The most harrowing part of the whole voyage was coming into Hamburg on the evening of 16 January 1931 when a severe storm raged in the Elbe estuary as Mantola was coming in. She ran aground off Neumuehlen but was able to free herself, only to collide with several tugs and a lighter in the harbour and slightly damaged.
R.M.S. MATIANA
On her first voyage to "British East" for 1930, Matiana left Middlesbrough on 5 February and London on the 14th, calling at Marseilles (22), Suez Canal (28-1 March), Port Sudan (3-4),Aden (8), Mombasa (13-17), Zanzibar (19-20), Dar es Salaam (20-21) and getting into Beira on the 24th. Northbound on 1 April, Matiana stopped at Dar (5), Zanzibar (6) , Mombasa (8-12), Aden (18), Port Sudan (21), Suez Canal (24-25), Marseilles (1 May) and reached Plymouth at 3:40 p.m. on the 7th. She landed 13 of her 107 passengers there and continued to London (8) and other ports with 4,721 tons of cargo.
Clearing London's Royal Albert Docks on 6 June 1930 (having departed Middlesbrough on 30 May), Matiana was again Beira-bound. Making the usual outbound calls of Marseilles (14), Suez Canal (20-21), Port Sudan (24), Aden (27), Mombasa (5-7 July), Zanzibar (9), Dar es Salaam (13), Matiana arrived at Beira on the 16th. For England on the 25th, Matiana stopped northbound at Dar es Salaam (27-18), Zanzibar (29), Tanga (30), Mombasa (30 July-2 August), Aden (7), Port Sudan (10), Suez Canal (13-14), Marseilles (21), making Plymouth at 10:45 a.m. on the 28th, coming in with 78 passengers of whom only a few landed there before she sailed for London, berthing the next day.
Matiana left the Tees on 17 September 1930 and the Thames on the 26th for the mouth of the Pungwe River, some 6,500 nautical miles distant. En route, she stopped at Marseilles (4 October), transited the Suez Canal (9-10), Port Sudan (14), Aden (17), Mombasa (24-29), Zanzibar (30), Dar es Salaam (1 November) and arrived at Beira on the 4th. England-bound on the 11th, Matiana cleared Dar es Salaam (15), Zanzibar (16), Mombasa (22), Aden (28), Port Sudan (1 December), Suez Canal (4-5), and Marseilles (13), reaching Plymouth at 6:30 a.m. on the 21st. She came in with 64 passengers and 4,191 tons of cargo, disembarking 22 there and clearing for London at 7:30 a.m.
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| Malda at Gravesend. Credit: eBay auction photo. |
R.M.S. MALDA
Arriving at Beira from England on 3 January 1930, Malda left there on the 8th for home, clearing Dar es Salaam (12), Zanzibar (13), Mombasa (18), Aden (25), Port Sudan (28), Suez Canal (20-31) and Marseilles (7 February) to arrive Plymouth at 3:00 a.m. on the 14th. The Western Morning News (15 February( reported a stormy voyage: "Heavy rain squalls were experienced in the Indian Ocean, whilst in the Gulf of Lyons there were very heavy seas. Heavy rain was encountered in the Bay of Biscay." There were only 42 passengers aboard and after a few landed there, Malda sailed with her 5,539-ton cargo for London and other ports.
Again for East Africa, Malda left Middlesbrough on 8 March 1930 and London on the 14th, stopping en route at Marseilles (23), Suez Canal (29-30), Port Sudan (3 April), Aden (5), Mombasa (12-15), Dar es Salaam (18), Zanzibar (18), an exceptional call at Tamatave, Madagascar, (19) and reaching Beira on the 23rd. Homeward from there on 1 May, Malda called at Zanzibar (6), Tanga (7) and arrived at Mombasa on the 8th. However, shortly after departure on the 10th, her refrigerating machinery suffered a breakdown and she was obliged to put back. With repairs effected, she was on her way on the 11th. Calling at Aden (16), Port Sudan (19), Suez Canal (22-23), Tangier (2 June) and getting into Plymouth at 10:00 a.m. on the 5th and London the following day.
Departing Middlesbrough on 25 June 1930 and London on 4 July, Malda would return to Tangiers on the 9th, Marseilles (12), Suez Canal (18-19), Port Sudan (22), Aden (25), Mombasa (2-5 August), Zanzibar (6-7), Dar es Salaam (7) and arrived at Beira on the 13th. England-bound, she cleared Beira on the 18th, "Mozambique" (21), Dar es Salaam (24), Zanzibar (25), Tanga (25), Mombasa (30), Aden (1 September), Port Sudan (8), Suez Canal (11-12), Marseilles (19) and Tangiers (25), reaching Plymouth at 3:00 a.m. on the 26th. Ten of her 62 passengers disembarked there and Malda cleared at 7:00 a.m. for London and other ports for which she had 8,127 tons of cargo for discharge.
Having departed Middlesbrough on 15 October 1930 and London on the 24th, Malda was off her final voyage of the year to East Africa. Clearing Marseilles (1 November), Suez Canal (7-8), Port Sudan (12), Aden (15), Mombasa (26), Zanzibar (27), Dar es Salaam (1 December), she made Beira on Beira on the 5th. Sailing for home on the 10th, Malda left Zanzibar (15), Mombasa (20), Aden (27), Port Sudan (30), Suez Canal (1-2 January 1931), Marseilles (8) and braving gales in the Bay of Biscay, was somewhat delayed in reaching Plymouth on the evening of the 15th and getting into London the next day.
R.M.S. MULBERA
For Madras and Calcutta, Mulbera left Middlesbrough on 18 January 1930 and London on the 25th. Calling at Malta (2 February), Suez Canal (6-7), Aden (12), Colombo (20), Madras (23-24), she arrived in the Hooghly on the 27th. With her ultimate destination listed as Antwerp, Mulbera left Calcutta on 17 March, stopping at Madras (18-19), Colombo (21-22), Suez Canal (3-4 April), Marseilles (9) and, delayed by gales in the Bay of Biscay, did not get into Plymouth until 4:00 p.m. on the 16th, having been expected that morning. She reported northwesterly gales "with rough seas and much rain," from Gibraltar all the way up. Landing 24 of her 112 passengers there, she carried on to London (17) and Antwerp for which she had 4,179 tons of cargo.
Her next voyage to Calcutta, from Middlesbrough on 24 May 1930 and London on the 31st, called at Tangier (6 June) and, uniquely, Jeddah outbound. Touching also at Malta on the 8th, Suez Canal (12-13), Jeddah (15), Aden (18), Colombo (25-26), Madras (28-29) and reached Calcutta on 1 July. For England on the 19th, Mulbera cleared Madras (25), Colombo (30), Suez Canal (12-13), Marseilles (19), Tangier (21), Plymouth (25) and berthed in the Royal Docks, London on the 26th.
Sticking to the Indian Home Line, Mulbera left for Madras and Calcutta from Middlesbrough on 27 September 1930 and London on 4 October, going out direct to the Suez Canal (15-16), but calling at Port Sudan on (20), Aden (22), Colombo (29-31), Madras (3 November) and arriving at Calcutta on the 6th. Homewards on the 22nd, with her ultimate destination being Rotterdam, Mulbera cleared Coconada (a maiden call) on 25th, Madras (28), Colombo (4 December), Aden (11), Suez Canal (15-16), Marseilles (22) and skipping her usual call at Plymouth, proceeded straight to London, berthing in Royal Albert Docks on the 30th.
1931
R.M.S. MADURA
Bridging Britain and British East Africa as well as 1930 into 1931, Madura had arrived from London on 28 January 1931, and beginning her return voyage, left there on 4 February for Dar es Salaam (9), Mombasa (11-14), Aden (21), Port Sudan (24), Suez Canal (26-27), Marseilles (6 March) and got into Plymouth at 5:45 p.m. on the 14th, landing 14 passengers there before proceeding to London where she berthed at Royal Albert Docks on the 15th, thence to Antwerp and Hull to unload her cargo. She returned to London on 2 April and laid up in the Royal Albert Docks as the evolving Depression took hold even on the Empire routes
Madura would not depart England again for East Africa until 22 July 1931 (Middlesbrough) and from London on the 31st. Calling outbound at Tangier on 5 August, Malta (6), Marseilles (8), Suez Canal (14-15), Port Sudan (18), Aden (21), Mombasa (28-1 September), Tanga (2), Dar es Salaam (3-4), Madura arrived at Beira on the 8th. On the way home, she cleared Beira on the 16th, Dar es Salaam (21), Zanzibar (22), Mombasa (26), Aden (1 October), Port Sudan (4), Suez Canal (7-8) and Marseilles (14) and Plymouth was reached at 8:30 a.m. on the 22nd. Only two of her 62 passengers disembarked there and Madura was dispatched to London (23), Antwerp and Hull (1 November) for which she had 4,000 tons of cargo.
Her abbreviated year ended with Madura sailing from Middlesbrough on 14 November 1931 and London on the 20th for Beira. Routed, as usual, via Marseilles (28), Suez Canal (4-5 December), Port Sudan (9), Aden (11-12), Mombasa (17-23), Zanzibar (24-25), Dar es Salaam (26-28), Madura arrived at Beira on New Years Eve.
R.M.S. MODASA
Modasa which had begun 1930 amid the publicity of being a "royal ship" at Beira, ended it in the same port on 29 December rather more obscurely. Headed for home on 8 January 1931, clearing Dar es Salaam (12), Zanzibar (13), Mombasa (17), Aden (24), Port Sudan (27), Suez Canal (30-31), and Marseilles (6 February), Modasa made Plymouth at midnight on the 14th, late (due the previous afternoon) owing to strong northwest gales between Ushant and the Eddystone, "the seas were very high, and a large amount of water was shipped. No damage was sustained." (Western Morning News, 16 February). Coming in with 74 passengers, 24 left her there, and at 7:00 a.m., Modasa was cleared for London with her remaining passengers and 4,164 tons of cargo.
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| Credit: Newcastle Daily Chronicle, 28 February 1931. |
A considerable escape of crude oil from the oil-driven British India vessel Modasa has caused a stir at the Middlesbrough L.N.E.R. dock. Since the leakage on Thursday there has been a great hustle to scoop up the oil which has floated in thick layers in many parts of the docks. Anxiety is expressed in case the oil should find its way from the dock into the river where it would poison the fish. The whole of the Modasa crew has been on duty in clearing the oil. The davit boats have been commandeered, and buckets of the oil as they are gathered are being emptied into a special barge which has been brought down from Smith’s Dock. There is no danger of fire with the present low temperature. The occurrence will not delay the sailing of the vessel, which is to be at Middlesbrough for another week.
Newcastle Daily Chronicle, 28 February 1931.
Off again for East African ports, from Middlesbrough 4 March 1931 and London on the 13th, Modasa stopping at Marseilles (21), Suez Canal (27-28), Port Sudan (31), Aden (3 April), Mombasa (10-14), Zanzibar (16-17), Dar es Salaam (18) arrived Beira on the 22nd. Back up the coast, and homeward bound on the 30th, Modasa sailed from Dar es Salaam (4 May), Zanzibar (5), Tanga (6), Mombasa (9), Aden (15), Port Sudan (18), Suez Canal (21-22), Marseilles (29) and Tangier (31) and came into Cawsend Bay, Plymouth, at 2:00 a.m. on 5 June with 93 passengers and 6,420 tons of cargo. Disembarking 24 passengers there, she sailed for London at 7:00 a.m. and berthed in Royal Albert Dock on the 6th and thence to Antwerp and Hull (15).
Modasa took leave of Middlesbrough on 27 June 1931 and London on 3 July for Beira via Tangier (8), Marseilles (11), Suez Canal (17-18), Port Sudan (20), Aden (23), Mombasa (30-1 August), Zanzibar (3) and arrived at her destination on the 8th. Leaving Beira for home on the 19th, Modasa put in at Dar es Salaam (23-24), Zanzibar (24-25), Mombasa (26-29), Aden (3 September), Port Sudan (6), Suez Canal (9-10), Marseilles (15-16), reaching Plymouth at 4:25 p.m. on the 23rd. Twelve of her 72 passengers left her there and she left for London (24), Antwerp, Rotterdam and Hull (3 October).
Her last voyage of the year, again to East Africa, commenced from Middlesbrough 17 October 1931 and London on the 23rd, Modasa making calls at Marseilles (31), Suez Canal (6-7 November), Port Sudan (9), Aden (12), Mombasa (19-23), Zanzibar (25), Dar es Salaam (26), and reaching Beira on the 30th. Homewards on 11 December for England, Modasa cleared Dar es Salaam (15), Zanzibar (16), Tanga (16), Mombasa (19), Aden (26), Port Sudan (29), Suez Canal (1-2 January 1932), Marseilles (7) and made Plymouth the evening of 13th, late owing to gales raging in the Channel, where she landed 13 of her passengers and proceeded to London where she arrived on the 14th.
R.M.S. MANTOLA
Clearing Middlesbrough on 4 February 1931 and London on the 13th, Mantola proceeded to Marseilles (22), Suez Canal (27-28), Port Sudan (2-3 March), Aden (6), Mombasa (12-17), Zanzibar (19), Dar es Salaam (20) and made Beira on the 20th. Homewards on 1 April, Mantola cleared Dar es Salaam (5), Mombasa (12), Port Sudan (20), Suez Canal (23-24), Marseilles (1 May), arriving at Plymouth on the evening of the 7th, landing "a few passengers" before proceeding to London, Antwerp and Hull.
On her next voyage to East Africa, commencing from Middlesbrough 30 May 1931 and London on 5 June, Mantola called at Tangier on the 10th, Marseilles (13), Suez Canal (19-20), Port Sudan (23), Aden (26), Mombasa (3-7 July), Zanzibar (9), Dar es Salaam (10) and got into Beira on the 14th. Bound for home, Mantola cleared Beira on the 20th, Dar es Salaam (27), Zanzibar (28), Mombasa (1 August), Aden (7), Port Sudan (9), Suez Canal (12-13), Marseilles (20), making Plymouth on the evening of the 27th, one of four liners arriving (Guadeloupe, Orama and Almeda Star being the others) that day. Mantola continued to London (28), Antwerp and Hull (6 September).
Mantola departed Middlesbrough on 19 September 1931 and London on the 25th for East Africa via Marseilles (3 October), Suez Canal (9-10), Port Sudan (12), Aden (15), Mombasa (22-27), Zanzibar (28-29), Dar es Salaam (30) and made Beira on 3 November. Northbound on the 11th, Mantola cleared Dar es Salaam (16), Zanzibar (17), Tanga (18), Mombasa (22), Aden (27), Port Sudan (30), Suez Canal (3-4 December), Marseilles (10), making Plymouth at 2:30 a.m. on the 17th. Of her 59 passengers, nine landed there before she was cleared for London, Antwerp and Hull.
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| Matiana at Plymouth. Credit: P&O Heritage. |
R.M.S. MATIANA
The first of the M3s to leave England in the New Year, Matiana left Middlesbrough on 7 January 1931 and London on the 16th for East Africa. Calling at Marseilles (24), Suez Canal (30-31), Port Sudan (2 February), Aden (6), Mombasa (12-17), Zanzibar (19), Dar es Salaam (19), she arrived Beira on the 24th. Leaving there on 4 March for home, Matiana cleared Dar es Salaam (8), Zanzibar (9), Tanga (9), Mombasa (14), Aden (21), Port Sudan (24), Suez Canal (26-27) and Marseilles (3 April) and put in at Plymouth at 2:30 p.m. on the 9th. There, she landed 22 of her 91 passengers before continuing to London, Antwerp and Hull.
From Middlesbrough on 29 April 1931 and London on 8 May for Beira, Matiana called on this trip at Tangier (13) in addition to the usual Marseilles (16), Suez Canal (22-23), Port Sudan (26), Aden (29), Mombasa (5-9 June), Zanzibar (10), Dar es Salaam (11-12), making Beira on the 16th. Sailing for home on the 24th, Matiana cleared Dar es Salaam (29), Zanzibar (1 July), Mombasa (4), Aden (9), Port Sudan (12), Suez Canal (15-16), Marseilles (22) and Tangier (25) and reached Plymouth at 10:40 a.m. on the 29th. Coming in with 113 passengers, 15 disembarked there and she resumed passage for London(30), Antwerp and Hull.
For East Africa, Matiana left Middlesbrough on 22 August 1931 and London on the 28th, and once again, called outbound at Tangier (2 September), Marseilles (5), Suez Canal (10-11), Port Sudan (14), Aden (17) and got into Mombasa on the 24th. Southbound from there on the 30th, she paused at Dar es Salaam (1-2 October) and arrived at Beira on the 7th. Clearing Beira for home on the 14th, Matiana sailed from Zanzibar (19), Mombasa (24), Aden (30), Port Sudan (1 November), Suez Canal (4-5), Marseilles (11) and arrived Plymouth at 6:40 a.m. on the 18th. Twelve of her 41 passengers left here there and, cleared at 7:50 a.m., Matiana carried on to London (19), Antwerp and Hull.
Before the year was out, Matiana put into another outbound voyage to Beira, clearing Middlesbrough on 12 December 1931 and London on the 16th, calling at Marseilles (28), Suez Canal (3-4 January 1932), Port Sudan (6), Aden (9), Mombasa (15-20), Dar es Salaam (21-22), arriving Beira on the 26th.
R.M.S. MALDA
The Indian Home Line stalwart she was, Malda left Middlesbrough on 14 February 1931 and London on the 21st for Madras and Calcutta. Making outbound stops at Malta (1 March), Suez Canal (5-6), Aden (12), Colombo (20-21), Madras (24-25), she reached Calcutta on the 27th. With a final destination listed as Rotterdam, Malda left the Hooghly on 13 April, clearing en route: Madras (15), Colombo (20), Aden (29), Suez Canal (4-5 May), Marseilles (11), Tangier (14) and calling at Plymouth the evening of the 18th, landing about 20 passengers before continuing to London (20) and continental ports.
Sailing from Middlesbrough on 6 June 1931 and London on the 13th, for Madras and Calcutta, Malda called at Tangier (18), Suez Canal (26-27), Aden (2 July), Colombo (10-11), Madras (13-14) and arrived Calcutta on the 17th. Heading home on 1 August, Malda cleared Madras (4), Colombo (10), Aden (21), Suez Canal (26-27), Marseilles (2 September) and getting into Plymouth at 2:15 p.m. on the 9th, landed a few passengers before resuming passage for London and continental ports.
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| Credit: Western Morning News, 10 September 1931 |
Malda's most famous passenger on this trip was Cocky, the BI cockatoo, reckoned to be aged 97 and veteran of many a voyage:
A cockatoo which came ashore at Plymouth yesterday, by special permission of the Ministry of Health, is reported to be 97 years of age. It may be a centenarian, but the record only dates from the time it passed into the possession of the family of the present owner. New Guinea was the original home of the bird, but in future it is to take up its abode near Chagford.
The cockatoo, which arrived in the Malda from Calcutta, has made 20 trips from India, but its days of ocean travel are now to be restricted. Under the parrot disease order, the entry of all birds of the parrot type are prohibited except by the special permission of the Ministry of Health.
Cocky, as the bird was familiarly known to all in the British India liner, was passed fit and well by the medical authorities, and is now home.
Western Morning News, 10 September 1931.
Leaving Middlesbrough on 10 October 1931 and London on the 17th for Madras and Calcutta, Malda transited the Suez Canal 29-30 and clearing Aden (4 November), Colombo (13) and Madras (15), reached Calcutta on the 20th. Departing for home on 6 December, Malda grounded in the Hooghly at 5:50 p.m. Under tow by a tug but "got off without assistance and proceeded, having sustained no apparent damage." (Liverpool Journal of Commerce, 9 December). Further difficulty arose on the 19th when, in the Arabian Sea, fire broke out in the 'tween deck of no. 4 hold but was extinguished before too much damage (only to the cargo) was caused. Calling at Madras (9), Colombo (14), Aden (22), Suez Canal (28-29), Marseilles (4-5 January 1932), Malda, skipping her call at Plymouth, arrived at London on the 13th, berthing in the Royal Albert Dock.
R.M.S. MULBERA
Paired with Malda on the Madras/Calcutta run, Mulbera's first voyage of the New Year commenced from Middlesbrough on 31 January 1931 and London on 7 February. Transiting the Suez Canal on 19-20, Malda called at Aden (24), Colombo (3-4 March), Madras (6-7) and arrived at Calcutta on the 10th. Homewards on the 28th, she cleared Colombo (6 April), Madras (8), Aden (13), Suez Canal (19-20), Marseilles (25) and made Plymouth at 12:30 p.m. on 1 May, landing 18 of her 108 passengers before continuing to London at 1:10 p.m., docking on the 3rd.
Departing Middlesbrough on 23 May 1931 and London on 5 June, Mulbera returned to Calcutta via the usual ports as well as Tangier (4), Suez Canal (10-11), Aden (16), Colombo (24), Madras (27) and arrived in the Hooghly on the 30th. She left there on 18 July for England, clearing Colombo (26), Aden (4 August), Suez Canal (9-10), Marseilles (15), Tangier (18) and getting into Plymouth at 4:00 a.m. on the 22nd. Of her 113 passengers, six disembarked there and she left at 6:45 a.m. for London, arriving the following day.
Mulbera's final voyage of the year, from Middlesbrough on 26 September 1931 and London on 3 October, to Madras and Calcutta, had her going straight to the Suez Canal (14-15) and calling at Aden (19), Colombo (26-27), Madras (29-30) and reaching Calcutta on 3 November. Homewards on the 19th (two days early to land her passengers in England before Christmas), Mulbera cleared Madras (22), Colombo (27), Aden (4 December), Suez Canal (9-10), Marseilles (16) and she reached Plymouth at 10:45 a.m. on the 22nd. Many had already left her at Marseilles but of the 35 remaining aboard, a dozen left her at Plymouth and she continued to London.
In order that she should be home in time for Christmas, the sailing of the British India liner Mulbera was advanced two days. Many of her passengers from Indian ports and Egypt left the vessel at Marseilles, but there were still 35 on board when Plymouth was reached yesterday morning. Tempted by the fine weather in the Bay of Biscay and the prospect of a good trip up-Channel, just over 20 elected to continue their voyage to London in liner, despite the fact that passengers in the Mantola not so many days ago were fog-bound in the Thames for nearly two days.
Western Daily Mail, 23 December 1931.
1932
R.M.S. MADURA
Having arrived in Beira on New Years Eve, Madura's first voyage for 1932 was the 6,500-mile slog home on which she started on 8 January. Clearing Dar es Salaam (12), Zanzibar (12), Mombasa (16), Aden (23), Port Sudan (25), Suez Canal (28-29), Marseilles (4 February), Madura which had enjoyed delightful weather in the Bay of Biscay, ran into a blizzard as she rounded Ushant:
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| Credit: Western Morning News, 12 February 1932. |
A summer-like crossing of Biscay, followed by a blizzard in the Channel, was the experience of the P. and O. Company's Ranpura which and the British India liner Madura, arrived at Plymouth yesterday. The Ranpura was from Bombay and the Madura from Beira. Delightful weather was encountered until Ushant was reached.
Then, when the "corner was turned" and a course was shaped for the Eddystone, there was a distinct change. The wind attained hurricane force, and very quickly the decks of the two homeward-bound liners were covered with snow. The Madura lost six hours the Channel between Ushant and Plymouth, whilst the Ranpura was also late in reaching port owing to the boisterous weather raging in the Channel.
Western Morning News, 12 February 1932.
Arriving at Plymouth at 1:45 p.m. on 11 February 1932 (right after Ranpura sailed for London), Madura came in with 63 passengers, landing nine there before clearing for London herself. She berthed in the Royal Albert Docks on the 12th and later proceeded to Antwerp and Hull for cargo discharge.
Departing Middlesbrough on 5 March 1932 and London on the 11th, the Beira-bound Madura made the usual calls outbound: Marseilles (19), Suez Canal (25-26), Aden (1 April), Mombasa (8), Zanzibar (9-11), Dar es Salaam (12-13), getting into Beira on the 17th. Homewards on the 26th, she cleared Dar es Salaam (1 May), Zanzibar (2), Tanga (3), Mombasa (3), Aden (7), Port Sudan (16), Suez Canal (19-20), Marseilles (26) and Tangier (29) to arrive at Plymouth at 9:30 a.m. on 2 June. Coming in with a good list of 162 passengers of whom 42 disembarked there, Madura cleared at 11 a.m. for London, Antwerp and Hull.
Again off for East Africa (Middlesbrough 25 June 1932 and London 1 July), Madura called outbound at Tangier (6) in addition to the usual Marseilles (9), Suez Canal (15-16), Port Sudan (19), Aden (22), Mombasa (29-30), Zanzibar (1 August), Dar es Salaam (1-3) and reached Beira on the 7th. A long layover there ensued with Madura not leaving until the 19th and additionally calling Lourenço Marques (21) and clearing Zanzibar (28), Dar es Salaam (28), Mombasa (3 September), Port Sudan (11), Suez Canal (14-15), Marseilles (21) and arrived at Plymouth at 5:35 a.m. on the 31st. Fifteen of her 63 passengers left her there and she proceed to London, Dunkirk, Antwerp, Rotterdam and Hull to discharge her cargo.
Beira-bound on 15 October 1932 from Middlesbrough and London on the 21st, Madura cleared Marseilles (29), Suez Canal (4-5 November), Port Sudan (8), Aden (11), Mombasa (20), Zanzibar (23), Dar es Salaam (23) and arrived Beira 27th. Homewards on 6 December, Madura cleared Dar es Salaam (11), Zanzibar (11), Mombasa (17), Aden (24), Suez Canal (29-30), Marseilles (5 January 1933) and skipping her call at Plymouth proceeded direct to London (arriving the morning of the 12th), Antwerp and Hull.
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| Modasa in the Thames. Credit: eBay auction photo. |
R.M.S. MODASA
Having spent all of 1931 on the East African run, Modasa would begin 1932 on the Calcutta Home Line, depleted with the laying up of the older coal-burning Manora, Merkara, Mandala and Margha which would eventually be scrapped 1932-34 as the Depression and Indian independence inspired boycotts hit BI's core trade hard. Modasa left Middlesbrough on 16 January 1932 and London on the 23rd, sailing direct for the Suez Canal (5-6 February) and calling en route at Aden (15), Colombo (19), Madras (22-23) and arriving Calcutta on the 26th. Homewards on 12 March, she cleared Madras (14), Colombo (22), Aden (30), Suez Canal (4-5 April), Marseilles (11-12), Plymouth (19) and London (20) and thence to Hamburg, Antwerp and Dunkirk.
Although initially listed to sail again to Madras and Calcutta, from Middlesbrough on 7 May 1932 and London on the 14th, Modasa returned from Dunkirk and laid up off Southend from 9 May. On 10 August she shifted to the Royal Albert Docks. Modasa did not return to service until September-- from Middlesbrough 22 September, Immingham (24), Antwerp (26) and London (1 October) for Calcutta. Transiting the Canal 13-14th, she called at Aden (19), Colombo (27-28), Madras (31-1 November) and reached Calcutta on the 4th. Rather extraordinarily, she remained there until 11 March 1933, in lay up, indicative of the rigours of the Depression at its worst.
R.M.S. MANTOLA
Bound for East Africa, Mantola cleared Middlesbrough on 9 January 1932 and London on the 15th, calling en route at Marseilles (23), Suez Canal (29-30), Port Sudan (2 February), Aden (5), Mombasa (11-16) , Zanzibar (18, Dar es Salaam (18) and arriving Beira on the 22nd, made an unusual roundtrip to Lourenço Marques (24 February-5 March) and thence from Beira on the 9th for home, clearing Dar es Salaam (13), Zanzibar (15), Mombasa (19), Aden (26), Port Sudan (29), Suez (1-2 April), Marseilles (8), Plymouth (15) London (16), Antwerp (22) and Hull (24).
On her next voyage to East Africa (from Middlesbrough 30 April 1932 and London 6 May), Mantola called outbound at Tangier (12) in addition to Marseilles (15), Suez Canal (20-21), Port Sudan (24), Aden (27), Mombasa (3-7 June), Dar es Salaam (8) and reached Beira on the 12th. For England, Mantola cleared Beira (21), Dar es Salaam (25), Zanzibar (27), Tanga (28), Mombasa (2 July), Aden (8), Port Sudan (11), Suez Canal (13-14), Marseilles (20), Tangiers (23) and arrived Plymouth at 6:30 p.m. on the 27th. Coming in with 79 passengers and 3,000 tons of cargo, she landed 14 passengers there before proceeding to London (28), Antwerp and Hull. There was one death aboard, Maj. Herbert H. Baxter, M.C., aged 47, who died of gastritis and his body was landed at Tangier for burial there.
The Beira-bound Mantola cleared Middlesbrough on 20 August 1932 and London on the 26th and again stopped at Tangier (31), Marseilles (3 September), Suez Canal (9-10), Port Sudan (13), Aden (16), Mombasa (23), Zanzibar (28-29), Lourenço Marques (3 October) and arrived Beira on the 4th. Homeward on the 17th, Mantola cleared Zanzibar (24), Mombasa (29), Aden (4 November), Port Sudan (7), Marseilles (16), getting into Plymouth the afternoon of the 24th. Landing eight passengers there and had another 39 for London (25), and cargo for Dunkirk, Antwerp and Hull.
Mantola sailed from Middlesbrough on 10 December 1932 and London on the 16th for East Africa, calling at Tangier (22), Marseilles (25), Port Said (31), Port Sudan (4 January), Aden (7), Mombasa (13-15), Zanzibar (17-18), Dar es Salaam (18) and arrived at Beira on the 22nd.
R.M.S. MATIANA
Having arrived at Beira from England on 26 January 1932, Matiana sailed on the 27th for Lourenço Marques where she arrived on the 29th. Leaving there on 2 February, she returned to Beira on the 4th and on the 10th left for Dar es Salaam and Zanzibar (15) for Tanga (16) and Mombasa (16). Matiana finally departed Mombasa on the 20 February for London, Antwerp and Hull, clearing Aden (27), Port Sudan (29), Suez Canal (4-5 March), Marseilles (10), and reaching Plymouth at 7:00 a.m. on the 17th. She brought in 122 passengers (21 landing there) and 5,200 tons of cargo and by 7:30 a.m. was on her way for London where she arrived at Tilbury Landing Stage on the 18th, landing all her remaining passengers and their baggage in just 23 minutes.
Matiana would sail again for East Africa, from Middlesbrough on 2 April 1932 and the 8th from London. This had her calling en route at Marseilles (16), Suez Canal (20-21), Port Sudan (25), Aden (28), Mombasa (5-6 May), Zanzibar (8-11), Dar es Salaam (11-12) and arrive at Beira on the 15th. Sailing for home on the 24th, Matiana cleared Dar es Salaam (29), Zanzibar (31), Tanga (1 June), Mombasa (4), Aden (10, Port Sudan (12), Suez Canal (15-16), Marseilles (22), Tangier (25) and made Plymouth at midnight on the 28th. There, she landed 16 of her 118 passengers and was cleared for London at 7:00 a.m. where she arrived on the 30th and later called at Hull and Antwerp .
Beira-bound on 23 July 1932 (from Middlesbrough) and the 29th (London), Matiana called at Marseilles (6), Suez Canal (12-13), Port Sudan (16), Aden (19), Mombasa (27-28), Tanga (28), Dar es Salaam (31) and reached Beira on 4 September. Leaving there for England on the 20th, Matiana cleared Dar es Salaam (25), Zanzibar (26), Tanga (28), Mombasa (1 October), Aden (7), Port Sudan (9), Suez Canal (12-13), Marseilles (20) and arrived at Plymouth at 10:30 a.m. on the 27th with 46 passengers and 8,000 tons of cargo, only a few of whom landed there. Matiana continued to London (28), Antwerp and Hull.
Her final voyage to East Africa for the year commencing from Middlesbrough (12 November 1932) and London on the 18th, Matiana called at Marseilles (26), Suez Canal (3-4 December), Port Sudan (6), Aden (9), Mombasa (15-18), Zanzibar (20-21), Dar es Salaam (22) and made Beira on Boxing Day.
R.M.S. MALDA
For East Africa, Malda, sailed from Middlesbrough on 6 February 1932 and London on the 12th. On this, she called at Marseilles (20), Suez Canal (26-27), Port Sudan (29) (she and the inbound Matiana meeting there), Aden (3 March), Mombasa (10-14), Zanzibar (16), Dar es Salaam (17) and reached Beira on the 21st. In another voyage extending south, she left there on the 25th for Lourenço Marques (27-30), returning to Beira on 1 April. Departing for home on the 7th, she cleared Dar es Salaam (11), Mombasa (16), Aden (22), Port Sudan (26), Suez Canal (29-30), Marseilles (5 May) and arriving Plymouth at 10:00 p.m. on the 12th, coming in with Mandala (from Calcutta).
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| Credit: Western Morning News, 15 May 1932. |
Malda had a big list of 167 passengers (landing 34 there) and 5,340 tons of cargo for London (13 May 1932), Antwerp and Hull (24). As the BI liners came late into Plymouth, their passengers were landed first thing on the 13th and altogether the port handled some 520 London-bound passengers that day from them, City of Paris, Stuyvesant and Accra, with two special trains run to Paddington by the GWR.
Arrivng at London on 1 June 1932 after making her cargo discharging rounds, Malda would be laid up in Victoria Dock for summer.
The steamer Malda, owned by the British India Line,sailed from London for Middlesbrough on Wednesday after lying up since June.
Liverpool Journal of Commerce, 9 September 1932.
The Beira-bound Malda cleared Middlesbrough on 17 September 1932 and London on the 23rd, calling at Marseilles (1 October), Suez Canal (6-7), Port Sudan (10), Aden (13), Mombasa (20-21), Zanzibar (23), Dar es Salaam (24), Lourenço Marques (27) and arrived Beira on the 29th. Sailing for home on 7 November, Malda cleared Dar es Salaam (13), Zanzibar (14), Tanga (15), Mombasa (16), Aden (25), Port Sudan (28), Suez Canal (1-2 December), Marseilles (8), but skipped calling at Plymouth and proceeded direct to London, arriving on the 16th and later continuing to Antwerp and Hull (28).
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| Mulbera in the Thames. Credit: eBay auction photo. |
R.M.S. MULBERA
To have begun her first voyage of the year, to Madras and Calcutta, from Middlesbrough on 13 February 1932 and London on the 20th, Mulbera did not sail until 27 February and 5 March respectively, with Mandala taking her original sailing. Calling outbound at Tangier (10), Marseilles (13), Suez Canal (18-19), Aden (24), Colombo (1 April) and Madras (3), Mulbera arrived Calcutta on the 6th. Homewards on the 23rd, she cleared Madras (28), Colombo (1 May), Aden (8), Port Sudan (11), Suez Canal (14-15), Marseilles (20) and Tangier (23) and made Plymouth at 6:00 a.m. on the 27th. Arriving with 143 passengers and 3,950 tons of cargo, she disembarked 23 passengers there before resuming passage at 7:00 a.m. for London (28), Hamburg and Antwerp (8 June).
Coming into the Scheldt on 8 June 1932, Mulbera collided with the British steamer Zitella at Kruisschans Sluis. The BI liner was "damaged slightly." Idle, like Madura, for the monsoon season, Mulbera would not leave Antwerp until late September for Middlesbrough. Departing there for Calcutta on 8 October, Immingham on the 10th, she figured again in the Marine Casualty columns when she brushed the pier head coming into King George V Dock, London, on the 11th, causing trifling damage to both ship and pier.
Mulbera, sailing from London on 15 October 1932, called at Malta (23), Suez Canal (27-28), Aden (2 November), Colombo (9-10), Madras (13-14) and coming into the Hooghly on the 17th.Homewards on 10 December, Mulbera cleared Madras (15), Colombo (18), Aden (25), Suez Canal (29-30), Marseilles (5 January 1933) and, skipping the call at Plymouth, proceeded direct to London (12) and Dundee arriving on the 18th to discharge her cargo of 13,763 bales of jute, and proceeded to, Antwerp and Middlesbrough.
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| BI poster, c. 1933, by James Greig. Credit: The Mariners' Museum. |
1933
With the departure from London to-morrow of the liner Matiana, there will be inaugurated by the British India Steam Navigation Company a service of saloon ships, carrying passengers at a single range of fares between London, Marseilles and East African ports.
The company has been aware for some time past that their clients would welcome the removal of the restrictions imposed by the existence in their East Africa vessels of two classes of accommodation. The arrangements in the ships employed on this service, the Mantola, Malda, Madura, and Matiana, have, therefore, been unified, so that all passengers will now have the enjoyment of the general amenities, public saloons, promenade and shelter decks, etc. In rearranging the accommodation, opportunity has been taken to provide a comfortable cafe lounge and a "nursery," appropriately furnished and decorated.
The British India vessels, in their passage to Mombasa, called at Port Said, Suez, Port Sudan and Aden, and the company is assured that the innovation will be no less appreciated at intermediate ports. In other respects, the service to passengers and the measures taken for their comfort, entertainment and convenience will be maintained, and will be the more welcome in that they are accompanied by a revision of passage rates which brings them substantially below the former level.
Liverpool Journal of Commerce, 27 July 1933.
As announced on 10 June 1933, British India Line, in an effort to spur passenger bookings by offering overall lower fares as well as to expand on board facilities, converted the M3 ships on the East African run--Mantola, Malda, Madura, and Matiana-- to one single "saloon" or cabin class. Facilitated already by the largely comparable Second Class cabins, combined with First, gave each ship approximately 158 one-class berths.
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| Advertisement showing a rare colour photo of Madura's veranda cafe aft, replacing the Second Class smoking room and library when the ships were converted to one-class. Credit: Straits Times Annual, 1 January 1938. |
The ships would also benefit from refurbishments and enhancements as reported in the Tanganyika Standard: "In addition to the usual public rooms there will be added an attractive café lounge [created out of the former Second Class smoking room and music room aft]. There will also be provided on each ship a bright and well-furnished nursery on similar lines to those on the Calcutta Line motor vessels Domala and Dumana where they have already proved so popular with parents." The nursery was created out of the port side of the former Second Class dining saloon and the starboardside retained as a dining room for children.
Deck chairs would now be provided free of charge and passage fares were cut across the board. In all, the Ms had six grades of cabins, priced from London to Mombasa at: "P" £83, "Q" £76, "R" 6£9, "S" £62, "T" £55 and "V"£48 per person. The Tanganyika Standard added: "It is sure that, in view of the depressing financial conditions we are all experiencing, the company's actions will receive from the public the support it deserves."
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| Madura in the Thames off Gravesend. Credit: eBay auction. |
R.M.S. MADURA
Departing Middlesbrough on 4 February 1933 and London on the 10th for East Africa, Madura set to work for another year, calling at Marseilles (18), Suez Canal (24-25), Port Sudan (28), Aden (3 March), Mombasa (9-11), Zanzibar (15( and arriving at Beira on the 19th. Not leaving there until 1 April for home, she cleared Dar es Salaam (7), Zanzibar (8), Mombasa (16) Aden (22), Port Sudan (24), Suez Canal (27-28), Marseilles (4 May), Tangier (7) and arrived at Plymouth at 11:15 a.m. on the 11th with 160 passengers and 7,000 tons of cargo. Landing 25 passengers there, Madura resumed passage for London (12), Antwerp (14), Rotterdam and Hull.
For Beira, Madura cleared Middlesbrough on 27 May 1933 and London on 2 June, calling outbound at Tangier (7), Marseilles (10), Suez Canal (15-16), Port Sudan (19), Aden (22), (Mombasa 30-5 July), Tanga (6), Zanzibar (7) and reaching Beira on the 11th. A short turnaround there had her homewards on the 19th, clearing Dar es Salaam (23), Zanzibar (23), Tanga (26), Mombasa (29), Aden (4 August), Port Sudan (7), Suez Canal (10-11), Marseilles (17) and reaching Plymouth the morning of the 25th. Twelve of her 74 passengers left her there and she proceeded to London (26), Antwerp and Hull
From Middlesbrough 14 October 1933 and London on the 20th, Madura coursed back to East Africa, stopping en route at Marseilles (28th), Suez Canal (3-4 November), Port Sudan (7), Aden (10), Mombasa (21), Tanga (22), Zanzibar (23), Dar es Salaam (23-24) and arriving Beira on the 28th. Homewards on 6 December, Madura cleared Dar es Salaam (11), Zanzibar (11), Tanga (13), Mombasa (16), Aden (23), Port Sudan (25), Suez Canal (28-29) and Marseilles (1 January 1934) to arrive Plymouth at 11:00 a.m. on the 11th. Landing 12 of her 57 passengers, she resumed passage to London.
R.M.S. MODASA
Having had a dismal 1932 in which she completed just one round voyage and a single one-way one on the Calcutta Home Line, Modasa began 1933 still sitting idle in the Hooghly.
The steamer Modasa, owned by the British India Line, London, sails from Calcutta for U.K. ports on March 11, after lying up since November.
Liverpool Journal of Commerce, 24 February 1933.
So it was on 11 March 1933 that Modasa finally left Calcutta for England, clearing en route Madras (16), Colombo (18), Aden (26), Suez Canal (31-1 April), Marseilles (7), Tangier (10) and rather wonderfully, arrived at Plymouth on the 14th in company with Malda, the two having been only separated by a few hours for their run up from the Suez Canal:
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| Credit: Western Morning News, 15 April 1933. |
Two British India liners, Malda, from East African ports, and Modasa, from Calcutta, were at Marseilles on Friday of last week. Yesterday they were in Plymouth Sound together, after having been separated by only a few hours for nearly 2,000 miles. Malda led the way to Plymouth by a couple of hours, but there was only a quarter of all hour's difference between them when they left for London. The suggestion that there will be anything in the nature of a race to the Thames between the two liners would be, of course, deprecated in official circles. However, these 9,000-tonners are hastening up-Channel, Malda being just ahead; and among the passengers remaining on board, as well as those who came ashore at Plymouth, there is great excitement as to which vessel will dock first at the Royal Albert Docks, London.
Various sums of money will change hands as d result of the difference of opinion on this race, which has existed practically from Marseilles to London.
Western Morning News, 15 April 1933.
Modasa, arriving at 6:30 a.m. on 14 April 1933, came in with 142 passengers (18 landing at Plymouth) and 7,882 tons of cargo at London (15) and leaving the Thames for Dundee, arrived there on the 22nd with 7,000 bales of jute and, as it turned out, rather more:
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| Credit: Dundee Courier, 24 April 1933. |
A nest of scorpions was found board the British India liner Modasa, which arrived at Dundee from Calcutta on Saturday. The discovery was made when one of the hatches was opened. The liner carries cargo of jute, and the nest was found between several bales. It is not yet known to what species the scorpions belong, but an investigation will be made this morning by Dr W. L. Burgess, medical officer of health for the city. He will be accompanied by Professor A. D. Peacock, professor of zoology University College, who hopes to take several specimens to be kept in captivity for scientific purposes. These scorpions, according Dr Burgess, are not of a poisonous variety, although their sting is painful.
Dundee Courier, 24 April 1933.
Arriving at Falmouth on 21 May 1933 from Middlesbrough, Modasa was again laid up for the summer monsoon season on the Indian run.
Returning to service, Modasa cleared for Madras and Calcutta from Middlesbrough on 21 September 1933 and London on the 30th. Proceeding direct to the Suez Canal, transited 12-13 October, she called en route at Aden (18), Colombo (26-27), Madras (30-31) and reaching Calcutta on 4 November. Homewards on the 18th, Modasa cleared Madras (22), Colombo (25), Aden (3 December), Suez Canal (8-9), Marseilles (14) and got into Plymouth just after midnight on the 20th with just 25 passengers aboard (many having disembarked at Marseilles) and after landing nine of those, resumed passage for London (21), Dundee (4 January 1934) and Middlesbrough for discharge of her epic 9,996-ton cargo. She was six hours on her passage from London to Dundee owing to easterly gales raging in the North Sea: "The Modasa was due at the estuary at two o'clock yesterday morning, but she did not arrive until eight o'clock. She delayed her crossing of the bar until the afternoon, and did not berth until half-past three. This delay cost her a day's work."(Dundee Courier, 5 January 1934)
R.M.S. MANTOLA
Mantola, which arrived at Beira from England on 22 December 1932 was in no apparent hurry to return home. Indeed, the state of trade at the time, she was effectively laid up there until her departure on 1 February, clearing Dar es Salaam (6), Zanzibar (7), Tanga (8), Mombasa (11), Aden (18), Port Sudan (21), Suez Canal (24), Malta (28), and Marseilles (4 March) to reach Plymouth the morning of the 11th. Coming in with 90 passengers and 36 disembarked there and Mantola carried on for London (12), Antwerp and Hull (24) with almost 9,000 tons of cargo.
Returning to London on 30 March 1933, Mantola was laid up there, not returning to service until 19 August from Middlesbrough and the 25th from London for East Africa, by which time she had undergone conversion to single-class. Calling outbound at Tangier (30), Marseilles (2 September), Suez Canal(7-8), Port Sudan (12), Aden (15), Mombasa (22-26), Zanzibar (28), Dar es Salaam (29), Mantola arrived at Beira (3 October). Spending rather less time there than on her previous outbound trip, Mantola was homeward-bound on the 14th, clearing Dar es Salaam (20), Zanzibar (20), Tanga (24), Mombasa 28), Aden (3 November), Port Sudan (5), Suez Canal (8-9), Marseilles (15) and reaching Plymouth at 10:45 a.m. on the 23rd. After landing 11 passengers there, she resumed passage at 11:30 a.m. for and London (24), Antwerp, Rotterdam and Hull (3 December).
Clearing Middlesbrough for East Africa on 9 December 1933 and London on the 15th, Mantola called outbound at Marseilles on the 23rd, transited Suez 27-28, and called at Port Sudan (2 January 1934), Aden (5), Mombasa (11-16), Zanzibar (18), Dar es Salaam (18) and got into Beira on the 22nd.
R.M.S. MATIANA
Getting into Beira on Boxing Day, Matiana left there for home on 2 January 1933, clearing Dar es Salaam (7), Zanzibar (8), Tanga (9), Mombasa (14), Aden (21), Port Sudan (24), Suez Canal (26-27), Marseilles (3 February) and making Plymouth on the 10th. Of her 76 passengers, 22 landed there and she made for London (11), Antwerp and Hull (23). On departure from Hull for Middlesbrough on the 25th, she was in collision with the Finnish steamer Karhula:
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| Credit: Hull Daily Mail, 28 February 1933. |
Following collision in the Humber on Saturday, a Finnish vessel, the Karhula, is undergoing extensive repairs at the Alexandra Dock. The Karhula left the Victoria Dock last Friday with the intention of making for Copenhagen. Bad weather, however, prevented this, and she anchored in the river. While proceeding river, another vessel, the Matiana, which also left Hull on Friday, collided with the Karhula, damaging the latter's stem and bows. The Karhula returned to Hull on Sunday for repairs, but the Matiana proceeded Middlesbrough with no apparent damage.
Hull Daily Mail, 28 February 1933.
For Beira, Matiana cleared Middlesbrough on 4 March 1933 and London on the 10th. Pausing at Marseilles (19), Suez Canal (24-25), Port Sudan (28), Aden (31), Mombasa (6-10), Tanga (11), Zanzibar (11), Dar es Salaam (13), Matiana arrived Beira on the 17th. Departing there for home on the 27th, she cleared Dar es Salaam (2 May), Zanzibar (6), Tanga (8), Mombasa (13), Aden (19), Port Sudan (21), Suez Canal (24-25), Marseilles (31-1 June), reaching Plymouth on the 8th. She was one of four liners calling there, the others being Ranchi, President Roosevelt and Flandre. Matiana, arriving at 8:45 a.m., landed 20 of her 133 passengers there and cleared at 9:20 a.m. for London (9), Antwerp and Hull (18) for which she had 7,230 tons of cargo for discharge. One of her passengers, Mrs. Jennie R. Nowell, aged 62, who was returning to England from Tanga, took ill aboard and died at sea.
Returning to London on 23 June 1933, Matiana underwent her conversion to a one-class vessel in Royal Albert Dock and drydocked on 18 July.
The departure from London of the s.s. Matiana on Friday, inaugurated by the British India Steam Navigation Company a service of "saloon ships" carrying passengers at a single range of fares between London, Marseilles and East African ports.
Sheffield Independent, 31 July 1933.
From Middlesbrough on 22 July 1933 and London on the 28th, Matiana sailed, amid more notice than usual, on her first voyage to East Africa as a "saloon ship," although her route was familiar enough: Tanger (2 August), Malta (7), Suez Canal (11-12), Port Sudan (15), Aden (17), Mombasa (25-29), Zanzibar (31), Dar es Salaam (31-2 September) with arrival at Beira on the 6th. Departing for England on the 13th, Matiana cleared Dar es Salaam (20), Zanzibar (23), Mombasa (30), Aden (6 October), Port Sudan (8), Suez Canal (11-12), Marseilles (19), Matiana made Plymouth at 6:30 a.m. on the 27th. After landing eight passengers, she proceeded to London (28), Antwerp (4 November) and Hull.
Clearing for Beira again, from Middlesbrough on 11 November and London 1933 on the 17th, Matiana called en route at Marseilles (25), Suez Canal (1-2 December), Port Sudan (5), Aden (8), Mombasa (14-19), Tanga (20), Zanzibar (21), Dar es Salaam (21) and arrived at Beira on Christmas Day.
R.M.S. MALDA
First of the Ms to sail from England in the New Year, Malda left Middlesbrough on 7 January 1933 and London on the 13th for East Africa. Calling at Marseilles (22), Suez Canal (28), Port Sudan (31), Aden (4 February), Mombasa (9-11), Zanzibar (12) and Dar es Salaam (14), Malda reached Beira on the 19th. Homewards on 2 March, she cleared Dar es Salaam (10), Zanzibar (12), Mombasa (18), Aden (24), Port Sudan (27), Suez Canal (30-31), Malta (3 April) and Marseilles (7), getting into Plymouth at 4:00 p.m. on the 14th. As mentioned in relation with Modasa, the two BI liners were "a team" all the way up from Marseilles. Disembarking 31 of her 60 passengers, she was cleared for London, Antwerp and Hull at 7:15 a.m.
On her next sailing to Beira (from Middlesbrough 29 April and London 5 May 1933), Malda called additionally outbound at Tangier (10) in addition to Marseilles (13), Suez Canal (19-20), Port Sudan (24), Aden (26), Mombasa (30-3 June), Zanzibar (8), Dar es Salaam (9) and arriving Beira on the 14th. Northbound on the 20th, Malda cleared Dar es Salaam (25), Zanzibar (25), Mombasa (1 July), Aden (6), Port Sudan (9), Suez Canal (12-13) and Marseilles (20) to reach Plymouth at 9:00 a.m. on the 27th, enjoying fine weather all the way except 12 hours of fog off the coast of Portugal. Of her 46 passengers, eight landed there and left at 9:45 a.m. for London, Antwerp and Hull.
Clearing Middlesbrough on 16 September 1933 and London on the 22nd, Malda began her final voyage of the year to East Africa and her first as a single-class ship. Stopping out at Marseilles (30), Suez Canal (6-7 October), Port Sudan (10), Aden (13), Mombasa (20-27) and Dar es Salaam (28-30), Malda got into Beira on 3 November. Homewards on the 11th, she cleared Dar es Salaam (17), Zanzibar (19), Mombasa (25), Aden (1 December), Port Sudan (4), Suez Canal (7-8) and Marseilles (14) and arrived precisely at noon at Plymouth on the 21st. There, she landed 33 passengers with 32 in transit for London reached the next day. Once again, Malda came in with Modasa (from India) and they were but among the seven liners in and out of Cawesend Bay that day, including Staffordshire, Comorin, Barrabool, Apapa and Washington.
R.M.S. MULBERA
Sticking to the Madras/Calcutta run in the New Year, Mulbera departed Middlesbrough on 28 January 1933 and London on 4 February for India, calling at Tangier outbound (9), Suez Canal (16-17), Aden (22), Colombo (28-1 March), Madras (4-5) and arrived Calcutta on 8th. Homewards on the 20th and clearing Madras (30), Colombo (2 April), Aden (9), Suez Canal (14), Marseilles (21) and Tangier (24), Malda made Plymouth at 11:15 a.m. on the 27th. Of her 130 passengers, 14 left there and she resumed passage at noon for London (28), Dundee, Hamburg, Antwerp and Middlesbrough with 9,500 tons of cargo for discharge. Her arrival at Dundee with 9,200 bales of jute on 5 May, late owing to poor weather (gales giving way to fog) accorded the ship more publicity than afforded her elsewhere:
Another delayed vessel was the jute laden British India liner Mulbera, which missed the midday tide.
She dropped anchor in the river 2 p.m., but had wait till midnight before she could be brought safely alongside the Eastern Wharf. She is drawing 26 feet of water. A luxury liner in miniature, the Mulbera is modelled after the style of the largest P. and O. boats. She presented a majestic spectacle as she swung round on her anchor with the turn of the tide between seven and eight last night.
Dundee Courier, 6 May 1933.
The British-India liner Mulbera, now discharging a jute cargo at Dundee Harbour, carried a baby rhinoceros from Calcutta to this country.
This bulky but valuable item of merchandise was enclosed in a massive packing-case, which bore label intimating that the consignee was 'The King Emperor.' It was present from the Maharajah of Nepal to the King, and was discharged at London.
After the 'cargo' was put aboard a retinue from the Maharajah's household visited the ship, but, despite their numerous instructions on the care of the rhino, the voyage was not without incident.
For the first part of the trip the baby was quite comfortable, but later the packing case could not stand the strain.
There is period in the life of young rhino when it grows very quickly. This stage took place on shipboard with dire results. Luckily, the phase passed before the cage burst, although its timbers were rather the worse wear.
Yesterday the Mulbera, which has about 10,000 bales of jute and gunnies, was the centre of interest for hundreds of Dundee harbour visitors, who were allowed to inspect the ship.
Dundee Courier, 8 May 1933.
Making her first voyage to East Africa in some time, Mulbera cleared Middlesbrough on 24 June 1933 and London on the 30th for Tangier (5 July), Marseilles (8), Suez Canal (13-14), Port Sudan (17), Aden (20), Mombasa (27-1 August), Dar es Salaam (3-4) and arrived at Beira on the 8th. Departing there on the 16th, she proceeded north to Zanzibar (21) for Tanga.
Coming into Tanga Bay on 22 June 1933, Mulbera went aground on Ulenge Reef, in fine weather, and on an even keel in soft coral. Capt. J.W. Parkin stated his hope to have her refloated on the afternoon tide and BI's coastal liner Dumra, at Mombasa, was dispatched at once to help pull her off if needed. On the 23rd it was reported "failed to refloat this morning with assistance. Attempting again this afternoon. Meanwhile discharging."
With the help of Dumra and the tug Kifaru, Mulbera was freed on 24 June 1933, undamaged, and made for Mombasa where she arrived on the 25th. There, as a precaution, a diver was sent down to inspect her hull before she proceeded on schedule for England on the 27th. Calling at Aden (2 September), Port Sudan (4), Suez Canal (7-8), Malta (11), Marseilles (13-14) and Tangier (19), Mantola reached Plymouth at 6:25 a.m. on the 21st, "from Calcutta," a confused Western Morning News reported! Of her 83 passengers, 13 disembarked there and she proceeded for London (22), Rotterdam, Hamburg and Hull.
With sufficient African adventures for the year, Mulbera returned to more familiar waters, clearing Middlesbrough on 19 October and London on the 28th for Madras and Calcutta. This had her proceeding directly for the Suez Canal (9-10 November) and calling at Aden (15), Colombo (22-24), Madras (26-28) and getting into Calcutta on 1 December. Homewards, she cleared there on the 16th, Madras (21), Colombo (23), Aden (31), Suez Canal (4-5 January 1934) and skipping her call at Plymouth, proceeded direct to London, docking at Tilbury Landing Stage at noon on the 18th.
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| BI poster, c. mid 1930s. Credit: Mary Evans Prints. |
1934
R.M.S. MADURA
Still teamed with Malda, Matiana and Mantola on the East African run, Madura's first voyage to Beira in the New Year commenced from Middlesbrough on 3 February 1934 and from London on the 9th. Calling outbound at Marseilles on the 17th, Suez Canal (23-24), Port Sudan (27), Aden (2 March), Mombasa (8-14), Tanga (16), Dar es Salaam (17), Madura made Beira on the 21st. Northbound on 3 April, Madura cleared Zanzibar (8), Mombasa (14), Aden (20), Port Sudan (23), Suez Canal (26-27), Marseilles (3 May), Tangier (6) and made Plymouth at 11:40 a.m. on the 10th, slightly delayed by heavy fog in the Bay of Biscay. Coming in with a good list of 137 passengers, she landed 22 there and left for London, Antwerp, Rotterdam, Hull and Middlesbrough at 12:25 p.m.
That summer season, all the East African sailings called at Tangiers, Madura doing so on 6 June 1934 (outbound from Middlesbrough 26 May and London 1 June) and proceeding via Marseilles (9), Suez Canal (14-15), Port Sudan (19), Aden (22), Mombasa (30-4 July), Dar es Salaam (6) and reached Beira on the 10th. The homewards Madura cleared Beira (19), Zanzibar (24), Tanga (26), Mombasa (29), Aden (3 August), Port Sudan (6), Suez Canal (9-10), Marseilles (17), reaching Plymouth at 5:30 p.m. on the 23rd. Of her 112 passengers, 20 went ashore there and she sailed at 6:00 p.m. for London where the remaining passengers landed along with 177 bags of mail on the 24th.
Clearing Middlesbrough on 15 September 1934 and London on the 21st, Madura called at Marseilles (29), Suez Canal (4-5 October), Port Sudan (9), Aden (12), Mombasa (18-24), Tanga (25), Zanzibar (26), Dar es Salaam (27) and made Beira on the 31st. Leaving northbound on 14 November, Madura cleared Dar es Salaam (19), Zanzibar (20), Mombasa (24), Aden (1 December), Suez Canal (6-7), Marseilles (13) and an emergency call at Gibraltar to land a sick man, and arrived at Plymouth on the 20th at 9:55 a.m., coming with Mulbera, inbound from India, after encountering very rough seas in the Bay of Biscay with a 80 mph gale, but she escaped the worst of it unlike Kaisar-i-Hind and Mulbera. Arriving with 113 passengers, 32 disembarked there and Madura proceeded to London where she berthed at King George V Dock on the 21st.
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| Madura underway in the Elbe flying the courtesy flag of the new German Reich. Credit: eBay auction photo. |
R.M.S. MODASA
Stalwart of the Calcutta Home Line, Modasa sailed for there from Middlesbrough on 11 January 1934, Immingham (13), Antwerp (15) and London on the 20th, calling at Suez Canal (1-2 February), Aden (7), Colombo (15-16) and Madras (18-19), reaching Calcutta on the 23th. Homewards on 10 March, Modasa cleared Madras (15), Colombo (17), Aden (25), Suez Canal (30-31), Malta (3 April), Marseilles (6) and got into Plymouth at 7:30 a.m. on the 13th. There, she landed 23 of her 159 passengers and 18 Indian crew members (en route to Falmouth to join BI's Nerbudda), departing for London at 8:50 a.m. where she arrived on the 14th, then to Hamburg, Antwerp and Middlesbrough, but her cargo of 2,360 bales of jute was transferred at London to the coaster Eston for discharge at Dundee.
Like the East African Home Line ships, those of the Calcutta Line would call outbound at Tangier that spring-summer season, Modasa doing so on 31 May 1934 her next voyage (from Middlesbrough 19 May , Immingham (22) and London on the 26th. Transiting the Canal 7-8 June, she called at Aden (13), Colombo (22-23) and Madras (25-26), Modasa made Calcutta on the 30th. Bound for England on 14 July, Modasa cleared Madras (18), Colombo (21), Aden (1 August), Suez Canal (6-7), Marseilles (13), reaching Plymouth at 3:30 a.m. on the 20th where she landed 13 passengers before continuing to London, berthing in the Royal Albert Dock on the 21st. She left on the 25th for to Hamburg (27-28) and Dundee where she would discharge 10,000 bales of jute and 100 bales of gunnies as well as figure in some history making for the port:
The British India liner Modasa, which should reach Dundee Harbour early Sunday morning, will land cruising passengers at the conclusion of a short Continental tour
The disembarking of passengers from a foreign port is a completely new departure so faras Dundee is concerned.
The passengers come from Lancashire, and are members of the National Association of Local Government Officers, under whose auspices the cruise was arranged. They joined the liner at London on her from Calcutta Saturday, and sailed to Hamburg. The ship leaves Hamburg today for Antwerp, and leaves the Belgian port on Friday for Dundee.
The voyage of Modasa is primarily a commercial one. She carries over 10,000 bales of jute and 100 bales of gunnies for Dundee, and the introduction of a cruise in the latter stages of the voyage is a new departure.
Several of the India traders which visit Dundee have extensive passenger accommodation but in normal circumstances the passengers are all disembarked before the ships reach the Tay.
The Modasa will berth at the Eastern Wharf. One of the sheds will probably be opened for the examination of baggage by Customs officers. Once clear of the Customs the' passengers will be conveyed to Tay Bridge Station in four Corporation buses. They will leave by special train at 10.30 a.m. for for Oldham, Bolton, and Manchester.
Dundee Evening Telegraph, 28 August 1934.
Arriving at Dundee on 2 September 1934, Modasa, in addition to her passengers, brought in the largest cargo of jute into the Tay port that season. She sailed on the 5th for Middlesbrough.
Off again for Calcutta, Modasa cleared Middlesbrough on 8 September 1934, Immingham (10) and London on the 15th, transiting the Canal (27-28th), and calling at Aden (3 October), Colombo (11-13), Madras (15-16) and arrived in the Hooghly on the 19th. Departing on 3 November, she sailed from Madras (7), Colombo (10), Aden (18), Suez Canal (23-24) and Marseilles (30) and getting into Plymouth at 3:15 p.m. on 6 December, landing 15 of her 50 passengers and proceeded at 4:00 p.m. for London (7). On to Dundee where Modasa finally got in on the 16th, held up several hours by dense fog and anchored in the Tay until the evening flood tide and then berthing at the Eastern Wharf to discharge 11,773 bales of jute and 75 bales of gunnies. She sailed on the 19th for Middlesbrough.
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| Credit: East African Standard, 27 January 1934. |
R.M.S. MANTOLA
Mantola, which arrived at Beira from England on 22 January 1934, left there on the 31st for home, clearing Dar es Salaam (5 February), Zanzibar (5), Tanga (7), Mombasa (10), Aden (17), Port Sudan (19), Suez Canal (23-24), Malta (27), Marseilles (2 March) and reaching Plymouth at 6:00 a.m. on the 9th. Coming with 113 passengers, 28 disembarking there and Mantola clearing at 7:00 a.m. and onwards to London (10), Antwerp and Middlesbrough with her remaining passengers and 4,500 tons of cargo for discharge.
Departing on her first voyage to East Africa in 1934 on 31 March from Middlesbrough and London (6 April), Mantola called at Tangiers, Marseilles (14), Suez Canal (20-21), Port Sudan (24), Aden (27), Mombasa (4-8 May), Zanzibar (11), Dar es Salaam (12) and got into Beira on the 16th. For England and the Continent, Mantola sailed on the 29th, clearing Zanzibar (3 June), Mombasa (9), Aden (15), Port Sudan (18), Suez Canal (21-22), Marseilles (28), Tangier (30) and arriving at Plymouth the evening of 5 July, landing 17 passengers before resuming passage for London (7), Antwerp, Hull and Middlesbrough.
Mantola left Middlesbrough on 21 July 1934 and London on the 27th for East Africa, stopping at Tangier (2 August) Marseilles (4-5), Suez Canal (11-12), Port Sudan (15), Aden (17), Mombasa (25-28), Zanzibar (29-31), Dar es Salaam (1 September), and arrived at Beira on the 6th. Departing on the 13th, Mantola cleared Dar es Salaam (18), Zanzibar (18), Mombasa (22), Aden (28), Port Sudan (30), Suez Canal (3-4 October), Marseilles (11) and reached Plymouth at 10:35 a.m. on 18th. Eleven of her 80 passengers left her there and carried on to London (20), Hamburg, Antwerp and Middlesbrough.
On her last trip of the year, Mantola cleared Middlesbrough on 10 November 1934 and London on the 16th. Calling at Marseilles (24), Suez Canal (30-31) Port Sudan (6), Aden (7), Mombasa (13-18), Tanga (19), Zanzibar (21), Dar es Salaam (21), she arrived at Beira on Christmas Day.
R.M.S. MATIANA
Having arrived at Beira on Christmas Day 1933, Matiana's crew were doubtless pleased to say farewell to its elusive charms on the second day of 1934, albeit on a voyage that featured generally bad weather throughout its entire course. Clearing Dar es Salaam (7), Zanzibar (8), Mombasa (13), Aden (20), Port Sudan (23), Suez Canal (26-27), Malta (31), Marseilles (4 February), she arrived two days late at Plymouth at 3:30 a.m. on the 11th.
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| Credit: Western Morning News, 12 February 1934. |
A voyage of about 7,000 miles, occupying 40 days, will end to-day when the British India liner Matiana (9,067 tons) reaches London from East African two days behind her scheduled programme, On arrival at Plymouth yesterday, it transpired that the Matiana had encountered persistently unfavourable weather throughout her long trip, passengers voyage declaring had that the one fine day of the voyage had occurred so long e ago that they had almost forgotten it.
A cyclone soon after leaving Beira and a fierce gale in the Gulf of Lyons were fresh, however, in their memories. The velocity of the wind was estimated at about 100 miles hour when the Matiana early last month was struck without warning by a cyclone in the Mozambique Channel.
There were heavy seas and a confused swell, and with a wind of hurricane force the liner took a big list to starboard. Huge quantities of water were shipped, on the upper deck the music-room and the smoking-room were invaded by the seas.
While the fury of the cyclone was at its worst the Matiana was hove to for three hours.
Furniture and crockery were damaged, whilst one estimate of the quantity of water eventually baled out of the smoking-room was given as 50 buckets.
In the Gulf of Lyons' gale the Matiana was hove to for 24 hours, the wind attaining a velocity of between 80 and an hour. No damage was sustained, but the liner was late in reaching Marseilles.
Western Morning News, 12 February 1934.
Landing 22 of her 89 passengers at Plymouth, Matiana resumed passage for London, (12 February 1934), Antwerp, Hull and Middlesbrough with 4,000 tons of cargo.
Bound again for East African ports, Matiana left Middlesbrough on 3 March 1934, Immingham (9) and London on the 9th, stopping at Marseilles (17), Suez Canal (23-24), Port Sudan (26), Aden (29), Mombasa (5-10 April), Tanga (11), Dar es Salaam (12-13) and reaching Beira on the 17th. Leaving there the afternoon of 1 May for home, Matiana left Dar es Salaam (6), Zanzibar (7), Mombasa (12) (meeting up with the southbound Mantola there on the 8th), Aden (18), Port Sudan (20), Suez Canal (23-24), Marseilles (31), Tangier (2 June) and made Plymouth at 10:25 a.m. on the 6th, reporting "fine but cold weather from Gibraltar to the Channel." Landing 32 of her 152 passengers there, Matiana resumed passage for London (7), Antwerp, Hull and Middlesbrough, with 6,000 tons of cargo.
Sailing from Middlesbrough on 23 June 1934 and London on the 29th, for Beira, Matiana made the usual calls at Tangier (4 July), Marseilles (7), Suez Canal (13-14), Port Sudan (17), Aden (20) and delayed by rough seas and heavy weather did not get into Mombasa until the 28th, 36 hours late. Southbound on 1 August), she called at Zanzibar (3), Dar es Salaam (3) and Beira on the 8th. Homewards on the 15th, she cleared Dar es Salaam (20), Zanzibar (20), Mombasa (25), Aden (31), Port Sudan (2 September), Suez Canal (6-7), Marseilles (13), Tangier (15) and made an extraordinary call at Gibraltar on the 16th where she embarked a party of school children from the P&O liner Naldera which had an epidemic of influenza aboard and the children, not afflicted, were put aboard Matiana to complete their voyage to England. Arriving at Plymouth at 1:40 p.m. on the 20th, Matiana landed 10 passengers there and resumed course for London at 2:05 p.m., berthing on the 21st.
Beira-bound one more time that year, Matiana sailed from Middlesbrough on 13 October 1934 and London on the 19th. Touching at Marseilles (27), Suez Canal (1-2 November), Port Sudan (5), Aden (8), Mombasa (15-20), Zanzibar (22), Dar es Salaam (23), she reached Beira on the 26th. Sailing for England on 12 December and clearing Dar es Salaam (17), Zanzibar (18), Mombasa (22), Aden (29), Port Sudan (31), Suez Canal (3-4 January 1935) and Marseilles (11), Matiana made Plymouth at 9:22 a.m. on the 18th. Disembarking 17 of her 56 passengers there, she left for London at 9:50 a.m..
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| Credit: East African Standard, 13 October 1934. |
R.M.S. MALDA
Once again "first out of the gate," in the New Year, Malda left Middlesbrough on 6 January 1934 and London on the 12th for East Africa. Making the usual stops-- Marseilles (21), Suez Canal (28-29), Port Sudan (1 February), Aden (4), Mombasa (10-14), Tanga (14), Zanzibar (15), Dar es Salaam (16)-- Malda got into Beira on the 20th. Departing for home on 1 March, she cleared Dar es Salaam (5), Zanzibar (6), Tanga (7), Mombasa (10), Aden (17), Port Sudan (19), Suez Canal (22-23), Marseilles (29) and made Plymouth at 11:00 a.m. on 5 April with 134 passengers, 17 disembarking there, before she continuing on to London (6) and other ports at 11:40 a.m..
From Middlesbrough on 28 April 1934 and London on 4 May, Malda was also the first to make the seasonal summer call at Tangier (9th) that year, continuing to Marseilles (12), Suez Canal (18-19), Port Sudan (21), Aden (24), Mombasa (1-5 June), Zanzibar (6), Dar es Salaam (7-8) and reached Beira on the 12th. Malda headed for England on the 20th, via Dar es Salaam (25), Zanzibar (26), Mombasa (30), Aden (5 July), Port Sudan (8), Suez Canal (11-12), Marseilles (19), Tangier (22) and arriving Plymouth at 12:20 p.m. on the 26th. Of her 120 passengers, 17 landed there and she was on her way to London (27) and Hull (5 August) by 12:50 p.m.
For East (and North) African ports once again, Malda left Middlesbrough on 18 August 1934 and from London on the 24th, calling outbound at Tangier (29), Marseilles (1 September), Suez Canal (7-8), Port Sudan (11), Aden (15), Mombasa (22-27), Zanzibar (28), Dar es Salaam (30) and arrived Beira on 4 October. Northbound on the 17th, clearing Dar es Salaam (22), Zanzibar (23), Tanga (23), Mombasa (27), Aden (2 November), Port Sudan (5), Suez Canal (7-8), Marseilles (15), Malda made Plymouth at 9:00 p.m.on the 22nd. Coming in with 65 passengers, only 10 left her there and she carried on to London(25), Antwerp, Rotterdam and Hull.
Before the year was out, Malda was outbound again for Beira, clearing Middlesbrough on 8 December 1934 and London on the 14th. Pausing outbound at Marseilles (22), Suez Canal (29-30), Port Sudan (3 January 1935), Aden (6), Mombasa (12-16), Tanga (17), Zanzibar (18), Malda got into Beira on the 22nd.
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| Mulbera in the Thames. Credit: eBay auction photo. |
R.M.S. MULBERA
That Calcutta "regular," Mulbera kept to that route and departed Middlesbrough on 8 February 1934, Immingham (10), Antwerp (12) and London on the 17th for the Hooghly. Calling outbound at Suez Canal (1-2 March), Aden (7), Colombo (14-16), Madras (18-19), she arrived Calcutta on the 22nd and turning around there, departed for home on 7 April for Madras (11-12), Colombo (15), Aden (23), Suez Canal (27-28), Malta (1 May), Marseilles (4), and Tangier (7) and got into Plymouth on the 11th in company with Majestic and Ile de France, making for a very busy Cawsend Bay:
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| Credit: Western Morning News, 12 May 1934. |
With two Atlantic liners and a British India steamer at practically together yesterday the Great Plymouth, Western Railway Company had to place in commission the tender Sir Walter Raleigh, it had been intended to lay up indefinitely in the inner basin at Millbay.
The tenders Sir Francis Drake and Sir Walter Raleigh were requisitioned for the White Star liner Majestic, arrived at 5.4 a.m., whilst Sir Richard Grenville was utilized first for Mulbera and then for the flagship of the French Line, Ile de France.
So expeditiously was the British India liner cleared that within fifty five minutes of leaving the pier the tender was back again in the docks with the and baggage. As quickly as passengers baggage was landed, and possible then that of the passengers embarking was transferred from the quay to the tender.
Thirty-five minutes after Sir Richard Grenville left the side of the Indian steamer Mulbera, she was back again the moored alongside Ile France, a record even for Plymouth.
Eleven minutes after the liner dropped anchor the first official passed up the gangway, and then the business was gangway, was quickly proceeded with.
An hour was the extent of the stay of Ile de France in the Sound, and as the Ile de France tender moved away so the liner slowly commenced to swing before resuming her voyage to Havre.
Western Morning News, 12 May 1934.
Mulbera, arriving at 2:30 a.m. on 11 May 1934, came in with 136 aboard and 8,900 tons of cargo, and after landing 20 passengers cleared for London (12) at 6:45 a.m.. Making Dundee on the 18th to discharge 3,500 bales of jute, she was off by that afternoon for Hamburg.
Clearing Middlesbrough on 31 May 1934, Immingham (2 June), Antwerp (4) and London on the 9th, Mulbera additionally called outbound at Tangier on the 14th, transited the Suez Canal (21-22), Aden (26). Colombo (4-5 July), Madras (7-8) and reached Calcutta on the 12th. Homewards on the 29th, Mulbera cleared Madras (1-2 August), Colombo (5), Aden (14), Suez Canal (19-20), Malta (23), Marseilles (26) and Tangier (28) to arrive Plymouth at noon on 1 September, landing just seven passengers there before carrying on to London (2) and on to Dundee (12), discharging 7,000 bales of jute there, and Middlesbrough.
Off again for Calcutta, Mulbera left Middlesbrough on 20 September 1934, Immingham (22), Antwerp (24) and London on the 29th. Transiting Suez 10-11 October and pausing at Aden (16), Colombo (23-25), Madras (27-28), she arrived in the Hooghly on 2 November . Clearing there on the 17th, Madras (21), Colombo (23), Aden (1 December), Suez Canal (6-7), Marseilles (12), Mulbera got to Plymouth at 11:20 a.m. on the 20th, delayed 24 hours by "stormy weather all the way from Marseilles." She was forced to heave to in the Bay of Biscay for a day and a night in the face of an 80 mph gale in the Bay of Biscay. A passenger said "Seas were very heavy and we rolled a lot, but the wind had died down." There, she landed 13 of her 23 passengers (most having already disembarked at Marseilles) and sailed at 11:50 a.m. for London, Dundee (31, discharging 15,000 bales of jute), Hamburg, Antwerp and Middlesbrough.
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| BI East Africa handbook, 1935. Credit: eBay auction photo. |
1935
R.M.S. MADURA
Madura was Beira-bound from Middlesbrough on 5 January 1935 and London on the 12th. Calling en route at Marseilles on the 20th, Suez Canal (25-26), Port Sudan (31), Aden (3 February), Mombasa (9-13), Zanzibar (15), Dar es Salaam (16), she reached Beira on the 20th. Northbound on the 27th, clearing Dar es Salaam (3 March), Zanzibar (5), Tanga (6), Mombasa (9), Aden (16), Port Sudan (19), Suez Canal (22) and Marseilles (28), Madura came into Cawsend Bay, Plymouth at 11:45 a.m. on 4 April with 124 passengers and 7,000 tons of cargo and five million silver shillings from East Africa. Sadly, a passenger, Mrs. M.G.C. Somerville, aged 34, travelling from Mombasa to London with her husband and child, died at sea following an emergency tracheotomy performed in an effort to save her life, and was buried at sea. Disembarking nine passengers there, Madura left at 12:15 p.m. for London (5), Antwerp and Middlesbrough.
Making the first Tangier call of the summer season, Madura put in there on 9 May 1935, en route from Middlesbrough (27 April) and London (4 May) to East Africa. Calling at Marseilles (12), Suez Canal (18-19), Port Sudan (22), Aden (26), Mombasa (4-6 June), Tanga (7), Dar es Salaam (8-9), Madura arrived at Beira on the 13th. Clearing for England from Beira on the 26th, Dar es Salaam (30-1 July), Zanzibar (2), Mombasa (6), Aden (12), Port Sudan (15), Suez Canal (18-19), Malta (23), Marseilles (26) and Tangier (29), Madura reached Plymouth at 4:00 a.m. on 2 August. Landing 15 of her 124 passengers there, she resumed passage at 7:00 a.m. for London (3).
Shortly after sailing from London's King George V Dock for Antwerp on 8 August 1935, Madura collided with and sank the British coastal steamer Cragside (460 tons) off Gallions Reach, Woolwich, in the Thames, just 300 yards from the dock gate to Royal Albert Dock. The coaster sank within 36 seconds but her Captain, his wife and the nine-man crew escaped and taken aboard the tug Don Jarra, which was attending Madura, whilst their ship sat on the bottom with just her mast and funnel showing at high tide. Loaded with girders for Chelsea Bridge, Cragside was bound from Middlesbrough to Cubitt Town, London. Madura was little damaged by the encounter, and Cragside was eventually raised and returned to service.
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| The funnel and mast of Cragside after she sank following collision with Madura. Credit: topfoto. |
The Cragside was commanded by Capt. R. Sutherland, of South Shields, and his wife, who was on board, escaped with only a drenching. The crew of the Cragside were N. Taylor (Newcastle), J.Howard (Gateshead), J. S. Baty (Sunderland), L. W. Henry (Newcastle), J.S. Hopper (South Shields), R. Kell (Sunderland), P. Burns (Middlesbrough), R. Roe (Whitby), and J.U. Lewis (Middlesbrough).
A member of the crew of the Cragside told me that he was standing about a foot from the point of impact. I saw what was going happen,' he said, and shouted to the men to stand by the boats. Tugs rushed to our assistance, and all of our crew of ten managed to jump on one which came alongside."
Western Morning News, 9 August 1935.
Proceeding on her voyage, Madura arrived at Hull on 11 August 1935 and Antwerp on the 18th to complete discharging her 6,500-ton cargo.
Departing London on 24 August 1935 for Beira, Madura called en route at Tangier, Marseilles (1 September), Suez Canal (6-7), Port Sudan (11), Aden (15), Mombasa (22-26), Zanzibar (28-29), Dar es Salaam (29) and arrived Beira on 3 October. A week later, she was heading home, clearing Dar es Salaam (15), Zanzibar (16), Mombasa (19), Aden (25), Suez Canal (31-1 November), Marseilles (8), reaching Plymouth at 3:15 p.m. on the 14th with 43 passengers, of whom eight landed there before she sailed at 4:15 p.m. for London where she berthed in Royal Albert Dock on the 15th, thence to Hull (25) where she unloaded a large consignment of groundnuts from Beira.
Clearing London for East Africa on 14 December 1935, Madura called at Marseilles (22), Suez Canal (28-29), Port Sudan (2 January 1936), Aden (5), Mombasa (11-14), Tanga (15), Dar es Salaam (16), Lourenço Marques (22), making Beira on the 26th.
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| Modasa as seen in revised traditional BI livery adopted in 1935. Credit: benjidog.com |
R.M.S. MODASA
First of the M3s to sail from England in the New Year, Modasa cleared London on 5 January 1935 for Madras and Calcutta via Suez (17-18), Aden (23), Colombo (1-2 February), Madras (4-5) and entered the Hooghly on the 8th. Sailing for England on the 23rd and clearing Madras (28), Colombo (3 March), Aden (11), Suez Canal (16-17), and Marseilles (23), Modasa made Plymouth at 7:00 a.m. on the 30th. Of her 142 passengers, 35 left her there and by 7:45 a.m., she was off for London (31), Dundee (6 April with 5,400 bales of jute), Hamburg, Antwerp and Middlesbrough to discharge her 7,884-ton cargo.
Taking leave of Middlesbrough on 20 April 1935, Immingham (22) and London on the 27th for Ceylon and India, Modasa paused outbound at Tangier (2 May), Suez Canal (9-10), Aden (16), Colombo (24-25) and Madras (27-28) and arrived Calcutta on 1 June. Bound for home, Modasa cleared Beira (15), Madras (19), Colombo (23), Aden (2 July), Suez Canal (8-9), Malta (12), Marseilles (15) and Tangier (18), arriving Plymouth at 11:15 a.m. on the 22nd. Eighteen of her 156 passengers disembarked there and she left at 11:45 a.m. for London (23), Dundee (27, with 8,000 bales of jute), Hamburg, Antwerp and Middlesbrough.
For Madras and Calcutta, Modasa left Middlesbrough 10 August 1935, Immingham (12) and London on the 17th, calling outbound additionally at Tangier. She came into collision in fog on the 24th with the steam yacht Latharna, carrying away her bowsprit and headgear, Madura putting into Malta for minor repairs, leaving there on the 26th. Transiting the Suez Canal (30-31), calling Aden (5 September), Colombo (13-14), Madras (17-18), she reached Calcutta on 21st. The England-bound Modasa sailed on 5 October, clearing Madras (8-9), Colombo (13), Aden (21), Suez Canal (26-27), Marseilles (3 November), and skipping Plymouth, she came directly to London, berthing at Royal Albert Dock on the 11th. She carried on to Dundee (17), Hamburg, Antwerp and Middlesbrough. Modasa had an unexpected passenger aboard from Dundee to Hamburg when, on departure from the Tay on the 18th, the weather at the bar was too rough to permit him to be transferred safely to the pilot cutter so he was obliged to sail with the ship to Hamburg.
Making her last trip "out," from Middlesbrough 29 November 1935 and London on 7 December to India, Modasa passed through the Suez Canal (19-20), calling at Aden on Boxing Day, Colombo (4-5 January 1936), Madras (7-9) and arriving Calcutta on the 13th.
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| Mantola. Credit: benjidog.com |
R.M.S. MANTOLA
After spending a sultry Christmas in Beira, Mantola headed towards more seasonable English climes on 2 January 1935, clearing Dar es Salaam (7), Zanzibar (8), Mombasa (12), Aden (19), Port Sudan (22), Suez Canal (24-25), Marseilles (1 February), Mantola arrived at Plymouth at 12:30 p.m. on the 8th, after besting a gale after leaving Marseilles and again between Finisterre and Ushant. Landing 15 of her 50 passengers there, Mantola resumed passage for London at 1:00 p.m., berthing in King George V Dock on the 9th, later proceeding to Antwerp and Hull.
Clearing Middlesbrough on 2 March 1935 and London on the 9th, Mantola called outbound at Marseilles (17), Suez Canal (23-24), Port Sudan (27), Aden (31), Mombasa (8-11 April), Tanga (12), Dar es Salaam (13-14) and reached Beira on the 18th. Homeward bound on 1 May, Mantola sailed from Dar es Salaam (6), Zanzibar (7), Tanga (8), Mombasa (11), made a unique call at Berbera (Somaliland) (17), Aden (18), Port Sudan (23), Suez Canal (24-25), Marseilles (30) and Tangier (2 June) and reached Plymouth at 1:30 p.m. on the 6th. Disembarking 37 of her 133 passengers, she continued to London at 2:15 p.m., Antwerp, Hull and Middlesbrough to discharge her 7,875-ton cargo.
Mantola left Middlesbrough on 22 June 1935 and London on the 29th, for East African ports, via Marseilles (7 July), Suez Canal (13-14), Port Sudan (18), Aden (21), Mombasa (29-31), Zanzibar (2-3 August), Dar es Salaam (4) and on the 9th, berthed at Beira. Leaving there on the 15th and clearing Dar es Salaam (19), Zanzibar (20), Mombasa (24), Aden (30), Port Sudan (2 September), Suez Canal (5-6), Marseilles (12), Tangier (15), she made Plymouth at 8:00 a.m. on the 20th, landing 19 passengers, resuming passage for London at 8:45 a.m. where she berthed on the 21st and Hull (12).
With Lord and Lady Baden-Powell, and two daughters, among her passengers, Mantola cleared London on 19 October 1935, calling outbound at Marseilles (27) where The Chief Scout attended a rally of 2,600 Scouts and Guides there, but owing to Mantola being five hours late arriving was not able to attend the departure of Marshal Lyautey's body to Morocco for burial; Suez Canal (2-3 November), Port Sudan (6-7, where Lord Baden-Powell was met by a contingent of Sudanese Boy Scouts under the District Scout Commissioner for Khartoum, Mr. G.A. Clark), Aden (10) and arrived at Mombasa on the 17th where Lord and Lady Baden Powell disembarked and inspected a guard of honour of Sea Scouts drawn up on the quayside as the mailship pulled up alongside and later attended the largest rally of Scouts, Guides, Cubs and Brownies ever in Mombasa.
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| Credit: Birmingham Gazette, 18 November 1935. |
Mantola headed south on 20 November 1935, calling at Tanga (21), Dar es Salaam (22-23), Lourenço Marques (29-30) and arrived Beira on 2 December. Starting on the long voyage home on the 11th, Mantola cleared Dar es Salaam (16), Tanga (18), Mombasa (21), Aden (27), Port Sudan (30), Suez Canal (1-2 January 1936) and Marseilles (9) and reached Plymouth at 12:35 p.m. on the 15th. Most of her passengers having left at Marseilles, she came in with only 42, nine of whom disembarked at the Devon port before she resumed passage for London (16) at 1:00 p.m., Antwerp and Hull.
R.M.S. MATIANA
Making her first trip out to "British East" that year, Matiana cleared Middlesbrough on 2 February 1935 and London on the 9th, calling en route at Marseilles (17), Suez Canal (23-24), Port Sudan (28), Aden (3 March), Mombasa (9-13), Dar es Salaam (15) and arrival at Beira on the 19th. That year a number of voyages extended south to Lourenço Marques with Matiana doing so on this trip, calling there 22-23 and returning to Beira on the 25th. She sailed for home on the 27th, clearing Dar es Salaam (31), Zanzibar (1 April), Tanga (3), Mombasa (6), Aden (12), Suez Canal (18-19), Marseilles (24) and arriving at Plymouth on 2 May at 2:15 p.m. Coming in with 139 passengers, 34 landed there and she was dispatched at 3:00 p.m. for London (3), Antwerp, Rotterdam, Hull and Middlesbrough to discharge her 6,236-ton cargo.
Matiana was but one of a fleet of 18 fully booked liners, arriving in Britain in time for the King's Silver Jubilee on 6 May 1935 carrying some 4-5,000 visitors.
Sailing for East Africa from Middlesbrough on 25 May 1935 and London on 1 June, Matiana called outbound at Tangiers (7), Marseilles (9-10), Suez Canal (15-16), Port Sudan (20), Aden (23), Mombasa (30-3 July), Dar es Salaam (5-6)and made Beira on the 10th. Leaving there on the 17th, Matiana cleared Dar es Salaam (22), Zanzibar (23), Mombasa (27), Aden (2 August), Port Sudan (4), Suez Canal (7-8), Marseilles (13), Tangier (19) and got into Plymouth at 4:00 a.m. on the 23rd with 21 passengers for the port and another 71 for London whence she sailed at 6:30 a.m., berthing in King George V Dock on the 24th and on to Antwerp, Hull and Middlesbrough.
Outbound for East African ports from Middlesbrough on 14 September 1935 and London on the 21st, Matiana called at Marseilles (29), Malta (2 October), Suez Canal (5-6), Port Sudan (10), Aden (13), Mombasa (19-23), Zanzibar (24-25), Dar es Salaam (25-26), Beira (29-30), Lourenço Marques (2 November) and return to Beira on the 4th. Homewards on the 12th, she cleared Dar es Salaam (17), Zanzibar (18), Tanga (19), Mombasa (23), Aden (29), Port Sudan (2 December), Suez Canal (5-6), Marseilles (12) and reached Plymouth at 6:45 a.m. on the 19th, reporting "favourable weather throughout the voyage." There, she landed 20 of the 79 passengers aboard and cleared for London (20) at 7:30 a.m. and Hull (1 January 1936).
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| Credit: East African Standard, 22 December 1934. |
R.M.S. MALDA
Malda, which arrived at Beira from England on 22 January 1935, sailed for home on the 30th, clearing Dar es Salaam (3 February), Zanzibar (4), Tanga (5), Mombasa (9), Aden (16), Port Sudan (20), Suez Canal (23) and Marseilles (3 March) and arriving Plymouth at 1:00 a.m. on the 11th, hours late owing to bad weather in the Bay of Biscay. Landing 32 of her 99 passengers there at dawn, she proceeded to London (12) at 7:00 a.m. and Hull (16) with over 8,000 tons of cargo.
One passenger put ashore at Plymouth and taken to hospital was the victim of a knife fight aboard the Ellerman liner City of Batavia taken aboard Malda when she responded to an urgent SOS between Mombasa and Aden:
CAN YOU SEND DOCTOR ABOARD? FOUR MEN'S THROATS CUT; ONE DEAD; ANOTHER DYING."
This was the dramatic radio message received by the British India Steam Navigation Company's steamer, Malda, from the Ellerman and Bucknall steamer, City of Batavia, between Mombassa and Aden.
The Malda launched a boat in rough sea and when her doctor boarded the City of Batavia he found two Malay seamen in their bunks with their throats cut, one dead and the other so seriously injured that he died soon afterwards.
A Goanese mess room boy and another member of the crew were also suffering from throat wounds.
The City of Batavia was passing through one of the hottest parts of the Indian Ocean on February 12, when screams were heard from below decks.
The two seamen and mess room boy were it is believed attacked, while they were, asleep.
The fourth man was -found in the forecastle with a razor near him. He was transferred to the Malda which is due at Plymouth on Sunday.
Western Daily Press, 8 March 1934.
Rough seas made launch of the lifeboat hazardous, but the Malda ship's doctor, Dr. E. Munford, was able to reach the City of Batavia, where he found
Two Malay seamen, Ben Usop and Lindol Bindolah, in their bunks with their throats cut-one dead and one fatally wounded.
A mess-room boy " Manoel Pinto, of Goa, Portuguese India, with throat wounds.
A fourth member of the crew, also with throat wounds.
Daily Telegraph, 8 March 1935.
Off to East Africa for the first time that year, Malda cleared Middlesbrough on 30 March 1935 and London on 6 April. Touching at Marseilles (14), Suez Canal (20-21), Port Sudan (25), Aden (29), Mombasa (5-11 May), Dar es Salaam (13), Malda made Beira on the 17th. Northbound on the 27th, she cleared Dar es Salaam (31), Zanzibar (2-3 June), Mombasa (8), Aden (13), Port Sudan (17), Suez Canal (19-20), Malta (24), and Marseilles (27) and reached Plymouth at 12:30 p.m on 4 July, landing 41 passengers and a motorcar there before resuming passage at 1:30 p.m. with 116 passengers for London (5) and Hull (14).
The British India Steam Navigation Company have instituted off-season reduced single and return fares by their steamers between London and East African ports. These reduced fares make available an increased number of berths at lower rates the sailings the Matiana, Mantola, and Malda from London for Beira and intermediate East June 1 and 29 and African ports on July 27; and the Madura, and Malda, and Matiana, leaving Beira for London intermediate East African ports, on September 11, October 9, and November 12.
Liverpool Daily Post, 25 May 1935.
Malda departed Middlesbrough 20 July 1935 and London on the 27th for Beira, calling at Tangier (1 August), Marseilles (4 ), Suez Canal (10-11), Port Sudan (14), Aden (18), Mombasa (26-29), Tanga (30), Dar es Salaam (31-1 September), and arrived Beira on the 5th. Departing northbound on the 12th, Malda cleared Dar es Salaam (17), Zanzibar (18), Tanga (19), Mombasa (21), Aden (27), Suez Canal (3-4 October), and Marseilles, making Plymouth at 8:45 a.m. on the 18th. Of her 57 passengers, seven disembarked there and she left for London (19) at 9:15 a.m. and Hull (29).
Sailing from London on 16 November 1935 on her final voyage to East Africa that year, Malda touched at Marseilles on the 24th, transit the Suez Canal (30-31), Port Sudan (5 December), Aden (8), Mombasa (14-18), Tanga (19), Zanzibar (20), Dar es Salaam (21) and got into Beira on Christmas Eve.
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| Mulbera. Credit: eBay auction photo |
R.M.S. MULBERA
Remaining teamed with Modasa (and Mashobra) on the Calcutta Home Line, Mulbera left Middlesbrough on 11 January 1935 (Immingham, 11, Antwerp, 14) and London on the 19th for the Hooghly. Making outbound calls at Tangier (24), Suez Canal (31-1 February), Aden (6), Colombo (13-15), Madras (17-18), Mulbera arrived at Calcutta on the 21st. Departing there on 9 March, with 163 passengers and 8,000 tons of cargo for England, Mulbera grounded on one of the Hooghly's numerous and notorious sandbanks ten miles south of the port.
There no alarm or panic, but it was quickly realised that it would be necessary to lighten the vessel before she could be refloated. Barges and lighters were requisitioned, and about 1,400 tons of cargo was discharged. This was subsequently transferred to the British India Company's Mashobra, which is now on her way to Plymouth and London.
After being around on the sandbank about 36 hours, the tugs succeeded in pulling Mulbera off at high tide, and as it was found that no damage had been sustained, the liner continued her voyage.
Western Morning News, 16 April 1935.
Refloated at 2:00 a.m. on 11 March 1935, Mulbera called at Madras (15-16), Colombo (19-20), Aden (28, Suez Canal (2-3 April), Marseilles (9) and arrived at Plymouth at 11:35 a.m. the 16th, four days off her original schedule. Landing 23 of her 131 passengers there, she resumed passage to London (17), Dundee (29 with 5,000 bales of jute), Hamburg and Middlesbrough at 12:30 p.m..
From Middlebrough on 15 June 1935, Immingham (17) and London on the 22nd, Mulbera coursed back to the Hooghly, stopping at Tangiers, Suez Canal (3-4 July), Aden (9), Colombo (17-18), Madras (20-21) and arrived at Calcutta on the 24th. Departing for home on 10 August, without incident this time, clearing Madras (13-14), Colombo (16-17), Aden (25), Suez (31 August-1 September), Marseilles (6), Tangier (9) and arrived Plymouth on the 13th at 3:00 a.m., landing nine passengers, and proceeded at 7:00 a.m. to London (14), Dundee, Hamburg, Antwerp and Middlesbrough (30).
From London on 12 October 1935, Mulbera sailed for India, via Suez Canal (24-25), Aden (31), Colombo (9-10 November), Madras (12-13) and arrived at Calcutta on the 17th. The homeward Mulbera cleared Calcutta (30), Madras (4 December), Colombo (7), Aden (15), Suez Canal (20-21) and Marseilles (26-27) and arrived Plymouth at 12:40 p.m. on 3 January 1936, delayed by fog in the Channel and by a strong gale off the coast of Portugal. Of her 34 passengers, eight landed at Plymouth and she was dispatched at 1:10 p.m. for London, Dundee (13), Hamburg, Antwerp and Middlesbrough.
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| BI Calcutta Line schedule cover, November 1935. Credit: eBay auction photo. |
1936
R.M.S. MADURA
Madura, which had arrived at Beira on 26 January 1935, sailed for home on the 29th February, clearing Dar es Salaam (3 February), Zanzibar (3), Tanga (5), Mombasa (8), Aden (14), Port Sudan (21), Suez Canal (21-22) and Marseilles (27) and getting into Plymouth at 1:15 p.m. on 5 March. Delayed, she had hit stormy weather from the Mediterranean all the way to the Channel. Landing 20 of her 82 passengers there, Madura resumed passage at 2:30 p.m. for London (7), Antwerp, Hull and Middlesbrough.
For Beira and intermediate ports, Madura left London on 4 April 1936, pausing at Marseilles (12), Suez Canal (18-19), Port Sudan (23), Aden (25), Mombasa (2-7 May), Tanga (8), Zanzibar (9), Dar es Salaam (10) and getting into Beira on the 14th. Northbound on the 27th, she cleared Dar es Salaam (1 June), Tanga (3), Mombasa (6), Aden (11), Port Sudan (14), Suez Canal (17-18), Malta (21), Marseilles (25), Tangier (28) and made Plymouth at midnight on 3 July, landing 25 passengers there before departing for London (3) at 5:40 a.m., Antwerp, Hull and Middlesbrough.
Clearing the Thames on 25 July 1936 for East Africa, Madura's voyage was marred early on by the apparent suicide of a passenger, Dr. James Wallace, who was found in his cabin with his throat cut and a razor beside him, just before the ship called at Marseilles on 2 August. Madura went on to call at Malta (5), Suez Canal (8-9), Port Sudan (10-13), Aden (16), Mombasa (23-27), Dar es Salaam (30) and reached Beira on 3 September. Homewards on the 9th, Madura cleared Dar es Salaam (14), Zanzibar (15), Mombasa (19), Aden (25), Suez Canal (1-2 October), Marseilles (10) and taking full advantage of fine weather from there all the way to Channel, cut 14 hours off her time to reach Plymouth at 3:45 p.m. on the 16th. Five of her 31 passengers disembarked there and she was quickly on her way to London, Antwerp, Hull and Middlesbrough.
Departing London on 14 November 1936 and Marseilles on the 21st, Madura was Beira-bound for the last time that year. Calling at Malta (25), transiting the Suez Canal (28-29), Port Sudan (4 December), Aden (7), Mombasa (13-18), Zanzibar (20), Dar es Salaam (22), Madura arrived Beira on Boxing Day,
R.M.S. MODASA
Arriving at Calcutta from England on 13 January 1936, Modasa headed for home on the 25th, clearing Madras (30), Colombo (2 February), Aden (10), Suez Canal (15-16), and Marseilles (22) where she had been delayed for days owing to labour disputes in the port, she finally got into Plymouth just after midnight on 5 March. Of her 88 passengers, 25 disembarked there and left for London (6) and Dundee (14, with 4,469 bales of jute) at 7:00 a.m.
Early in Modasa's voyage, Capt. Thomas Henderson, former commander of the BI liner Arankola, died aboard at Madras and was buried at sea:
Captain Thomas Henderson, former skipper of the British-India vessel Arankola, died on board the Modasa at Madras, in accordance with his own wish he was buried at sea. The Arankola trades on the Indian coast. Captain Henderson had been ill in hospital at Calcutta for several months, and had been told that there was no hope for his recovery. He expressed a wish to be buried at sea, and was taken on board the Modasa, which was homeward-bound with passengers.
The liner had just reached Madras after a three-days voyage when he passed away.
Captain Gilchrist of the Modasa complied with the dying wish of his fellow-skipper. The body was taken out a launch, and the burial ceremony was performed two miles from land.
Captain Henderson was 48 years of age, and belonged to Newcastle.
Dundee Courier, 16 March 1936.
For Madras and Calcutta, Modasa sailed from London on 28 March 1936, calling at Suez Canal (10-11), Aden (16), Colombo (25-26), Madras (28-29) and reaching Calcutta on 2 May. Sailing for home on the 16th, Modasa called at Madras (19-20), Colombo (23-24), Aden (4 June), Suez Canal (10-11), Malta (15), Marseilles (17-18), Tangier (21) and arrived at Plymouth the morning of the 25th. disembarking 17 passengers before clearing for London (26), Hamburg, Antwerp and Middlesbrough at 10:15 a.m..
Modasa, clearing Middlesbrough 11 July 1936 and London on the 18th, pausing en route to India at Tangier (24), Malta (28), Suez Canal (1-2 August), Aden (7), Colombo (15-17), Madras (20-21) and arrived Calcutta on the 24th. For England, Modasa cleared Calcutta 4 September, Madras (9), Colombo (12), Aden (21), Suez Canal (26-27), Marseilles (3 October) and made Plymouth at 9:00 a.m.on the 10th, landing 17 passengers with another 37 through to London (11) and cargo for there, Dundee (17 with 5,000 bales of jute) and Hamburg.
From the Thames on 7 November 1936, the Hooghly-bound Modasa called at Marseilles (21), Suez Canal (21-22), Aden (27), Colombo (6-7 December), Madras (9-10) and reached Calcutta on the 14th. Homewards on Christmas Eve, Modasa left Colombo New Years Day, Aden (9 January 1937), Suez Canal (14-15), Malta (19) and Marseilles (23) and besting rough weather from there to the Channel, culminating in a hurricane off the Portuguese coast, reached Plymouth at 7:00 a.m. on the 31st, 36 hours late:
Battered and storm-tossed, the British India liner Modasa, 9,070 tons, reached Plymouth Sound yesterday morning about 36 hours late after a terrible experience off the coast of Portugal, where a hurricane was encountered.
The liner, which is commanded by Capt. J. W. Gilchrist, brought 50 passengers who were genuinely thankful to see comparatively tranquil waters of Plymouth Sound after the huge seas met with from Cape St. Vincent to Ushant.
To enumerate the damage sustained the Modasa in the storm would by necessitate an inventory. Companion ladders have been smashed, even those leading to the bridge-deck, numerous holes have been stove in, winches port and derricks have been n carried away, the forward deck has been started, and the solid starboard rails on the well deck have been bent and twisted in the most extraordinary manner. On the promenade deck on the port side the seas also caused extensive damage.
Fearful as was the cyclone, which was at its worst in the vicinity of the Burlings, the passengers and crew escaped practically unhurt. There were a few instances of cut lingers, but one or two people had a narrow escape of being swept overboard by the wild seas.
One of the ship's staff, Mr. Albert Anderson, the third steward, was blown off his feet on the promenade deck, and as the Modasa rolled he was swept into the scuppers. There he clung grimly to a stanchion as the waves poured over him threatening to carry him into the sea.
One of the passengers, walking on deck with his little son, had a terrifying experience. He was going aft when of the wind hurled him across the ship, and he was only brought up against the rail. His fear was for the child, but the boy held on firmly to his father until assistance came.
Mrs. Florence Nowland, of Stonehouse, wife of the master-at-arms of H.M.S. Queen Elizabeth, returned from Malta with her two sons in the Modasa. At the height of the storm she told a representative of The Western Morning News she became unconscious in her cabin, which was flooded with water through the seas bursting the port hole.
It was a very alarming experience, she said, and I don't want to go to sea any more. I had a terrifying time, and heard afterwards from Capt. Gilchrist that he was unable to go to the assistance of a Dutch steamer that was in distress and was eventually driven ashore on the Burlings."
Mrs. M. Wilkinson, of Carfrae-terrace, Plymouth, spoke of the violence of the storm which officially is described as having raged from W.S.W to S.W. and W.N.W., with a heavy sea and swell.
A naval officer returning from the Mediterranean in the Modasa described the weather as being as bad as he had ever known it. It was a tough time, he said, " and the danger was the steepness of the seas. which did not give the ship time to recover. For eighteen or twenty hours the Modasa was hove to, with the velocity of the wind quite a hundred miles an hour."
Passengers are convinced that the Modasa is a wonderful sea boat, and so are her officers and crew. All joined in tribute to Capt. Gilchrist and the way he manœuvred his battered ship. An idea of the strength of the seas can be realized from the fact that most of the ports at the front of dining room were stove in, the glass being hurled across the length of the saloon, which fortunately was unoccupied, it being about hour after had ended, to smash the dinner glass. Then seas poured in and and the room was flooded.
The children's nursery, which was full of youngsters playing with their toys, had three ports smashed, but no one was hurt by the flying splinters of glass.
The seas are said to have been 50 to 60 feet high, and at times swept more than half-way up the liner's mast.
Western Morning News, 1 February 1937.
Photographs of Modasa's storm damage and repairs, January-February 1937, taken by her Fourth Officer Richard Crow.
Courtesy: Brian Watson, Benjidog.co.uk
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| Original captions: Left: Bow into storm, Right: Hove to. |
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| Original captions: Left: damage during storm, Right: ship side damage. |
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| Original caption: derrick damage beneath bridge. |
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| Original caption: Left: into a trough, Right: starboard side. |
Coming in with 50 passengers, Modasa landed 15 at Plymouth before proceeding to London (1 February).
R.M.S. MANTOLA
Departing from Middlesbrough on 25 January 1936 and London on 9 February 1937, Mantola commenced her first voyage to East Africa in the new year. This had her calling at Marseilles (16), Suez Canal (22-23), Port Sudan (27), Aden (1 March), Mombasa (7-12), Zanzibar (14), Dar es Salaam (15) and getting into Beira on the 18th. Northbound, she cleared Beira (25), Dar es Salaam (30), Zanzibar (31), Tanga (1 April), Mombasa (4), Port Sudan (12), Suez Canal (16-17), Marseilles (24) and reached Plymouth on 3 May at 7:25 a.m., landing 14 of the 80 passengers aboard. She reported hitting a strong gale for 24 hours in the Gulf of Lyons and was cleared for London (4) at 8:00 a.m. and Antwerp.
For East Africa, Mantola cleared Middlesbrough 23 May 1936, and London on the 30th, calling at Marseilles (7 June), Suez Canal (14-15), Aden (21), Mombasa (28-2 July), Zanzibar (4), Dar es Salaam (6) and arriving Beira on the 10th. Homeward bound, Mantola cleared Beira on the 22nd, Dar es Salaam (28), Zanzibar (29), Mombasa (2 August), Aden (7), Port Sudan (10), Suez Canal (13-14), Marseilles (19) and Tangier (20), getting into Plymouth at 2:15 p.m. on the 26th. Among her 38 passengers landing there were 23 naval ratings from ships in East African and Mediterranean waters. She sailed for London, Antwerp, Rotterdam, Hull and Middlesbrough at 3:45 p.m.
Sailing from Middlesbrough 12 September 1936 and London on the 19th, Mantola touched at Marseilles (27), Malta (30), Suez Canal (4-5 October), Port Sudan (8), Aden (12), Mombasa (18-22), Dar es Salaam (25-26) and docked at Beira on 1 November. Making a remarkably short turnaround there, Mantola was headed home by the 4th, clearing Dar es Salaam (9), Zanzibar (9), Tanga (11), Mombasa (14), Aden (20), Port Sudan (23), Suez Canal (25-26), Marseilles (2 December) and getting into Plymouth at midnight on the 9th. Of her 71 passengers, 32 left her there and proceeded for London (11) at 7:30 a.m., Antwerp, Rotterdam and Hull.
Whilst in Royal Albert Dock, fire broke out in Mantola's cargo of sisal in her portside tween decks on the evening of 15 December 1936. It was brought under control in two and half hours by the fire brigades of East Ham and West Ham. There was no damage to the ship but the cargo of sisal, maize and chests of tea was damaged by fire and water.
R.M.S. MATIANA
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| Original caption: A SHIPLOAD OF BUSES FOR MOMBASA, Mombasa evidently believes in modern transport. A number of single decker buses have just been shipped on the British liner 'Matiana' at the Royal Albert Dock bound for Mombasa. - Transferring one of the buses from barge to liner in Royal Albert Dock. (Photo by Hulton Archive/Getty Images) 14 January, 1936 |
Matiana cleared the Thames on 12 January 1936 for East African ports, calling Marseilles (19), Suez Canal (25-26), Port Sudan (30), Aden (2 February), Mombasa (8-12), Tanga (13), Zanzibar (14), Dar es Salaam (15) and reaching Beira on the 18th. Departing for England on the 26th, Matiana cleared Dar es Salaam (29), Zanzibar (2 March), Tanga (3), Mombasa (7), Aden (13), Port Sudan (16), Suez Canal (19-20), Marseilles (25) and got into Plymouth at 2:15 p.m. on 1 April, reporting "fine weather practically through the voyage." She came in with 103 passengers and 8,000 tons of cargo, and after disembarking 18, resumed course for London (2) at 3:00 p.m., Antwerp, etc.
For Beira and intermediate ports, Matiana sailed from London 2 May 1936 Tangier (7), Marseilles (10) ), transited the Canal (16-17), Port Sudan (20), Aden (24), Mombasa (31-3 June), Tanga (5), Zanzibar (6), Dar es Salaam (7) and made Beira on the 11th. Homewards on the 22nd, she cleared Dar es Salaam (28), Zanzibar (29), Tanga (30), Mombasa (4 July), Aden (9), Port Sudan (12), Suez Canal (15-16), Marseilles (22) and Tangier (25) to arrive Plymouth at 3:30 p.m. on the 29th. Eight of her 107 passengers landed there and with the remainder and 7,413 tons of cargo, Matiana proceeded to London (30), Antwerp, etc. at 4:00 p.m.
During the portion of the voyage off the Spanish coast, passengers and crew witnessed the full fury of the just broken out Spanish Civil War:
Passengers who arrived at Plymouth yesterday in the British India liner Matiana had several thrills while passing through zone of the Spanish civil war. They saw Spanish warships in action with shore batteries at Ceuta when the liner was making her way to Tangier from Marseilles.
This, however, was not their first experience of warfare, as on the day of leaving Marseilles the Matiana was instrumental rescuing the crew of a Spanish seaplane which came to grief while hastening to Barcelona.
With regard to this incident, Capt.L. D. Patterson, of the Matiana, reported that on July 22 a seaplane Matiana, which later proved to be Machine no. T.17 belonging to the Spanish Government, No. T. 17, was sighted in apparent distress. The Matiana went the assistance of the seaplane, and found that the pilot, who was bound for Barcelona, had lost his bearings although only 50 miles away from Barcelona.
The position and course given to the Spaniard, after which Matiana again proceeded on her voyage.
In attempting to rise from the water, however, the seaplane crashed and was wrecked. The Matiana again went to the assistance of the crew, and picked up three men, who were taken to Tangier. The incident was witnessed by practically the whole of the passengers.
Later it transpired that flight to Barcelona been undertaken without a compass.
As Ceuta was approached the passengers saw the rebel shore batteries engaging Spanish warships, and one cruiser was badly battered in the vicinity of one of the funnels and the main deck.
Ceuta was bombarded from the sea and air but the land drive batteries appeared to off the fleet and air menace. At Tangier, where the Spanish airmen were landed, there was a large assembly of war craft of all nations.
The seaplane's machine gun was brought on to Plymouth in the Matiana.
Western Morning News, 30 July 1936
Lord and Lady Stratheden were among Matiana's passengers for Mombasa, embarking at Marseilles on 30 August 1936 (from London on the 22nd, Tanger 27th), transiting Suez (5-6 September), Port Sudan (10), Aden (13), Mombasa (20-24), Zanzibar (26), Dar es Salaam (27) and arriving Beira on the 30th. The England-bound Matiana left Beira on 7 October, clearing Dar es Salaam (12), Zanzibar (13), Tanga (14), Mombasa (14-18), Aden (23), Port Sudan (25), Suez Canal (29-30), and Marseilles (4 November), arriving Plymouth at 7:30 a.m. on the 11th, after hitting gales all the way from Finisterre. She came in with 66 passengers, landing 13 there, and clearing at 8:45 a.m. for London (12), Antwerp and Hull with 6,000 tons of cargo for discharge.
Departing London for East Africa on 12 December 1936 with Lord Sudeley among her passengers, Matiana called at Marseilles (20), Malta (23), Suez Canal (28-29), Aden (4 January 1937), Mombasa (10-13), Dar es Salaam (15-16) and arrived Beira on the morning of the 20th.
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| Credit: Uganda Herald, 30 December 1936. |
R.M.S. MALDA
Malda, her officers and crew spent Christmas in sultry, swampy Beira, having arrived there on Christmas Eve from England, and would be homeward bound early in the New Year, leaving there on 8 January 1936 and clearing Dar es Salaam (12), Zanzibar (13), Mombasa (18), Aden (25), Port Sudan (27), Suez Canal (30-31), Marseilles (6 February) and arriving Plymouth at 8:45 a.m. on the 14th. Reporting stormy weather in the Mediterranean, especially in the vicinity of Malta, Malda had 14 of her 51 passengers disembark at the Devon port and cleared for London at 9:45 a.m.
One of the passengers, home from East Africa, who landed at Plymouth yesterday from the British India liner Malda was hatless. The youthful traveller, who is 10 will spend the next five months at home on vacation with his father at Plymouth, had his hat blown overboard within half an hour of the liner's arrival in Plymouth Sound.
Western Morning News, 15 February 1936.
En route to East Africa for the first time that year, Malda sailed from London 7 March 1936, via Marseilles (15), Suez Canal (21-22), Port Sudan (26), Aden (29), Mombasa (5-8 April), Zanzibar (10), Dar es Salaam (12) and berthed at Beira on the 16th. For England, Malda cleared Beira (22), Dar es Salaam (27), Zanzibar (28), Mombasa (3 May), Aden (8), Port Sudan (10), Suez Canal (13-14), Malta (17), Marseilles (21), Tangier (24) and reached Plymouth at 7:45 a.m. on the 27th. Landing 44 of her 146 passengers, Malda carried on to London (28), Dunkirk and other ports at 8:30 a.m.
Malda, which left on 27 June 1936 from London for Beira and intermediate ports, stopped at Marseilles (5 July), Suez Canal (11-12), Port Sudan (15), Aden (19), Mombasa (26-30), Dar es Salaam (31-1 August) and docking at Beira on the 5th. Northbound, Malda took leave of Beira on 13 August, clearing Dar es Salaam (17), Zanzibar (18), Mombasa (22), Aden (28), Port Sudan (31), Suez Canal (3-4 September), Marseilles (10) and Tangier (13), coming into Plymouth on the 17th at 5:15 p.m.. Landing 21 passengers there, she carried on to London (19), Antwerp and Hull at 6:00 p.m..
Clearing London on 17 October 1936 for East Africa, Malda called at Marseilles (24), Malta (27), Suez Canal (30-31), Port Sudan (4 November), Aden (7), Mombasa (13-18), Zanzibar (20), Dar es Salaam (21) and made her arrival at Beira on the 25th. Sailing for England on 9 December, Malda cleared Zanzibar (15), Mombasa (19), Aden (26), Port Sudan (29), Suez Canal (1-2 January 1937), Marseilles (9) and omitting her call at Plymouth, proceeded straight to London where she berthed on the 17th.
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| Mulbera, official BI photo postcard. Credit: eBay photo. |
R.M.S. MULBERA
Clearing the Thames for the Hooghly once again on 1 February 1936, Mulbera began another year on the Calcutta Home Line. Calling outwards at Tangier (6 February), Suez Canal (16-17), Aden (19), Colombo (26-27), Madras (1 March) and arriving Calcutta on the 4th. Homewards, she cleared Madras (26), Colombo (29), Suez Canal (11-12 April), Marseilles (22), Tangier (23) and got into Plymouth at 1:30 p.m. on the 27th, with 141 passengers and nearly 8,000 tons of cargo. Twenty-seven disembarked there and Mulbera cleared at 2:00 p.m. for London (28), Dundee (4 May with 5,724 bales of jute for discharge) and Hamburg .
For India, Mulbera left London on 23 May 1936, via Tangier (28), Malta (31-1 June), Suez Canal (4-5), Aden (10), Colombo (18-20), Madras (22) and at Calcutta by the 26th. Leaving for England on 10 July, Mulbera cleared Madras (15), Colombo (18), Aden (29), Suez Canal (3-4 August), Marseilles (10), Tangier (13) and arriving Plymouth at 6:45 a.m. on the 17th with 84 passengers aboard, six landing there before continuing to London, (18), Dundee (23) where her discharge of 5,520 bales of jute was delayed by a strike banning overtime there and she was 24 hours late leaving for Hamburg.
Some insight into the Spanish war was experienced by passengers in the Mulbera (British India), which arrived at Plymouth yesterday from Calcutta, via Marseilles.
'We passed five Spanish warships in the Straits of Gibraltar,' one passenger told a Western Morning News reporter.
'We also saw an aeroplane- a rebel machine I imagined--which had nothing but a cross. on it big black Only an hour after we had passed one of the warships it was sunk. One warship came near the Mulbera and turned, but 1 think they were using traffic as a shield to enable them to creep into the Spanish ports.'
When the Mulbera was about fourteen miles from Tarifa the port was bombarded and the passengers were able to hear the guns.
Miss A. B. Clifton, of Colebrook Farm, Plymouth, who was the only local person of the six people who landed at Plymouth, has been holidaying at Tangier. She told the reporter that when she left England she was informed that she would be only allowed to land at Tangier if it was safe. 'One day we heard guns very loudly,' she said.
'We were later told that a town about twenty miles down the coast had been bombed, but we did not see any fighting.'
Western Morning News, 18 August 1936.
For Madras and Calcutta, Mulbera sailed from London on 12 September 1936, via Malta (20), Suez Canal (26-27), Aden (1 October), Colombo (8-10),Madras (12-13) and got to Calcutta on the 16th. Setting off for home on the 29th, Mulbera cleared Madras (4), Colombo (6), Aden (15), Suez Canal (20-21), Marseilles (27), making Plymouth at 8:20 a.m. on 3 December. The Indian Home Line continued busy and prosperous, Mulbera returning with 137 passengers and a capacity 10,000-ton cargo. Landing 98 passengers there, she proceeded to London (4) at 9:10 a.m.. Her passage up from the Thames from the 11th to the Tay proved the most arduous of the whole voyage, not arriving at Dundee until the 14th:
The largest jute liner on the Calcutta-Dundee run, the Mulbera, took twice as long from London this trip as she would have done under normal circumstances. Her main trouble was dense fog, which started before she left Gravesend and continued most of the journey north. A strong gale for part of the way added further to the ship's difficulties, while 150 miles south of Dundee one of the engines broke down.
Dundee Evening Telegraph, 15 December 1936.
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| Credit: Dundee Evening Telegraph, 16 December 1936. |
A month's holy fast was broken this morning by scores of native Mohammedan sailors on board jute liners at Dundee harbour. It is their Christmas festival.
The two ships concerned are the British India vessel Mulbera and the City of Johannesburg. All the men of Mohammedan persuasion are observing to-day as a complete holiday.
A month ago, on board the Mulbera, the complement of over 100 natives gathered ceremoniously on the quarterdeck to pay their respects to the captain of the ship. Then at the new moon they began their fast and until now they have not eaten from sunrise till sunset.
Almost the only opportunity they had during the period to obtain food was to get up and prepare meal o'clock the morning. Now, however, they are making up for it; the holy Ramadan over.
Early to-day the celebrations began. Under the supervision of their priest, the men donned festive and indigenous costumes, and prayed towards Mecca. The captain was again paid a visit en masse, and then the real business of the day commenced.
Native foods of barbaric quality were to be had in abundance, and also more recognisable dishes such as huge basins of rice turkeys, etc. The Lascars, of naturally ebullient dispositions, gave vent to their real feelings, and cheerful pandemonium reigned in the foc'sle, which was decorated in typical Indian fashion.
One cabin, however, was the centre soberness and quiet. Here sat the priest with a large ornamental cloth front of him, and this each man came with offering of silver. Their laws are very strict on this point and anyone who entered this morning, native or otherwise, added to the pile. Calcutta there is a special temple which is gradually increased in size every the contributions of faithful sailors all over the world. It is one of the first places to be visited by the crews when they reach port.
Although hearty feeding on native dainties will continue on the jute boats in Dundee all day, the most important celebration —and feast —is reserved for the evening. The weird chants which the men sang this morning were more in the nature of a rehearsal for night time than for an immediate purpose.
To-morrow work will proceed as usual.
Dundee Evening Telegraph, 16 December 1936.
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| BI Handbook for East and South Africa, c. 1937. Credit: eBay auction photo. |
1937
R.M.S. MADURA
Having arrived at Beira On Boxing Day, Madura embarked on her return to England on 6 January 1937, clearing Dar es Salaam (10), Zanzibar (12), Mombasa (16), Aden (23), Port Sudan (25), Suez Canal (28-29), Marseilles (6 February) and arriving at Plymouth on the morning of the 13th. Landing 17 passengers there, she proceeded to London (14) and Antwerp.
From London for Beira, Madura left London on 6 March 1937, calling at Marseilles (14), Malta (17), Suez Canal (21-22), Port Sudan (26), Aden (29), Mombasa (5-8 April), Dar es Salaam (10-11) and berthed at Beira on the 16th. Leaving there on the 21st, Madura went on to sail from Dar es Salaam (26), Zanzibar (27), Tanga (28), Mombasa (1 May), Aden (7), Port Sudan (10), Suez Canal (13-14), Marseilles (21) and taking advantage of favourable weather from there, clipped almost 12 hours off her run up to Plymouth where she arrived at 6:00 p.m. on the 27th. Coming in with 113 passengers, 24 disembarked there and she resumed passage at 6:40 p.m. for London (29).
Madura would not sail again for East Africa until 19 July 1937 from Middlesbrough and London on the 25th, making outward calls at Tangier (29), Marseilles (1 August), Malta (4), Suez Canal (7-8), Port Sudan (9), Aden (15), Mombasa (22-27), Zanzibar (29), Dar es Salaam (29-30) and making Beira on 3 September. Homewards, Madura cleared Beira (10), Dar es Salaam (15), Zanzibar (16), Mombasa (19), Aden (24), Port Sudan (27), Suez Canal (30-31), and Marseilles (7 October) and arrived Plymouth at 5:30 a.m. on the 15th. She must have landed quite a few passengers at Marseilles having but 37 remaining aboard of whom 10 landed at the Devon port before she carried on to London (16) at 6:45 a.m. and onward to Dunkirk on 21st, and Antwerp (24).
From Middlesbrough on 4 November 1937 and London on the 13th stopping en route Marseilles (21), Malta (24), Suez Canal (28-29), Port Sudan (2 December), Aden (4), Mombasa (11-16), Dar es Salaam (20), Madura arrived Beira on the 24th.
R.M.S. MODASA
For Modasa, she was still licking her wounds in February 1937 after her terrifying passage in a hurricane off the Portuguese coast, inbound from India.
Modasa arrived in London's Royal Albert Docks from Plymouth on 1 February 1937, landing her remaining 34 thankful passengers there, including four nuns and a dozen children, who presented Capt. Gilcrest with a testimonial for his bravery and seamanship and his not leaving the bridge for four straight days in the storm. "Marvellous seamanship brought us into port," a passenger told the Daily Herald on arrival.
On 11 February 1937, her commander, Capt. J.W. Gilchrist, was presented with a gold cigarette case by Lady Margaret Shaw, wife of the Chairman of P&O/BI on behalf of the directors in recognition of his seamanship and courage in navigating his ship, passengers and crew safely home. "The management of the British India Company, it was stated, believe that it was owing to the exceptional seamanship of Capt. Gilchrist and his officers that Modasa was safely navigated to London without much greater damage, and the presentation was made to him as a mark of their recognition and appreciation of this special service." (Western Morning News, 11 February 1937.)
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| Modasa's fore deck being repaired at Smith's Dock, Teeside. Credit: Richard Crow photo, courtesy Brian Watson, Benjidog.co.uk |
Due to arrive at Dundee on 6 February 1937 to unload 8,593 bales of jute, Modasa instead proceeded direct from London to Middlesbrough on the 8th for unloading, her jute being transhipped at London to the P&O tender Redcar for discharge at Dundee. The battered Modasa arrived at Middlebrough on the 10th and then docked at Smith's Dock Co. Ltd. Teeside on the 17th for extensive repairs which included the replacement of much of her deck plating, bulwarks and deck hardware on her fore deck. Working round the clock, repairs were completed in time for Modasa to sail on 4 March for Hull where she arrived the next day, and, in ballast, sailed direct to Calcutta the same day.
With no cargo or passengers, Modasa went out "fast and light" in order that she could keep her scheduled homewards sailing from India which was heavily booked for the upcoming Coronation. Transiting the Suez Canal (18-19 March 1937), she called only at Aden (23) and arrived Calcutta 5 April. Sailing for home on the 15th back on schedule, she cleared Madras (21), Colombo (24), Aden (2 May), Suez Canal (7-8), Marseilles (14), reaching Plymouth on the 22nd at 1:30 a.m.. Landing 24 of her 148 passengers, she resumed passage at 7:00 a.m. for London (23), Antwerp, Hamburg (1 June) and Dundee (3 June, discharging 6,751 bales of jute).
Departing London on 19 June 1937, Modasa, again bound for Calcutta, touched at Tangier (24), Malta (28), Suez Canal (1-2 July), Aden (8), Colombo (16-17), Madras (21-23) and got into Calcutta on the 26th. Homewards on 7 August, Modasa cleared Madras (12), Colombo (15), Aden (24), Suez Canal (29-30), Malta (3 September) and Marseilles (7), making Plymouth at 4:00 a.m. on the 14th. She arrived with 133 passengers, including 41 naval ratings who embarked at Malta, and they and six civilians landed at Plymouth before Modasa left at 7:00 a.m. for London (15), Hamburg, Antwerp (23) and Dundee.
Clearing the Thames on 9 October 1937 for the Hooghly, Modasa stopped at Malta (18), Suez Canal (22-23), Aden (29), Colombo (7-8 November), Madras (11-12) and at Calcutta by the 16th. The Britain-bound Modasa cleared Calcutta (27), Madras (2 December), Colombo (4), Aden (12), Suez Canal (17-18), Malta (22) and delayed, reached Plymouth shortly after midnight on New Years Day 1938. Of her 91 passengers, 23 (including 20 naval ratings who embarked at Malta) disembarking there and Modasa was on her way at 7:15 a.m. to London (2), Dundee (10, to discharged 5,636 bales of jute), Middlesbrough (12) etc.
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| Mantola, BI official postcard. Credit: eBay auction photo. |
R.M.S. MANTOLA
For East African ports, Mantola left London on 9 January 1937, calling at Marseilles (16), embarking Lady Stratheden for Mombasa among others, Malta (19), Suez Canal (22-23), Port Sudan (27), Aden (30), Mombasa (4-9 February), Zanzibar (10), Dar es Salaam (12-13) and arriving Beira on the 16th. Northbound, she cleared Beira (24), Zanzibar (2 March), Tanga (2), Mombasa (6), Aden (12), Port Sudan (15), Suez Canal (18-19), Marseilles (24) and made Plymouth at 7:25 a.m. on 3 April, reporting a strong gale in the Gulf of Lyons that lasted 24 hours, but she made up eight hours on the passage up from Gibraltar. Fourteen of her 80 passengers left her there and she resumed passage at 8:00 a.m. for London, arriving the following day.
Clearing London on 29 May 1937 for Beira, Mantola stopped at Tangier (3 June), Marseilles (6),Malta (8), Suez Canal (12-13), Port Sudan (16), Aden (19), Mombasa (26-30) and arrived at Dar es Salaam on 2 July. Some of her disembarking passengers there were men of Tanganyika's Coronation Contingent, comprising members of three the three battalions of the King's African Rifles, who had participated in the Coronation ceremonies of George VI in London. "Questioned on their arrival in the British India liner Mantola, most of them were only able to shake their heads over the memories of what they had seen, which they will treasure all their lives." (The Daily Telegraph, 5 July). Departing Dar es Salaam on the 3rd, Mantola arrived at Beira on the 7th. Leaving for home on the 19th, she cleared Dar es Salaam (23), Zanzibar (26), Mombasa (31), Aden (6 August), Port Sudan (9), Suez Canal (11-12), Malta (16), Marseilles (19) and Tangier (22) and into Plymouth Sound at 2:15 p.m. on the 26th, landing 38 (including 23 naval ratings from Malta) there before carrying on to London (27) at 3:45 p.m.
Mantola sailed from London on 18 September 1937 for East Africa, calling at Marseilles (26), Malta (28), Suez Canal (2-3 October), Port Sudan (7), Aden (9), Mombasa (16-20), Zanzibar (21), Dar es Salaam (24) and reaching Beira on the 28th. A short turnaround there had her coursing towards home on 3 November, clearing Dar es Salaam (8), Zanzibar (9), Mombasa (13), Aden (19), Port Sudan (22), Suez Canal (25-26), Marseilles (3 December) and arriving at Plymouth at 1:00 a.m. on the 10th where she landed nine passengers and continued to London (11) at 7:00 a.m.
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| One of four camels gifted to the London Zoo by the King of Saudi Arabia, on arrival at London in December 1937 aboard Mantola. Credit: Alamy. |
Among her cargo, for discharge at London, were four camels, a gift of the King of Saudi Arabia, to the London Zoo: "The animals stood the voyage from Aden remarkably well and did not suffer at all from seasickness. Two are red camels, while the others are coloured white and black."(Western Morning News, 11 December 1937).
R.M.S. MATIANA
Having arrived at Beira from England on 20 January 1937, Matiana left there for home on 3 February, clearing Dar es Salaam (8), Zanzibar (8), Mombasa (13), Aden (20), Port Sudan (22), Suez Canal (25-26), Marseilles (6 March) and arriving at Plymouth at 3:30 p,m. on the 14th with 85 passengers, 14 of whom landed there before she sailed for London at 7:30 a.m. There she disembarked nine of the officer survivors of the British steamer Baron Polwarth who had been rescued when their ship was wrecked in the Mozambique Channel:
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| Credit: Western Morning News, 15 March 1937. |
Nine of the officers of the Glasgow steamer Baron Powarth, 3,661 tons, belonging to the Hogarth Shipping Company, arrived at Plymouth yesterday from Dar-es-Salaam in the British India liner Matiana. Included were Capt. G. S. B. Moore (of Cleadon, Sunderland), A. M. Allan (Glasgow), J. Cambell (Dublin), (Alexandria, A. Dumbarton), F. McCarthy Dobie (Glasgow), J. H. Hennessey (Edinburgh), W. S. Hunt (London), Alex Irvine (Glasgow), (Putney, to London in the (Blyth). They proceeded to London in Matiana.
The Baron Polwarth went ashore in a severe storm in the Mozambique Channel off the island of Juan de Novo, about 100 miles west of Madagascar. After week, Capt.Moore decided it was necessary to abandon the ship.
A wireless call for assistance brought the Dutch cargo steamer Tasman to the scene. By this time the Baron Polwarth had been badly battered by the high seas, which threatened the safety of all hands.
Rescue operations were carried out with conspicuous success, everyone being transferred to the Tasman without injury. There were no passengers on board but the crew comprised in addition to Capt. G. S. B. Moore, four European deck officers, four European engineers, and 38 European and Lascar ratings.
Western Morning News, 15 March 1937.
One passenger, Mr. John William Condon, an assistant locomotive superintendent, died on board during the voyage, and buried at sea. Aged 54, he was travelling with his wife home from Mombasa, and bound for Portsmouth.
For East Africa, Matiana cleared the Thames on 3 April 1937 for Tangier (8), Marseilles (11), Malta (13) (where the body of Capt. Henry Ralph Mather, of the Uganda Police, a passenger, was landed, after he suddenly died just before arrival there), Suez Canal (17-18), Port Sudan (22), Aden (24), Mombasa (30-4 May), Dar es Salaam (6-7)and arrived Beira on the 11th. The homeward Matiana, from Beira on the 19th, cleared Dar es Salaam (23), Zanzibar (25), Mombasa (29), Aden (3 June), Port Sudan (6), Suez Canal (10-11), Marseilles (17), Tangier (20) and made Plymouth at 9:00 a.m. on the 24th. Of her 98 passengers, 31 went ashore there and she resumed passage for London at 10:15 a.m. where she arrived the following day.
Lying in the Royal Albert Dock, Matiana was one of the attractions of the Port of London Dock Authority sponsored cruise aboard the steamer Royal Daffodil on 5 August 1937, attracting 525 sightseeers, and including the BI liner, Cunard White Star's Britannic, Houlder's Duquessa, the New Zealand liner Akara, Port Chalmers, the Blue Funnel liners Calchas and Demodocus, Naldara etc. The Daily Telegraph (6 August) wrote: "In a repair berth was the Matiana, one of the oldest steamships,"! And doubtless after receiving a call from Leadenhall Street, printed a correction the following day: "the British India steamer Matiana, mentioned in yesterday's description of London's crowded docks, was built in 1922 and was not one of the oldest ships in the docks."
Following her refit and making the rounds of Middlesbrough and Antwerp, Matiana departed London on 21 August 1937, and made outward calls at Tangier (25), Marseilles (28), Malta (31), Suez Canal (3-4 September), Port Sudan (8), Aden (11), Mombasa (18-20), Dar es Salaam (22-23) and reached Beira on the 27th via Lindi. Northbound on 7 October, Matiana cleared Dar es Salaam (12), Zanzibar (13), Tanga (14), Mombasa (16), Aden (22), Port Sudan (24), Suez Canal (27-28), Marseilles (3 November) and skipping the usual Plymouth call this trip, proceeded straight into the Thames, berthing in Royal Albert Dock on the 11th.
From Middlesbrough 3 December 1937 and London on the 11th, Matiana was once again Beira-bound. Calling at Marseilles (20), Malta (22), Matiana's officers, crew and passengers spent Christmas Day transiting the Suez Canal, and proceeding to Port Sudan (30), Aden (New Years Day 1938), Mombasa (7-12 January), Dar es Salaam (14-15), reached Beira on the 19th.
R.M.S. MALDA
Making her first voyage to East Africa for the year, Malda cleared London on 6 February 1937, for Marseilles (14), Malta (16), Suez Canal (20-21), Port Sudan (25), Aden (28), Mombasa (6-10 March), Tanga (11), Dar es Salaam (12) and Beira (17). Homewards on the 22nd, Malda cleared Dar es Salaam (27), Zanzibar (29) and Mombasa (3 April), embarking the Sultan of Zanzibar en route to the Coronation of King George VI in London:
The quay was crowded with Arabs and other races when the Sultan of Zanzibar, on his way to London for the Coronation, disembarked from his own steamer, Al Said, on her arrival here today from Zanzibar. Mr. A. Wade, Acting Governor, welcomed the Sultan, who was wearing his ceremonial robes. The Sultan then motored to Government House, where he received leading Arab dignitaries.
He is sailing in the steamship Malda for Marseilles later to-day.
The Guardian, 5 April 1937.
From Mombasa, Malda called at Aden (10 April), Port Sudan (13), Suez Canal (17-18), Marseilles (26) and skipping the call at Plymouth, arrived directly at London the afternoon of 5 May, and later proceeding to Middlesbrough and Antwerp.
Malda's next voyage to East Africa saw her clearing Tilbury Landing Stage at 12:15 p.m. on 26 June 1937 with 100 passengers, but engine trouble caused her to anchor off Gravesend Reach, after only a mile steaming, for repairs which, when completed, she resumed passage at 12:45 p.m. The following day. Calling outbound at Marseilles (5 July), Malta (7-8), Suez Canal ( 11-12), Port Sudan (14), Aden (18), Mombasa (27-30), Dar es Salaam (1 August), Malda arrived Beira on the 6th. Northbound on the 19th, she left Dar es Salaam (23), Zanzibar (24), Mombasa (28), Aden (3 September), Port Sudan (6), Suez Canal (9-10), Malta (13), Marseilles (16) and got into Plymouth at 7:15 a.m. on the 24th, arriving with 64 passengers and 103 bags of mail. Landing her mail and 25 passengers there, she proceeded to London at 8:00 a.m.. A day out of Gibraltar, she reported being circled by an airplane which "looked like a German plane, but it was bearing the marks of insurgent Spain." (Western Morning News, 25 September).
From Middlesbrough on 8 October 1937 and London on the 16th, Malda coursed again to "British East," calling outbound at Marseilles (24), Malta (26-27), Suez Canal (31-1 November), Port Sudan (4), Aden (8), Mombasa (15-18), Zanzibar (19-20), Dar es Salaam (21) and arriving at Beira on the 25th. Bound homewards on 1 December, Malda cleared Dar es Salaam (6), Zanzibar (6), Tanga (8), Mombasa (11), Aden (18), Port Sudan (20), Suez Canal (23-24), Marseilles (31), making Plymouth at 8:30 a.m. on 7 January 1938. Coming in with 40 passengers (most having left her at Marseilles), 11 landed there and she left for London (8) at 10:00 a.m., Antwerp etc.
R.M.S. MULBERA
Getting an early start on the New Year, Mulbera passed out of the Thames on 3 January 1937, bound as always, for the Hooghly. Pausing at Malta (11), Suez Canal (14-15), Aden (21), Colombo (29-31), Madras (2-3 February), she reached Calcutta on the 7th. Commencing her return voyage on the 22nd, Mulbera cleared Madras (27), Colombo (2 March), Aden (11), Suez Canal (15), Marseilles (24) and got into Plymouth at 12:15 a.m. on 1 April. Eighteen of her 117 passengers disembarked there and she proceeded to London (2) at 7:00 a.m., and Middlesbrough but did not proceed to Dundee, her cargo of jute being transhipped to the coaster Eaton at London and arriving on the 12th.
Off again for India, Mulbera cleared London on 25 April 1937, calling outwards at Malta (3 May), Suez Canal (7-8 May), Aden (13), Colombo (20-21), Madras (24) and making Calcutta on the 27th. Homewards on 11 June, Mulbera departed Madras (17), Colombo (20), Aden (30), Suez Canal (5-6 July), Marseilles (12), Tangier (15), arriving Plymouth at 4:05 p.m. on the 19th. Reporting encountering a strong gale in the Gulf of Lyons, she came in with 129 passengers, landing just one there, before clearing for London (21) at 4:30 p.m. and carried on to Dundee with 3,123 bales of jute, arriving there on the 27th.
After making the rounds of Middlesbrough and Immingham, Mulbera embarked her final cargo and passengers at London and passed down the Thames on 14 August 1937 bound for the Hooghly. Touching at Tangier (19), Marseilles (22), Malta (24-25), Suez Canal (28-29), Aden (3 September), Colombo (11-12), Madras (14-15), she berthed at Calcutta on the 19th. For British and continental ports, Mulbera left Calcutta (1 October), Madras (6), Colombo (9), Aden (17), Suez Canal (22-23), Marseilles (30) and arrived Plymouth at 10:00 p.m. on 5 November, late owing to a strong southeast gale in the Gulf of Lyons and fog in the Bay of Biscay and it rained "practically all the way from Gibraltar." Of her 77 passengers, nine left her there and she left for London (7) the following morning at 7:15 a.m., thence to Dundee, Hamburg, Antwerp and Middlesbrough.
Departing London on 5 December 1937 for Madras and Calcutta, Mulbera called outbound at Malta (13-14), Suez Canal (17-18), Aden (23), Colombo (2-3 January 1938), Madras (5-6) and arrived Calcutta on the 9th.
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| Cover of BI Handbook, 1938. Credit: P&O Heritage Collection. |
1938
R.M.S. MADURA
Having arrived at Beira on Christmas Eve 1937, Madura, officers and crew headed for home on 5 January 1938. Clearing Dar es Salaam (10), Tanga (12), Mombasa (15), Aden (21), Port Sudan (24), Suez Canal (27-28), Marseilles (5 February), and arrived Plymouth at 7:40 a.m. on the 12th, landing eight passengers there with another 36 for London, leaving for there at 8:15 a.m. and arriving the following day and on to Antwerp and Hull.
Clearing the Thames on 5 March 1938 for East African ports, Madura stopped en route at Marseilles(13), Malta (16), Suez Canal (19-20), Port Sudan (24), Aden (27), Mombasa (2-6 April), Zanzibar (8), Dar es Salaam (8) and reached Beira on the 13th. Turning around in a week, she was bound for England on the 20th, clearing Dar es Salaam (25), Zanzibar (26), Mombasa (30), Aden (6), Port Sudan (9 May), Suez Canal ( 11-12), Marseilles (18) and at 8:30 a.m. on the 27th, glided into Cawsend Bay, Plymouth, with 92 passengers, 91 bags of mail "and a large general cargo." Landing 11 passengers and the mails there, Madura left for London at 9:30 a.m., arriving there the following day, and made ensuing calls at Antwerp and Hull (6 June) to discharge her cargo.
From Middlesbrough on 14 July 1938 and London on the 23rd, Madura was off again to "British East," calling at Marseilles (31), Malta (2 August), Suez Canal (6-7), Port Sudan (10), Aden (13), Mombasa (20-24), Zanzibar (25), Dar es Salaam (27) and reaching Beira on the 31st. For home, Madura sailed on 7 September, clearing Dar es Salaam (11), Zanzibar (13), Mombasa (17), Aden (23), Port Sudan (25), Suez Canal (28-29), Marseilles (5 October) and arriving Plymouth at 2:15 p.m. on the 12th, and after disembarking five passengers, continued to London at 2:50 p.m. where she berthed on the 13th, later continuing to Hull, Antwerp and Middlesbrough.
Leaving Middlesbrough on 3 November 1938 and London on the 12th, Madura made outbound calls at Marseilles (20), Malta (23-24), Suez Canal (28-29), Aden (5 December), Mombasa (10-13), Zanzibar (15), Dar es Salaam (15), Lourenço Marques (20-21) and arriving Beira on the 23rd just in time for another sultry Christmas.
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| Wonderful study of Madura alongside an unidentified port. Credit: Flickr. |
R.M.S. MODASA
Making her first outward voyage on the Calcutta Home Line for 1938, Modasa cleared London on 29 January for Malta (8 February), Suez Canal (12-13), Aden (18), Colombo (26 February-1 March), Madras (3-4), arriving in the Hooghly on the 7th. She was homeward-bound on the 19th, clearing Madras (24), Colombo (26-27), Aden (4 April), Suez Canal (8-9), Marseilles (17) and bypassing Plymouth, made straight for the Thames, berthing in Royal Albert Docks on the 24th, and leaving there on the 26th for Dundee with her 7,713 bales of jute (arriving 29th), thence to Hamburg, Antwerp and Middlesbrough.
Not making her next trip East until June, Modasa left London on the 18th, calling outbound at Malta (27), Suez Canal (30-1 July), Aden (6), Colombo (14-15), Madras (18-19) and made Calcutta on the 21st. On the return, Modasa cleared Calcutta on 6 August, Madras (9-10), Colombo (13), Aden (22), Suez Canal (27-28), Marseilles (5 September) and again not calling at Plymouth, arrived at London on the 13th. Continuing to Hamburg (21), Antwerp and Middlesbrough,
Modasa departed London on 8 October for India, touching outbound at Algiers (15), Malta (18), Suez Canal (21-22), Aden (28), Colombo (6-7), Madras (10-11) and arrived at Calcutta on the 14th. Sailing out of the Hooghly for home on the 26th, Modasa cleared Madras (30), Colombo (3 December), Aden, Suez Canal (16-17), Malta (20) and arrived at Plymouth at 5:30 p.m. on New Years Eve. Landing 25 passengers there, she resumed passage for London (2 January) at 6:30 p.m. with 69 passengers.
R.M.S. MANTOLA
Departing London for East Africa on 8 January 1938, Mantola was back "on the job" early in the New Year. Stopping at Marseilles (16), Malta (19), Suez Canal (22-23), Port Sudan (27), Aden (29-30), Mombasa (5-9 February, Zanzibar (11-12), Dar es Salaam (12), Mantola arrived Beira on the 16th. Bound home on 1 March, she cleared Zanzibar (7), Tanga (8), Mombasa (12), Aden (19), Port Sudan (22), Suez Canal (25-26), Marseilles (1 April), getting into Plymouth at 2:00 a.m. on the 8th, with a good list of 99 passengers, 22 of whom left her there and she was cleared for London at 6:00 a.m., berthing in the Royal Albert Docks on the 9th.
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| Crew of Mantola carry out lifeboat drill in Royal Albert Docks, 1938. Credit: Harry Todd photo, Getty Images. |
From the Tees on 22 April 1938, Scheldt on the 24th and the Thames on the 30th, Mantola sailed for the mouth of the Pungwe, some 7,000 miles distant, on another routine yet epic voyage, calling at Marseilles (8), Malta (10-11), Suez Canal (14-15), Port Sudan (18), Aden (21), Mombasa (28-1 June), Tanga (3), Dar es Salaam (4) and reaching Beira on the 8th. Retracing her steps, Mantola cleared Beira (15), Dar es Salaam (20), Zanzibar (21), Tanga (21), Mombasa (25), Aden (1 July), Port Sudan (4), Suez Canal (8-9), Marseilles (15) and making Plymouth at 7:45 a.m. on the 22nd. With 116 passengers (15 disembarking there) and 8,000 tons of cargo, it had been a profitable voyage and she was dispatched onwards to London at 8:15 a.m., arriving there on the 23rd
Not departing London on her next voyage to East Africa until September 1938, Mantola cleared the Thames on the 17th for Marseilles (25), Malta (27-28), Suez Canal (1-2 October), Port Sudan (5), Aden (8), Mombasa (14-16), Zanzibar (18), Dar es Salaam (19), Lourenço Marques (24) and arrived Beira on the 26th. A short turnaround there had Mantola coursing for home on the 30th, clearing Dar es Salaam (4 November), Zanzibar (4), Mombasa (9), Aden (15), Port Sudan (17), Suez Canal (20-21), Marseilles (27) and arriving at Plymouth at 10:00 p.m. on 4 December with only 35 passengers still aboard, six more leaving her there before departing for London at 7:00 a.m..
R.M.S. MATIANA
Arriving at Beira from England on 19 January 1938, Matiana headed homewards on 2 February, clearing Dar es Salaam (6), Tanga (8), Mombasa (12), Aden (18), Port Sudan (21), Suez Canal (24-25), Marseilles (3 March) and made Plymouth at 3:00 a.m. on the 10th. Of her 91 passengers, 16 disembarked there and cleared at 7:00 a.m. For London, arriving there the following afternoon.
Admiral Sir Sydney and Lady Fremantle were among those embarking in Matiana at London on 2 April 1938, travelling to Malta where, after calling at Marseilles on the 10th, she arrived on the 13th. Transiting the Suez Canal (16-17th), Matiana stopped at Port Sudan (21), Aden (25), Mombasa (1-5 May), Tanga (5), Zanzibar (7), Dar es Salaam (7) and arrived Beira on the 11th. For England, Matiana departed Mozambique on the 18th, clearing Dar es Salaam (23), Zanzibar (24), Mombasa (28), Aden (2 June), Port Sudan (5), Suez Canal (8-9), Marseilles (15) and reached Plymouth at 8:00 p.m. on the 21st. Disembarking 20 (including Sir C.E. Law, Chief Justice of Zanzibar) of her 115 passengers there the following morning, she resumed passage for London at 7:00 a.m. and berthed in Royal Albert Docks the following day.
From Middlesbrough on 11 August 1938 and London on 20th, Matiana called outwards to East Africa at Marseilles (27), Malta (30), Suez Canal (2-3 September), Port Sudan (6), Aden (9), Mombasa (16-19), Dar es Salaam (21), Lourenço Marques (26) and berthed at Beira on the 29th. Turning around in smart time, Matiana was northbound on 5 October, clearing en route Dar es Salaam (9), Zanzibar (11), Mombasa (15), Aden (21), Port Sudan (23), Suez Canal (26-27), Marseilles (3 November) and arriving at Plymouth at 9:00 p.m. on the 9th, landed six of her 24 passengers there the following morning and left for London at 7:00 a.m..
Making her traditional end of the year outbound run to East Africa, Matiana departed London on 10 December 1938, with Lady Schuster, bound for Beira, and Admiral A.J. Davies for Malta, among her passengers. Calling en route at Marseilles (18), Malta (21), Suez Canal (24-25), Port Sudan (28), Aden (31), Mombasa (6-9 January 1939), Dar es Salaam (11-12) and arrived Beira on the 14th. She made a roundtrip to Lourenço Marques, departing for there on the 16th, arriving on the 19th and returning on the 21st.
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| Malda in the Thames. Credit: eBay auction photo. |
R.M.S. MALDA
Beginning her first voyage to East Africa in 1938, from Middlesbrough on 27 January and London on 5 February, Malda plied her too familiar course "out East." En route to Marseilles on the 13th, she received an S.O.S. from the stricken British steamer Kemmendine (7,769 tons) of the British & Burmese Steam Navigation Co., which had lost her rudder 120 miles from the French port in a fierce gale, but a tug reached her first, and Malda continued on course, arriving at Marseilles on the 14th. Calling at Malta (16-17), Suez Canal (20-21), Port Sudan (24), Aden (27), Mombasa (5-9 March), Zanzibar (10), Dar es Salaam (11), Malda got into Beira on the 15th. Homewards on the 22nd, she cleared Dar es Salaam (26), Zanzibar (28), Mombasa (2 April), Aden (8), Port Sudan (11), Suez Canal (13-14), Marseilles (21) and getting into Plymouth at 7:00 on the 27th, landed 10 of her 137 passengers before resuming course to London at 7:33 p.m., berthing in Royal Albert Dock on the 28th, thence to Antwerp and Middlesbrough.
Leaving the Tees on 19 May 1938 and the Thames on the 28th for East Africa ports, Malda paused en route at Marseilles (5 June), Malta (7), Suez Canal (11-12), Port Sudan (16), Aden (18), Mombasa (25-29), Dar es Salaam (1 July), Lourenço Marques (6-7) and arrived Beira on the 9th. Leaving there on the 20th, Malda cleared Dar es Salaam (25), Zanzibar (26), Mombasa (30), Aden (5 August), Port Sudan (7), Suez Canal (10-11), Marseilles (19) and got into Plymouth at 3:00 a.m. on the 28th, but had only two passengers disembarking there and on her way to London by 7:00 a.m., arriving the following day.
Beira-bound from Middlesbrough on 6 October 1938 and London on the 15th, Malda paused at Marseilles (23), Malta (26), Suez Canal (30-31), Aden (6-7 November), Mombasa (13-15), Zanzibar (16), Dar es Salaam (17), reaching Beira on the 21st. After a short turnaround, Malda headed for home on the 26th, clearing Dar es Salaam (1 December), Zanzibar (2), Mombasa (7), Aden (14), Suez Canal (19-20) and, by passing Plymouth, reaching London at noon on 4 January 1939 and later onwards to Antwerp and Hull.
R.M.S. MULBERA
Arriving in Calcutta from England on 9 January 1938, Mulbera cleared the Hooghly on and Madras (26), Colombo (29), Aden (6 February), Suez Canal (11-12), Malta (16), Marseilles (19) and put in a very smart passage up to Plymouth, arriving there the evening of the 25th, "many hours earlier than expected," and aided by unusually fine weather for the season. But there were only ten disembarking there and she was sent onwards to London in short order, arriving there the following day, berthing as usual in Royal Albert Dock.
Departing London on 1 March 1938 for Dundee, Mulbera and City of Ripon arrived on the 4th, with 13,123 bales of jute between them. Sixty Lascar crewmen who had come over in Mulbera from Calcutta to join BI's new Orna, completing on the Clyde, landed at Dundee and transferred by chartered coaches to Glasgow. Mulbera sailed on the 5th for Hamburg, Antwerp and Middlesbrough.
Clearing the Tees on 18 March 1938 and the Thames on the 25th for the Hooghly, Mulbera made the usual waystops en route: Malta (3-4 April), Suez Canal (7-8), Aden (13), Colombo (21-23), Madras (25-26) and arriving Calcutta on the 29th. For home, Mulbera cleared Calcutta (16 May), Madras (19), Colombo (22), Aden (31), Suez Canal (5-6 June), Marseilles (12), and came into Plymouth Sound at 9:30 a.m. on the 18th with 136 passengers, 19 landing there. She resumed passage to London at 10:20 a.m., arriving there the next day, later proceeding to Hamburg, Antwerp and Middlesbrough, with no call at Dundee and her small consignment of 1,200 bales of jute transshipped to a coaster at London this trip.
Departing Middlesbrough on 6 August 1938 and London on the 13th, Mulbera called outbound at Malta (21), Suez Canal (25-26), Aden (31), Colombo (7-8 September), Madras (10-11) and reached Calcutta on the 14th. Leaving for Britain, Mulbera cleared the Hooghly on 1 October, Madras (5), Colombo (8), Aden (16), Suez Canal (20-21), Marseilles and reached Plymouth at 6:40 a.m. on 3 November. Arriving with 38 passengers, eight left here there and Mulbera carried on to London at7:20 a.m. where she berthed the next day. Leaving there on the 12th, she proceeded to Dundee, docking there on the 14th to discharge 9,250 bales of jute, and from there on the 16th to Middlesbrough.
Time enough for one more voyage to India that year, Mulbera left London on 3 December 1938 for Calcutta via Malta (12), Suez Canal (16-17), Aden (22), Colombo (30-31), Madras (2-4 January 1939) and got to Calcutta on the 7th.
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| BI Calcutta Home Line poster, c. late 1930s. Credit: pinterest |
1939
R.M.S. MADURA
Sailing for home from Beira on 28 December 1938, clearing Dar es Salaam (2 January 1939), Zanzibar (3), Tanga (4), Mombasa (6), Aden (14), Port Sudan (16), Suez Canal (19-20), Marseilles (25), and "delayed," Madura reached Plymouth at 11:15 p.m. on 1 February. Coming in with 37 passengers, she landed six there before continuing to London at 7:00 a.m. the next morning, not arriving until the 4rd, badly delayed by the worst fog experienced in the Thames for some time and obliged to anchor until it somewhat cleared, along with the inbound Strathnaver and Mooltan.
From Middlesbrough 23 February 1939 and London 4 March, Madura was outward-bound for East Africa the first time that year, calling en route at Marseilles (12), Malta (14), Suez Canal (18-19), Port Sudan (23), Aden (26), Mombasa (1-5 April), Dar es Salaam (8) and getting into Beira on the 12th. Casting off for home on the 19th, Madura cleared Dar es Salaam (24), Zanzibar (24), Mombasa (29), Aden (5 May), Port Sudan (7), Suez Canal (10-11), Marseilles (17) and arrived Plymouth at 3:50 p.m. on the 23rd. Of her 104 passengers, 16 disembarked there and she left for London (24), Antwerp and Hull at 4:30 p.m.
Clearing the Tees on 14 June 1939, Madura passed Gravesend on the 24th, Beira-bound. Making waystops at Marseilles (2 July), Malta (4), Suez Canal (7-8), Port Sudan (11), Aden (14), Mombasa (21-25), Zanzibar (26), Dar es Salaam (27), Madura arrived Beira on the 31st. Homewards on 6 August, she cleared Dar es Salaam (11), Zanzibar (11), Mombasa (16), Aden (21), Port Sudan (24) and transit the Suez Canal (28-29) With Britain's declaration of war against Germany on 3 September, ship movements disappeared from newspapers and "voyage cards" held by the British National Archives sadly do not included 1939 so tracing Madura's ensuing movements is difficult, but she appears to have kept to her schedule save for a call at Gibraltar to embark civilian evacuees from there to England as recounted much later:
When war broke out the Madura was on her regular run from England to East Africa. Her first assignment was to evacuate women and children from Gibraltar to England. A shipload of women and children did nothing to lessen the anxiety of a crew who, with recollections of the enemy's past underwater tactics, had no protection for their ship save their own seamanship and the luck of the gods.
Luck was with them from the start. On the voyage to England the aircraft carrier, H.M.S. Courageous, was sighted, helping to allay fears. But Madura was probably the last ship to see that carrier afloat. Courageous was among the first ships to fall victim to U-boat warfare, and it is more than probable that the U-boat commander who sank her passed the Madura to concentrate on more valuable prey.
The West Australian, 22 December 1945.
Madura is listed to have safely docked in London's Royal Albert Docks "via Plymouth" on 13 September 1939.
Making one more voyage to East Africa in 1939, Madura sailed from Southend on 23 October with convoy OA.24G (reclassed OG.4 on the 26th) listed as having its destination as Malta and carrying a cargo of cement in addition to passengers and mail. She reached Port Said on 8 November, thence transited the Canal and presumably made her usual East African calls.
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| Modasa at Dar es Salaam. Credit: tynebuiltships.com |
R.M.S. MODASA
Departing London on 30 January 1939, for Madras and Calcutta, Modasa called at Malta (8-9 February), Suez Canal (12-13), Aden (19), Colombo (27-28), Madras (2-3 March) and arrived Calcutta on the 7th. Homewards from the Hooghly on the 18th, Modasa cleared Madras (24), Colombo (27), Aden (4 April), Suez Canal (9-10), Malta (13), Marseilles (16), making Plymouth at 3:00 p.m. on the 23rd. Twenty-nine of her 125 passengers landed there and Modasa cleared for London at 4:30 p.m., arriving there the following day. Arriving at Dundee on 4 May, Modasa had 8,173 bales of jute to unload there and sailed on the 6th for Hamburg, Antwerp and Middlesbrough.
Modasa departed London on 21 May 1939 for India (calling exceptionally via Bombay), pausing outbound at Malta (29-30), Suez Canal (2-3 June), Aden (9), Bombay (16) Colombo (20-21), Madras (23-24) and arriving Calcutta (28). Homewards on 8 July, Modasa cleared Madras (14), Colombo (17), Aden (27), Suez Canal (1-2 August), Malta (6 August), Marseilles (9) and got into Plymouth at 9:10 a.m. on the 16th, 16 hours late owing to fog in the Bay of Biscay. Landing 32 passengers there, she resumed passage for London, arriving Tilbury at noon on the 17th. Leaving London for Middlesbrough on the 24th, she docked there on the 26th.
Modasa was listed to sail from London 9 September 1939 for Malta (18), Suez Canal (22-23), Aden (28), Colombo (6-7 October), Madras (9-10), Calcutta (13-28), Madras (31-1 November), Colombo (3-4), Aden (12), Suez Canal (17-18), Marseilles (24-25), Plymouth (2 December) and returning to London on the 3rd.
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| Mantola underway. Credit: eBay auction photo. |
R.M.S. MANTOLA
Mantola began the New Year by departing the Tees on New Years Eve and the Thames on 7 January 1939 for East Africa, calling at Marseilles (15), Malta (17), Suez Canal (21-22), Port Sudan (25), Aden (28), Mombasa (3-6 February), Zanzibar (9), Dar es Salaam (10-11) and reaching Beira on the 14th. For England, Mantola cleared Beira on the 22nd, Dar es Salaam (26), Zanzibar (28), Mombasa (4 March), Aden (11), Port Sudan (13), Suez Canal (16-17), Marseilles (24) and reached Plymouth at 3:00 a.m. on the 31st, having encountered stormy weather in the Mediterranean. She came in with 102 passengers (23 disembarking there) and 7,000 tons of cargo for discharge at London (1 April), Hull (9) and Middlesbrough (13).
For Beira, Mantola passed Gravesend on 29 April 1939, pausing en route at Marseilles (7 May), and Malta (9), on the 12th it was reported she had put into Alexandria with a fire in no. 3 hold. On arrival there on the 13th, it was reported:
MANTOLA (fire). Alexandria. May 13: British steamer Mantola arrived, badly afire starboard side No. 3 lower hold: steam and water injected. Ship's hoses, harbour fire float, and Naval tugs assisted pumping; holds flooded. general cargo, fire extinguished: captain awaiting instructions discharge.
Liverpool Daily Post, 15 May 1939.
With the fire out and the ship essentially undamaged and the fire ruined cargo discharged, Mantola resumed passage on 15 May 1939, getting into Port Said the next day, and transiting the canal, passed Suez on the 17th. Calling at Port Sudan (20), Aden (24), Mombasa (30-2 June), Dar es Salaam (5) and arrived Beira on the 9th. She left there for Lourenço Marques on the 11th, A short turnaround had her bound for home, clearing Dar es Salaam (16), Mombasa (21), Aden (27), Suez Canal (2-3 July), Marseilles (10) and put into Plymouth at 1:00 a.m. on the 17th. Thirteen of her 117 passengers left Mantola there and she cleared for London at 7:00 a.m., berthing at Royal Albert Docks on the 18th, thence to Antwerp (23), Hull and Middlesbrough.
From Middlesbrough on 10 August 1939 and London on the 19th, Mantola sailed for East Africa. Her last publicly reported departure was from Marseilles on the 26th.
R.M.S. MATIANA
Starting the New Year in East Africa, Matiana left Beira for home on 2 February 1939, clearing Dar es Salaam (6), Zanzibar (7), Tanga (8), Mombasa (11), Aden (17), Port Sudan (20), Suez Canal (23-24), Marseilles (1 March), and coming through heavy fog off the Portuguese coast, made Plymouth at 6:30 a.m. on the 9th. Landing 10 of her 78 passengers there, Matiana continued to London at 8:00 a.m., arriving on the 10th, Antwerp (15) and Hull on the 17th.
Departing Middlesbrough on 24 March 1939 and London on 1 April, Matiana coursed to Beira via the usual waystops: Marseilles (10), Malta (11-12), Suez Canal (15-16), Port Sudan (19), Aden (23), Mombasa (29-3 May), Zanzibar (4), Dar es Salaam (6) and made Beira on the 10th. For Britain and the Continent, Matiana left Beira on the 14, clearing Dar es Salaam (19), Zanzibar (20), Tanga (21), Mombasa (24), Aden (29) Port Sudan (1), Suez Canal (4-5 June), Marseilles (10), and reached Plymouth at 6:15 a.m. on the 17th with 111 passengers, disembarking 17 there and resuming passage to London at 7:00 a.m. where she berthed the next day and on to Antwerp (15 July), Hull and Middlesbrough.
Matiana left London on 22 July 1939 for East Africa, calling at Marseilles (29), Malta (1 August), Suez Canal (4-5), Port Sudan (9), Aden (12), Mombasa (19-22) and Dar es Salaam (23), and subsequent movements not recorded owing to the outbreak of hostilities on 3 September.
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| Malda. Credit: clydeships |
R.M.S. MALDA
Bound for Beira for the first time that year, Malda passed Gravesend on 4 February 1939, calling outbound at Marseilles (12), Malta (15), Suez Canal (18-19), Port Sudan (23), Aden (26), Mombasa (4-8 March), Zanzibar (10), Dar es Salaam (10) and arriving Beira on the 14th. Northbound on the 22nd, she cleared Dar es Salaam (26), Zanzibar (27), Mombasa (1 April), Aden (7), Port Sudan (10), Suez Canal (13-14), Marseilles (20) and reached Plymouth at 11:50 p.m. on the 26th. She had but four of her 99 passengers disembark there before continuing to London at 7:00 a.m. on the 27th, arriving the following day. Leaving London on 4 May, Malda proceeded to Hull (7), Antwerp (21) and Middlesbrough.
Clearing London on 27 May 1939 for East Africa, Malda paused en route at Marseilles (3 June), Malta (6), Suez Canal (12-13), Port Sudan (15), Aden (17), Mombasa (25-27), Zanzibar (30), Dar es Salaam (1 July) and berthed at Beira on the 5th. Homewards, Malda cleared Beira (8), Zanzibar (14), Mombasa (17), Aden (24), Port Sudan (28), Suez Canal (31-1 August), Marseilles (7) and made Plymouth the morning of the 14th. With only 13 passengers landing there, she was on her way to London at 10:45 a.m. where she docked on the 15th. Malda sailed from London on the 22nd for Hull, arriving the following day.
The outbreak of war did not deter Malda from her lawful occasions and she took her next sailing for East Africa, clearing London on 16 September 1939, but skipping the Marseilles call, proceeded to Malta (3 October), Suez Canal (17-19), Port Sudan (22-23), Aden (25-26), Mombasa (2 November), Dar es Salaam (4), Beira (11), Dar es Salaam (15-11), Zanzibar (16), Tanga (17), Mombasa (18-22), Aden (27-29), Port Sudan (2 December), Suez Canal (5-6), Malta (11), Gibraltar and straight to London where she docked on the 22nd.
R.M.S. MULBERA
Mulbera, which got into Calcutta on 7 January 1939, sailed for home on the 20th, clearing en route at Madras (26), Colombo (28), Aden (6 February), Suez Canal (10-11), Malta (15), Marseilles (18) and finally getting into Plymouth at 1:15 a.m. on the 26th, late after experiencing dreadful weather up from Gibraltar:
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| Credit: Western Morning News, 27 February 1939. |
When the British India liner Mulbera, from Calcutta, left Marseilles it was expected that Plymouth would be reached on Friday afternoon. Good progress was made to Gibraltar, which was passed last Monday, but afterwards there was a return of unfavourable weather such as had been experienced in the Eastern Mediterranean. By the time the steamer was approaching Finisterre it was evident that there was no prospect of her r arriving at Plymouth in time for passengers to land on Friday. Then a message gave midnight the hour of her arrival, but the weather became even worse.
So high were the seas and swell that the Mulbera had to be hove to for nearly 24 hours, while the daily runs dropped to 160 and 181 miles. In the end the steamer reached Plymouth in the early hours of yesterday morning. Damage was sustained to some articles of furniture, but passengers escaped injury.
Western Morning News, 27 February 1939.
Of Mulbera's 108 passengers, 17 disembarked there and Mulbera left for London at 7:15 a.m., berthing in the Royal Albert Dock on 27 February 1939. Leaving for Dundee on 1 March, Mulbera arrived there on the 3rd to discharge 5,498 bales of jute, and departing on the 4th, made Hamburg on 6 March and on to Antwerp and Middlesbrough.
Clearing the Thames on 24 March 1939 for the Hooghly, Mulbera coursed towards India via Malta (3-4 April), Suez Canal (7-8), Aden (14), Colombo (23-24), Madras (26-27) and reached Calcutta on 1 May. Departing the Hooghly on the 13th, Mulbera left Madras (19), Colombo (22), Cochin (23), Aden (30), Suez Canal (4-5 June), Marseilles (11) and arrived Plymouth at 6:45 a.m. on the 18th with 133 passengers, 11 leaving her there and she continued to London at 7:30 a.m.. Her voyage was marred by the death of the Second Officer J.L. Richardson, aged 34, who died of pleurisy and heart failure, and buried at sea. Mulbera reached London on the 19th, berthing in Royal Albert Dock, and went on to Dundee (26) to discharge her 7,386 bales of jute, and on to Antwerp and Middlesbrough.
Mulbera sailed from Middlesbrough on 7 July 1939 and London on the 16th for India, calling en route at Malta (24), Suez Canal (27-28), Aden (2 August), Colombo (11-12), Madras (15-16) and got to Calcutta on the 20th. Homewards, she was listed to depart Calcutta on 2 September to Madras (5-6), Colombo (8-9), Aden (11), Suez Canal (22-23), Marseilles (28-29), Plymouth (2 October) and return to London on the 6th.
Mulbera was listed to sail from London on 4 November 1939 for Malta (12), Suez Canal (16-17), Aden (22), Colombo (30-1 December), Madras (3-4) and arrive at Calcutta on the 7th.
All honour be to merchantmen
So long as tides shall run,
Who gave the seas their glorious dead
From rise to set of sun;
All honour be to merchantmen
While England's name shall stand,
Who sailed and fought, and dared and died,
And served and saved their land!
Cicely Fox Smith
By this time the ship was in a bad way and burning fiercely, with most of her lifeboats gone or smashed. Men were jumping from her into the sea, there to float helplessly while they watched their ship meet her doom. As she listed to starboard, before taking the final plunge, I turned my back to her for I could not bear to watch her death agony any longer. As every seaman knows, a feeling of sadness comes over one… when watching the end of a ship, especially if one had been in her, as I had, for some fourteen years… I shall always remember her, sailing gaily along, swaying like a graceful lady, to the song of the turbines…
W.H. Walters, Chief Steward, s.s. Malda, sunk by enemy action, 6 April 1942.
Indicative of the importance of British India ships and services in peace was how much they were maintained in war. So it was that most, like the M3s, spent much of their war plying in large measure their peacetime routes and whilst there were exciting new destinations, certainly for BI like Halifax and Montreal, Los Angeles and Honolulu, New York and Aruba, their world war was largely on familiar Indian Ocean routes rendered both more urgent and deadly. Malda paid the highest price, blasted to pieces by Japanese warships off Calcutta whilst Madura uniquely participated in the two evacuations that defined the low point of the war for Britain, from France and Singapore. Together, the "Ms" carried on, with the cargoes and mails, passengers, civilian and military, soldiers and returning prisoners of war and the human flotsam and jetsam of a war that in victory proved somewhat hollow, ending in many profound ways the Eastern Empire that British India Line made and was made by.
1940
s.s. MADURA
Keeping to her routine at the onset of war, Madura, which left East Africa in mid December 1939, call at Aden from Mombasa on 3 January 1940, transited the Suez Canal on the 9th and at Gibraltar on the 21st,HGF-16 for the passage up to London where she anchored off the Downs on the 29th.
Madura's next scheduled voyage, 22 February 1940, was cancelled owing to repairs in London and she did sail again until 3 March, from Southend leading convoy OA.103GF as Commodore Ship (R-Adm G.W. Taylor) of 18 merchantmen south to Gibraltar (11), then with convoy OG.21 to Malta (16-17), through Suez (21), Port Sudan (25-26), Aden (28-29), Mombasa (4-9 April), Tanga (9-10), Zanzibar (10), Dar es Salaam (11-12) and arriving Beira on the 16th. Homewards, Madura cleared Beira on the 19th, Dar es Salaam (24), Zanzibar (24), Tanga (26), Mombasa (3 May) and now routed home via the Cape, called at Cape Town (12-18 May) and Freetown (30-31) where she joined convoy SL.34 (30 merchantmen and four escorts).
With the rapidly deteriorating situation in France and the rout of Allied Forces, the evacuation of troops from Dunkirk was followed by that of British civilians and other personnel from more southern ports in France and on 10 June 1940, Madura's Capt. J.L. Beatty received orders to divert his ship to Bordeaux to pick up evacuees:
In addition to her normal compliment of passengers, she took on board 1,300 refugees, the great majority being British subjects, resident in Belgium and France, who had fled to that port before the advent of the German armies. Among them was Sir Maurice Peterson, the retiring British Ambassador from Madrid, M. Pierre Cot, Mr. Henri Bernstein, the dramatist, Mr. Osuski, the Czechoslovak Minister in Paris, Mlle. Eve Currie, and a number of well known British journalists. The Madura's crew rose to the occasion. The stewards and chefs worked night and day, meals were organised in shifts and were eaten with scarcely a pause from dawn to dusk. The ship's baker, one Forsythe, was a 'a hefty Huddersfield man.' He had need be, for he had but one oven and this he kept more or less continually at work to provide bread, which was the main article of diet.
The Madura was well found, but an increase of 1,300 souls in her passenger list strained her resources to the utmost, and when she reached Falmouth forty-eight hours after leaving Bordeaux, they were entirely exhausted. For the most part, the refugees were both astonished and grateful at the 'sheer generosity' shewn towards them by Madura's crew. 'The appearance of the public rooms,' reported Mr. H.W. Cooper, the Purser, 'resembled the London tube air-raid shelters, for there were all sorts and conditions of men, women and children sleeping huddled up together with not an inch of space to spare.' Of these, not a few were French, and when the radio sets on board, tuned into Bordeaux, announced the surrender of France, 'they all had tears streaming down their faces and the ship resounded to moans.'
Valiant Voyaging.
The people of this little West Country port have surpassed themselves in kindness to-day to the 1,500 British and Allied refugees who arrived here last night on board the liner Madura after a two-days voyage from Bordeaux.
As drove up from the pier where we were landed. we were greeted by waving crowds expressing their sympathy for the many British people whose whole livelihood has been destroyed by the Nazi victory in France. This was only a foretaste of West Country kindness, and since then we have been regaled with food, hospitality and, where necessary, with money.
The reaction from the hardships of the voyage-1,500 people packed into a ship combined with accommodation for 240 with this free welcome was too much for many of the refugees. To-day I saw many women and elderly people who had borne the adversities of the last few days without a murmur, dissolve into tears.
Capt. Beattie, the commander, gave up his berth. and snatched a little sleep in a chair. At night our ship was an extraordinary sight.
The decks were tangled a mass of uneasily sleeping men and women with their bodies twisted into the strangest shapes as they lay in their bed-chairs, on mattresses, suitcases or simply on the hard deck boards.
When the liner--already three weeks overdue on its from East Africa to Britain--was diverted to pick us up, food and water were already running low. In the circumstances, the feeding of this multitude with two meals day composed of pea-soup, bread and butter, rice, boiled potatoes and a small scrap of meat, was something of a miracle.
One hero of this extraordinary voyage was Mr. Powman, the chief chef. Amidst all his other staff duties he found time to turn out delicacies for the British and French wounded.
There were many people on board with names well known throughout the world. Among them were Baron James Rothschild and his one son. M. Ossuski, Czech Minister in Paris, Mlle. Ave Curie, Henri Bernstein, the French dramatist.
The Daily Telegraph, 22 June 1940.
What grand fellows! What a, prodigious load they shouldered with what strength and how uncomplainingly!
We, the Bordeaux refugees, had no opportunity to thank them, the company of the good ship Madura; and if we had had it we should not have known what to say, They had done for us too much for words
Something that I think has not been said about the fantastic voyage the Madura was the sheer generosity of it all. No questions were It was enough that unfortunates that had come down from Bordeaux to the mouth of the estuary for the Madura to take them on board to the very limit of possibility. No one was asked for his papers any more than if he had been escaping from a burning house.
There was no distinction shown between the British and the foreigners. It was madly quixotic, but it was sublime. Quixoticism went to the point of allowing the refugees to bring with them their cats and dogs. There must have been 50 dogs on board.
The hour of departure last Tuesday was delayed and fresh arrivals came from Bordeaux. At last the loaded tenders be refused. The Madura could do no more.A tender was told to go to another refugee ship. which, in her turn, said that she was chock-a-block. So they returned to us; and still a few more unfortunates were squeezed on board.
The voyage to England lasted for 48 hours, and in that time the multitude was fed. Those who had brought no provisions and had not the luck to be given a share by those well supplied did not fare sumptuously, but there was enough for them to keep body and soul -bread-and-butter and tea in morning, the evening a slice of corned beef, bread and a potato. By Thursday the ship's stores were exhausted.
There were many heroes of the voyage. I would put on record the ship's baker, a hefty Huddersfield man, Fayne by name, who kept his ovens at work all round the clock. The stoutest of the Madura's men had sore eyes and trembling knees at end of the voyage; but they had done the impossible.
Now and then a comic was struck, as when certain passengers accustomed to luxury cruises gave haughty orders to the marines on board. And we, the unexpected passengers, were not paying a penny for our passage, though it was one that some of the millionaires on board would, if necessary, have paid for with the whole of their fortunes, and the marines were there purpose that can be guessed--more important than fetching and carrying!
The Englishmen on board felt humbly proud. Does not this race deserve well of the world? Our rescue was something to be unspeakably grateful for. But that it should all along be accompanied by such kindliness! I, a late arrival, could find for the night only a place on the forward deck, which, when we put out into the bay, was washed by the waves. A bluejacket, one of a party on the way home from Africa, was good enough to tell me that he and his chums could make place for me to stretch my length in the room (narrow enough) where they were packing in.
Meanwhile Capt. Beattie, unsleeping, was contending with perils of the deep which did not bear contemplating.
The Daily Telegraph, 24 June 1940.
I should like to express on behalf of the management of the British India S.N. Company our thanks to your correspondents, Mr. High Carleton Greene and Mr. Richard Capell, for writing, and to you, Sir, for printing their articles in The Daily Telegraph of June 22 and 24 on the evacuation of refugees from Bordeaux.
We in this office feel that this one more example of the greatness in spirit and cheerful devotion to duty which so consistently displayed by the British Merchant Navy, and were are grateful to you for this published record of the efforts made by the personnel of the Madura.
Captain Beatty also wishes me to tender on behalf of himself, his officers, engineer officers and crew serving with him in the Madura their grateful thanks to you this public recognition which you have given to all those who did what they could for their sorely tired passengers.
Yours faithfully,
William C. Currie,
Chairman,
British India S.N. Company
122, Leadenhall Street, E.C.3., June 25.
The Daily Telegraph, 26 July 1940.
Madura departed Le Verdon (the deep water port for Bordeaux) the evening of 18 June 1940 and arrived Falmouth on the 20th. Landing her passengers there, she proceeded to London, anchoring in the Downs on the 24th.
Departing Southend 18 July 1940 for East Africa, via Methil to pick up convoy OA.187 (departing on the 20th) for the first time outbound via the Cape, Madura called at Freetown (7-8 August), Cape Town (21-25), Durban (29-30), Beira (2-9 September), Dar es Salaam (11-12), Zanzibar (12-13), Mombasa (19), Tanga (20-22), Zanzibar (22-23), Durban (30), Cape Town (3-7 October), Freetown (20-22) where she joined convoy SL.52F and arrived at Greenock on 9 November.
Dragging anchors in heavy weather anchored in the Clyde on 21 November 1940, Madura fouled Corundum and Baron Pentland. Repairs ensued, after which she anchored off Tail of Bank on 4 December and sailed on Christmas Eve for Liverpool, arriving on Boxing Day.
s.s. MODASA
After a refit, Modasa left London on 13 February 1940 for India, joining convoy OA.93 at Southend on the 16th for Gibraltar (27), and thence to Malta (29 February-1 March), Suez Canal (3-4), Aden (11), Colombo(20-21), Madras (23-24) and arrived at Calcutta on the 27th. Homewards, Modasa cleared Calcutta on 6 April and Sandheads on the 7th, for Madras (10-12), Colombo (14-15), Aden (23), Suez Canal (28-29), Malta (3-5 May), Marseilles (7), Gibraltar (11-12) and with convoy HGF.30, proceeded to Portland (20) and London where she arrived on the 24th.
Departing London on 22 June 1940, Modasa did not get far, after striking "an obstruction" and putting back, anchoring off Southend. After repairs, she sailed on 1 July with convoy OA.177 for Gibraltar (9), St. Vincent (16), Freetown (19-21), Cape Town (3-4 August), Durban (6-9), Mombasa (17), Seychelles (21), Colombo (29-31), Trincomalee (1-4 September), Madras (5) and reached Calcutta on the 9th. Departing on the 21st, Modasa called at Madras (24-25), Colombo (28), Mombasa (8 October), Dar es Salaam (9), Durban (15), Cape Town (19-21), Freetown (3-4 November) and arrived at Greenock on the 27th.
s.s. MANTOLA
Mantola departed London 1 January 1940 and after grounding briefly in the Thames, cleared the Downs on the 3rd, calling outbound at Gibraltar (12-13), joining convoy OG.13 for Malta (16-17), transited Suez Canal (21-22), called at Port Sudan (25-26), Aden (29), Mombasa (2-11 February), Tanga (12), Zanzibar (12-13), Dar es Salaam (13-14), Beira (18-22), Dar es Salaam (27-28), Zanzibar (28), Tanga (29-1 March), Mombasa (1-4), Aden (11), Port Sudan (15), Suez Canal (18-20), Gibraltar (29), and with convoy HGF.25, sailed to London, arriving 8 April.
Her next scheduled voyage, from London on 11 April 1940 was cancelled on the 25th owing to "repairs," Mantola not sailing again for East Africa until 10 May, and would henceforth be routed via the Cape , joining convoy OA.145G to St. Vincent (23), Cape Town (8 June), Durban (12-13), Mombasa (20-22), Tanga (22-23), Zanzibar (23-24), Dar es Salaam (24-28), Tanga (28-30), Mombasa (30-7 July), Beira (10-18) Durban (21-24), Cape Town (28-30), Takoradi (9 August), Freetown (13-16), St. Vincent (20) and arriving Hull 10 September. Under repair there, her 26 September return voyage to East Africa was postponed.
Departing Hull on 2 October 1940, Mantola proceeded to Methil (Scotland) (3-6), St. Vincent (23-24), Cape Town (11-13 November), Durban (17-18), Beira (27), Dar es Salaam (1-4 December), Zanzibar (4-5), Tanga (5-7), Mombasa (7-12), Tanga (12-13), Durban (20-21), Cape Town (25-26), Freetown (8-9 January 1941), St. Vincent (15) and arrived in the Clyde on the 31st.
s.s. MATIANA
Matiana began the New Year plying her familiar East African run, having departed London in December 1939. Calling at Aden (3 January 1940), Mombasa (9-12), Tanga (12-13), Zanzibar (13), Dar es Salaam (15), she arrived at Beira on the 20th. Departing there on the 24th she stopped at Dar es Salaam (27-28), Zanzibar(29-30), Tanga (30-31), Mombasa (31 January-3 February), Aden (9-10), Port Sudan (12-13), Suez Canal (16-18), Gibraltar (27) and joining convoy HGF.21 there, proceeded to London, arriving on 9 March.
With southbound convoy OA.123, Matiana cleared Southend on 4 April, arriving Gibraltar on the 12th, and with convoy OGF.25 sailed for Malta (16), Suez Canal (20-21), Port Sudan (24-25), Aden (28-29), Mombasa (5-10 May), Tanga (10-11), Zanzibar (11) and arrived at Dar es Salaam on the 12th. Turning around there, she departed for England on the 25th, stopping en route at Zanzibar (26), Tanga (27), Mombasa (28-31), and routed home via the Cape, turned southward, calling at Cape Town (10-11 June), Freetown (23-24), Dakar (26), Greenock (14) and London (22).
On her first voyage to East Africa via the Cape, Matiana left London on 13 August 1940 with convoy FN.51 for Methil (16) and south from there with convoy O.A. 200 for St.Vincent (31), Cape Town (18-19 September), Durban (24), Beira (27 September-1 October), Dar es Salaam (14-15), Zanzibar (15), Tanga (16) and arriving Mombasa on the 17th. Southbound, Matiana cleared Mombasa on the 20th for Durban (28), Cape Town (1-4 November), Freetown (17-21) and arrived Liverpool on 13 December.
s.s. MALDA
Sticking to her East African run, but following a refit, Malda cleared the Thames on 14 February 1940 for Gibraltar (22-23), Malta (28), Suez Canal (2-3 March), Port Sudan (6), Aden (10), Mombasa (21), Tanga (21-22), Zanzibar (23), Dar es Salaam (23-25) and arrived at Beira on the 28th. Homewards, Malda cleared Beira on the 31s, Dar es Salaam (4-5 April), Zanzibar (5), Mombasa (7-12), Aden (19-21), Port Sudan (24), Suez Canal (27-29), Gibraltar (6-7 May) and joining convoy HH.29, was diverted to Portland (17) instead of London to be fitted with degaussing equipment, and then proceeded to the Thames, passing Southend on the 29th.
Malda's disposition seems to have entered an undecided period and cleared London on 1 June 1940 for the Tyne where she arrived on the 3rd and laid up there for the rest of the year.
s.s. MULBERA
Originally due to arrive Calcutta on 30 December 1939, Mulbera did not so until 11 January 1940, having called en route at Cochin (2), Colombo (4-5) and Madras (7-8). Sailing for home on the 25th, Mulbera stopped en route at Madras (27-28), Colombo (31 January-1 February), Bombay (4), Aden (10), Suez Canal (15-16), Malta (20-21), Gibraltar (25) where she picked up northbound convoy HG.20 for London, arriving the Downs on 6 March.
From London on 4 April 1940, Mulbera was again bound for India on her regular Calcutta Home Line run, calling at Gibraltar (12-13), Malta (16), Suez Canal (20), Aden (25-26), Colombo (4-5 May), Madras (7-9, Vizagapatanam (10) and arriving at Sandheads (for Calcutta) on the 12th. Homewards, Mulbera cleared Sandheads on the 18th, pausing at Madras (21-24), Colombo (28-29) and then, ordered to avoid the Suez Canal and Mediterranean after Italy declared war and, was diverted via the Cape route, calling at Durban (12 June), Cape Town (17-18), Freetown (30 June-8 July) and arrived Liverpool on the 20th.
For India, Mulbera cleared the Mersey on 6 August 1940 with convoy OB.194 for St. Vincent (20-22), Cape Town (7-8 September), Durban (12-13), Colombo (27-28), Madras (30) and arrived Sandheads on 3 October. Leaving there for home on the 16th, Mulbera called at Madras (19-20), Colombo (22), Durban (7 November), Cape Town (11-13), Freetown (28), and arrived at Greenock on 20 December.
1941
s.s. MADURA
East African-bound, Madura cleared the Mersey on 12 January 1941 with convoy OB.273 for Freetown (30 January-6 February), Cape Town (19-20), Mombasa (3-9 March), Bombay (18), Karachi (4 April), Bombay (8 April) and from Mombasa on the 19th, sailed south to Cape Town (29 April-2 May) and thence to Freetown (15-17) to join Convoy SL.75 (at which time she was listed as carrying pig iron and 1,500 bags of mail) and arrived Greenock on 13 June.
Departing Greenock on 3 July 1941, Madura embarked on her first North Atlantic voyage, arriving at Halifax on the 18th and proceeding to New York where she arrived on the 21st. Departing there on the 31st, Madura called at Halifax (3-5 August) and commodore ship (Capt. R.P. Galter) convoy HX.143, composed of 73 merchantmen and 20 escorts) reaching the Clyde on the 21st.
There was one notable crossing which the ship's company will not forget. The Madura was commodore ship of a convoy comprising some 83 ships and 15 escort vessels, a convoy which stretched over 12 miles of ocean. A signal was received to clear a sea lane down the centre, H.M.S. Prince of Wales would steam through the convoy. On board the giant battleship was the then Prime Minister (Mr Winston Churchill). The Madura ran up a V for Victory signal. The battleship and her six-destroyer escort were an Impressive sight as they passed and were given tumultuous greeting by the ships of the convoy. The Madura's next Association with Prince of Wales was a tragic one. After the battleship had been sunk by the Japanese she carried survivors from Batavia to India.
The West Australian, 22 December 1943.
A more audacious voyage ensued, from the Clyde on 5 September 1941 with convoy ON.13 (42 merchantmen and 11 escorts) to St. John's (16) and arriving New York on the 20th. Sailing south on 10 October, Madura called at Bermuda (13), Kingston (18-19), Aruba (22), Pernambuco (3-5 November), Cape Town (22) and arrived at Mombasa on 5 December. Onwards, Madura made Colombo on the 17th and arrived at Batavia on 4 January 1942.
s.s. MODASA
Beginning the year with an unusual voyage, from Greenock on 15 January 1941 to St. Michael's, Azores, Modasa arrived there on the 22nd and proceeded on the 24th to Freetown (5-6 February), Ascension Island (10), Cape Town (20-23), Port Elizabeth (25-27), Mombasa (8-9 March), Aden (18),Suez (25 March-25 April) and Bombay (7 May). Departing Bombay on the 14th, Modasa proceeded to Mombasa (25), Cape Town (7-12 June), Freetown (26 June-3 July), St. Michaels (16) and arrived at Liverpool on the 28th.
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| Modasa "made the news" on arrival at New York in September 1941. Credit: Daily News, 28 September 1941. LEFT CLICK for full size scan. |
Clearing the Mersey on 27 August 1941, Modasa sailed to very distant shores for a British India liner: North America. Calling at Halifax 13-14 September, she proceeded to New York where she arrived on 16th, receiving considerable press attention.
The British armed passenger liner Modasa, completing a voyage of peril with 93 passengers from the United Kingdom as the flagship of a convoy of 70 merchant vessels, arrived safely in New York Tuesday night. She had gone more than 500 miles off her course to avoid a nest of 32 Axis submarines lurking off Iceland, according to passengers. The Modasa was the 108th vessel to enter the port of New York within a 37-hour period, establishing a record since the war began. The Coast Guard.
Public Health Service, Immigration and Customs Services were put on 24- hour duty to cope with the heavy inbound sea traffic.
The Buffalo News, 17 September 1941.
Last night the British passenger liner Modasa, 10,000 tons, reached New York after serving as flagship for a convoy of 70 vessels from Liverpool to Halifax. The vessel brought 93 passengers, including six Americans who have been employed on defense projects in northern Ireland. Among others were the families of many British officials here. The convoy voyage was uneventful, passengers said, though submarines were narrowly eluded off Iceland.
Daily News, 17 September 1941.
There, she underwent repairs, not departing until 6 November 1941 and heading south, called at Trinidad (14), Pernambuco (26) and then across the South Atlantic to Cape Town, arriving there on 12 December. Clearing Table Bay on the 21st, Modasa arrived Mombasa on 2 January 1942.
s.s. MANTOLA
After an overhaul on the Clyde, Mantola left there on 9 March 1941 for St. Vincent (26-28), Freetown (2-4 April), Cape Town (14-16), Durban (20-22), Mombasa (20 May), Aden (26-31), Suez (5-6 June), Port Said (7-26), Aden (5-7 July), Bombay (14-30), Aden (6-9 August), Suez (15-17), Port Said (18), Alexandria 19-4 September), Suez Canal (7-8), Aden (15), Colombo (24) and arrived Calcutta on the 29th.
Departing Sandheads (at the mouth of the Hooghly River downstream from Calcutta) on 20 October 1941, Mantola proceeded to Colombo (28-30), Aden (7-8 November), Port Said (17-8 December), Suez Canal (8), Colombo (23-24) and arrived Sandheads on the 30th.
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| Matiana at Fremantle, December 1941. Credit: Australian War Memorial. |
s.s. MATIANA
Departing the Mersey on 18 January 1941 on her most extensive voyage to date, Matiana coursed to St. Vincent (4 February), Freetown (9-10), Cape Town (23-24), Mombasa (8-9 March), Colombo (19-21), Calcutta (14), Madras (17-20 April), Colombo (23), Mombasa (4-7 May), Cape Town (18-20), Freetown (3-9 June) and then truly heading to new horizons, across to Trinidad (22), Bermuda (28), Halifax (1-6 July), Belfast (21) and arriving at Avonmouth on the 24th.
After undergoing a refit at Newport, Matiana arrived at Milford Haven on 8 August 1941 and departed there on an even more far ranging voyage. Crossing the North Atlantic, she arrived at Halifax on the 26th, departing the following day for Montreal (31 August-28 September), Cristobal (10 October, Balboa (12), Los Angeles (21-23), Honolulu (2 November), Suva (13-14),Brisbane (19-23) and arrived Sydney on the 29th. Matiana continued on to Melbourne (2-8 December), Fremantle (15-16), Colombo (29-31 December) and arrived Calcutta on 4 January 1942.
s.s. MALDA
Finally resuming service, Malda left lay up in the Tyne on 10 June 1941 and arrived on the Clyde on the 13th. Departing Greenock on the 16th, she, like her M class sisters, coursed to new horizons, crossing the North Atlantic and arriving at Halifax (30 June-1 July), thence to New York (4-5), through the Panama Canal (13-15), Los Angeles (25-26), Honolulu (3-7 August), Suva (18-19), Cairns (26), Macassar (2-3 September), Penang (8-9) and arrived at Singapore on the 23rd. Ending her epic voyage, Malda arrived at Calcutta on the 29th.
Clearing the Hooghly on 25 October 1941, Malda called at Madras (27), Colombo (29 October-1 November), Aden (8-11), Safaga (15), Suez Canal (24-25) and reached Haifa on the 26th. Departing there on 18 December, she proceeded back to India, transiting the Suez Canal (19-21), calling Aden (28-30) and arriving at Bombay on 12 January 1942.
s.s. MULBERA
Clearing the Clyde on 22 January 1941, Mulbera proceeded south to St. Vincent (25 February), Freetown (2-12 March), Cape Town (25), Mombasa (4-5 April), Bombay (29 April-21 May), Mombasa (31 May-1 June), Cape Town (12-15), Freetown (29 June-3 July) and arrived Belfast on the 28th. Heading to Newport, she underwent a refit there 4-12 August.
Very new horizons beckoned on Mulbera's next wartime voyage, from Belfast on 31 August 1941 for Canada, where she docked at Halifax on 13 September and from there on the 14th to Quebec City (17), Montreal (1 October) and from Halifax on the 8th to Pernambuco (26-29), Cape Town (14 November), Durban (18-19), Mombasa (21-24), Colombo (7-9 December), Madras (6-8 January 1942) and after a remarkable voyage, arrived at Calcutta on the 14th.
1942
s.s. MADURA
Madura began the New Year by sailing into Harm's Way, departing Batavia on 10 January 1942 and reaching Singapore on the 14th just as the Japanese advanced down the Malaysian Peninsula and the Singapore was bombed, practically at will, with four or five raids a day.
'Throughout the time Madura was in Singapore, ships were arriving almost daily packed with troops, mostly Australians and Indians, to reinforce the dwindling and heroic British forces who had borne the brunt of the battle down the length of the peninsula. One day, 30th January, a troop transport had come in, an understandable air of dejection about its passengers, and made fast not far from where we were lying. This was the biggest convoy we had seen to arrive, and we felt sure the apparently omniscient Japanese would know of it…
It was in a day of dense low clouds, hot and steamy. In the middle of the morning the alert sirens were sounded and the guns were manned. We stood by for some time without hearing or seeing anything, and were beginning to conclude that were out on a false alarm, when the sudden rushing of bombs sent us on our bellies. It was all over in a matter of seconds, but it seemed an age of volcanic upheaval. Many of the shrapnel bombs had fallen into the water harmlessly, but on our port side the cargo shed were already well alight. A tug which had been tied up ahead of us completely disappeared completely-- probably a bomb had gone clean into the funnel. The Madura had herself been hit with one or more bombs over the after midships accommodation; one of the concrete machine-gun nests was wrecked, and the deck below was sagging perilously and on fire. Through the turmol and mist of cordite fumes and smoke we saw the B.I. Company's Takliwa steaming past us on her way out to sea. She have us an encouraging 'V' salute on her whistle as she went. The Madura must have been rather an alarming sight to them at the moment, and no doubt they felt not a little relief at being quit of Singapore…
The damage to the ship proved not to be extensive, the small fire was soon extinguished, and altogether we found we had got off very lightly. An example of the unpredictable effects of bombs was found in the experience of Mr. Tomlinson, an Engineer Officer, who was asleep in his cabin when a direct hit was made on the deck right overhead; the cabin caved in and the whole deckhead landed across the bunk, but propped up in a such a way that Mr. Tomlinson suffered no more than a somewhat violent awakening and subsequent annoyance at not being to find his slippers. The sheds containing the Madura's cargo, and, indeed, a considerable part of the dock area, were in flames, and burnt for a long time despite the magnificent work of the Singapore Fire Services…
The Madura, empty and battered, was sent out into Keppel Harbour to await cargo for India. We waited three days, by which time the Allied troops had retreated back on to Singapore and, quitting the mainland, had blown up the causeway. Captain Beatty was quick to realise that our promised cargo was in all probability lost in the chaos that now reigned ashore. He accordingly made representations to the Naval authorities, with the result that, on the evening of 2nd February, we went alongside once more, took on board about two hundred passengers (about two-thirds Chinese and the rest Europeans) for passage to Java, and sailed the next morning.
Though an outwardly calm and peaceful day, we steamed in constant expectation of attack. Plenty of wreckage was seen and several distress messages were received by the Radio Officers during the day… Yet we went through the day unmolested, and were beginning to have more faith in our luck than was good for us when, at about six o'clock in the evening, in the Dempu Strait, five bombing planes were seen approaching from the west, where the sun was already low towards the sea.
The guns were manned and in a minute or so we would see the yellow discs marking the planes wings. They came in at a fair height, about 5,000 feet, far beyond the reach of our 12-pounder anti-aircraft shells, the fuses of which had been set at only about half that range by the D.E.M.S. authorities that had supplied them. Accordingly we held our fire and waited for the attack. The first bombs were misses near the poop, four great splashes which drenched the gun's team and incensed them to action. As the bombers turned back for another run-in from the sun, we opened rapid fire and it up for the rest of the encounter… they came no lower, and, having failed with another four bombs to hit us, turned and came a third time from the west. This time they scored a direct hit on the after part of the bridge deck accommodation, just below where the previous bomb had landed in Singapore. But this time it was a heavy bomb…
… the scene of the impact was grim; the bomb had pierced two decks and exploded in the storeroom, completely destroying, on its way, the Surgeon's cabin and dispensary with the medical stores, but luckily just failing to penetrate into the engine-room. Five of the ship's company were dead, or died almost at once, among them Dr. Gorrie and George Lack, the Second Steward. Thirteen were badly injured… None of the passengers were injured and they all behaved magnificently throughout. We were now especially grateful to have them with us, particularly the women who, with surgeon killed and practically no medical supplies for such a task, immediately set about administering First Aid to the wounded, working through the night until they had done all they could for the sufferers. The ship's officers and crew were meantime fighting the fires which had broken out in various parts of the wrecked accommodation, and in saving what food could be extracted from the storeroom and freezer. The fires were not very extensive, and were all under control by eight o'clock.
Next morning the bodies of the dead were committed to the deep, and in the afternoon the ship put in a Palembang, in Sumatra, to land the wounded. The following morning, 5th February, we proceeded on voyage to Java, where our passengers left us.
On 12th February, on our to Calcutta, we heard of Singapore's surrender. The acrid smell of cordite was still in our nostrils, the twisted and jagged metal and burnt-out cabins still around us so that we could not forget what we passed through, nor what greater sufferings than ours must be suffering. But we could be grateful, with reverence, that the Madura was still a lucky ship.
J.F. Broadstreet, from Valiant Voyaging.
s.s. Madura, 3 February 1942
Roll of Honour
Peter Gorrie, Surgeon
George Henry James Lack, Steward
Darwesh Ali, Iceman
Motia Rahman, Trimmer
Abdul Hasan, Seaman
Adu Taher, Deck Bhandary's Mate
Madura, having reached Batavia on 6 February 1942, departed on the 12th and after calling at Colombo (21-23), arrived at Sandheads on 2 March. After repairs at Calcutta, Madura sailed on 12 April for Cochin (20), Madras (16-17), Cochin (21-27), Colombo (20 April-2 May), Fremantle (23-25), Adelaide (3 June), Melbourne (5-10) and arrived Sydney on the 13th.
After repairs had been carried out the Madura was running between Indian ports and Ceylon, and at this stage of her career had two lucky escapes. On one occasion she received a warning just in time to prevent her from continuing a trip to Calcutta which would have taken her right into the midst of the disastrous Japanese attack on shipping in the Bay of Bengal in which 22 ships were lost. At another time she just avoided the attack on Colombo [9 April 1942] when the carrier Hermes and the Australian destroyer Vampire were sunk. The Madura picked up some of the Vampire's survivors who were found playing water-polo with packages of tea that were floating on the surface.
She brought these men back to Australia, and since then has been regular and welcome visitor Fremantle.
The West Australian, 22 December 1945.
Madura underwent a major refit at Sydney beginning 26 June 1942 and resuming service on departure on 10 September for India, which would become her regular route for the duration and indeed first two years after the war), sailing to Melbourne (18-19), Fremantle (28 September-6 October), Colombo (22-28), Madras (2-6 November), Sandheads (10) and arriving Calcutta the next day.
From Calcutta on 20 November 1942 and Sandheads on the 24th, Madura coursed again for Australia via Colombo (28 November-1 December), Fremantle (16), Adelaide (23-24), Melbourne (27 December-3 January 1943).
s.s. MODASA
Having reached Mombasa on 2 January 1942 after a remarkable voyage from Liverpool to North America, Brazil and the Cape, Modasa cleared there on the 6th for Colombo (16-18), Batavia (19 February), Colombo (3-8 March) and arrived Sandheads on 15 March. Departing on 13 April, Modasa called at Madras (16-17), Bombay (25 April-1 May), Karachi (4-11), Aden (18), Port Sudan (22-28) and arrived at Suez on 1 June.
Returning to India, Modasa left Suez on 14 June 1942 for Aden (21), Colombo (1-3 July), Madras (6-7), Vizagapatam (8), reaching Calcutta on the 13th where she underwent a refit. From Calcutta on 8 August and Sandheads on the 10th, Modasa coursed to Madras (14-15), Colombo (18-24), Aden (5 September), Suez (11) and made Port Said on the 30th.
Modasa sailed from Port Said on 11 October 1942 for Suez (12-13), Aden (19-20), Cochin (29-30), Colombo (1-2 November), and for some reason, put back there (7-11) and then continued to Sandheads where she arrived on the 20th and then to Calcutta the following day. Clearing there on 7 December and Sandheads on the 9th, she put into Madras on the 12th, Colombo (10-14), Aden (27) and arrived at Suez on 2 January 1943.
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| Mantola in the Mersey during the war. Credit: National Maritime Museum. |
s.s. MANTOLA
Sailing from Sandheads on 20 January 1942, Mantola called at Madras (23), Colombo (25-29), Aden (7 February), Suez Canal (20), Beirut (23-12 March), Port Said (13), Suez (19), Aden (24), Colombo (2 April and arrived Cochin on 2 April. Departing there on 3 May, Mantola proceeded to Colombo (5), Visakhapatnam (9), Sandheads (12-28), Colombo (3-16 June), Aden (25), Port Sudan (2-9 July) and arrived Suez on the 12th.
Listed operating on behalf of Stricks, Mantola left Suez on 13 August 1942 for the Persian Gulf, calling at Abadan (3 September), Busreh (10-19), Ababan (4-8 October), Bandar Abbas (13), Karachi (17-10), Bedibunder (30), Colombo (4-5 November), Vizapatatam (10), Sandheads (12) and arrived Calcutta on the 19th. Sailing from there on 3 December and from Sandheads on the 5th, Mantola called at Madras (8-9), Aden (21), Suez (28-29) and arrived Port Said on the 29th.
s.s. MATIANA
Having made two extraordinary voyages in 1941, Matiana stayed closer to "home" in 1942. Departing Calcutta on 4 February, she called at Madras (9-10), Colombo (13-17), Aden (25-26), Suez Canal (4-5 March), Haifa (8-29), Suez Canal (29 March-2 April), Aden (7) and arrived Bombay on the 14th.
Departing Bombay on 6 June 1942, Matiana coursed to Aden (13), Safaga (18), Suez (19-20), and arrived at Karachi on 25 July.
Effective 1 August 1942, Matiana was released from the Liner Division and "reallocated to Special Military Service in the Middle East" as a depot ship for Royal Marine engineers constructing bases and fortifications in the Middle East/Indian Ocean.
For this new role, Matiana underwent refitting at Calcutta 21 August-8 October 1942. Departing there on 8 November, she arrived Colombo on the 16th and would remain there through 11 September 1943.
s.s. MALDA
Departing Bombay on 17 January 1942, Malda went 'round India' to begin the year, calling at Colombo (21-28), Trincomalee (30 January-5 February and arrived Sandheads on the 10th.
Malda left Sandheads on 23 February 1942 for Burma, arriving Rangoon on the 26th, packed with evacuees from the imperiled city, and returned to Sandheads on 4 March.
These were the darkest days of the war and for Britain's Eastern Empire with the successive loss of Hong Kong, Singapore, Rangoon and even Calcutta at risk and when Malda (Capt.E.M. Edmonson) leading a small convoy of ships hastily sailed from Calcutta on 5 April 1942 for Colombo to embark troops amid rumours of an imminent Japanese attack on the port. Instead, they were heading into harm's way not away from it, and on the 6th, Malda would be one of three British India vessels sunk in enemy action that single day, along with Indora (1938/6,622 grt) and Gandara (1919/5,281 grt), off Puri.
The Malda, which had just been fitted out as a troopship, was on her way to Colombo to take troops on board, the Indora to Mauritius with a general cargo. About 7 a.m., a small float-plane such as is carried by a cruise closed the convoy, and flying very low crossed the bows of the Malda. The Japanese markings on its wings were clearly visible, and Cadet Thompson opened fire without effect. The aircraft replied with its machine guns and then made off. Soon afterwards, reports Mr. D.J. Beardsley, 'smoke was observed right astern which owing to the speed of their approach we were soon able to identify as coming from three men-of-war, two cruisers and a destroyer.' They lost no time in setting about the destruction of the convoy which in accordance with previous instructions was beginning to scatter. The Autolycus of the Blue Funnel Line was the first to be sunk; then came the turn of the Malda. Mr. W.H. Walters, her Chief Steward, paints a grim picture of the next few minutes. The first shells demolished the saloon pantry and set the ship on fire. Mr. W. Pearce, the Chief Engineer, A. Sherry, the Second Steward, and several others began the task of freeing the boats in order to lower them, for Captain Edmondson, realising how hopeless was the situation, had given orders for the Malda to be abandoned.
'The shelling continued,' goes on Mr. Walters, 'and above the din of the bursting shells, splintering woodwork and rending steel, the whine of near misses was frighteningly plain. Holes suddenly appeared in the decks and bulkheads while splinters flew around with an angry buzzing sound. Flames were eating greedily into the furnishings of the public rooms and smoke was pouring out from every door and window. It was almost impossible to describe one's feelings at a time like that but the impression that I had in my mind was of incredulous surprise and anger.'
While I was busily engaged in freeing No. 4 boat, Mr. R. Anderson, Second Engineer, who had come along un-noticed by me, said, 'It's no use, Bill,' and on looking up to see who had spoken I saw him standing there, with his arms and hands, terribly burnt, held out in front of him in an attitude of appeal. I said, 'It won'tbe long now,; and very shortly after the boat swung free. At the time I thought he was referring to his poor hands, but the when the boat had swung out properly, I saw a big hole in it ad the Second said, 'I told you it was no good, ' meaning the boat of course. It seems that a shell had passed through it while I was freely it. As the Second and I moved to free No. 6 boat, several things happened at once.
'The deck piano collapsed with an unearthly moan, which caused me to comment, 'There goes the Lost Chord.' The Second Steward, which a smile on his face, came up to shake me my the hand and to tell me that he was so pleased he had found that he 'could take it. This helped me no end, for I was feeling pretty low-spirited by then. A gaping hole appeared in the deck through which steam rushed with an awful roar, adding considerably to the din. Four of the Indian saloon crew appeared helping two wounded men along, so I directed them to the only remaining good lifeboat on the port side.'
'As the Second Engineer and I followed, Mr. Marshall, Third Engineer, 'Paddy,' Fourth Engineer, and Mr. Sale, Junior Engineer, came running along the deck towards us. Just then another salvo burst on deck which practically cut off Paddy's left leg and Mr. Sale's feet. All rushed to their aid and Mr. Sale was carried forward, but Paddy, sensing he had received a mortal wound, told us to leave him. This we did, after giving him a cigarette and him as comfortable as possible on a garden seat, for it was plain he would not last very long. Surrounded by smoke and fire, he cheered an waved us on, a gallant gentleman to the end.'
Walters got down into a boat and then there was a terrific crash and I found myself in the water together with the rest of the fellows… As I came to the surface, No. 4 boat fell on me. Luckily I still had my tin hat on, for this saved me from serious injury. I was forced beneath the surface and found myself being turned round and round along the ship's side…. I was struggled free, came to the surface and swam clear. The ship still had way on, and as she passed I saw the Second Steward,hanging by the neck, entangled in the falls of No. 2 boat. Others were climbing the rails to try and reach him as he struggled to free himself. Suddenly he and the other who were striving to reach him fell into the water, where he was able to get free of his entanglements.
By this time the ship was in a bad way and burning fiercely, with most of her lifeboats gone or smashed. Men were jumping from her into the sea, there to float helplessly while they watched their ship meet her doom. As she listed to starboard, before taking the final plunge, I turned my back to her for I could not bear to watch her death agony any longer. As every seaman knows, a feeling of sadness comes over one… when watching the end of a ship, especially if one had been in her, as I had, for some fourteen years… I shall always remember her, sailing gaily along, swaying like a graceful lady, to the song of the turbines…
Valiant Voyaging.
Malda's survivors and those Indora and Autolycus managed to reach shore by boat that evening on an isolated beach but spotted by a Hurricane flying overhead and help came by the following morning.
Twenty-seven of Malda's 179 officers and crew perished with their ship, which lies at 19° 45' N., 86° 27'E.
s.s. Malda 6 April 1942
Roll of Honour
William Albert, Fourth Engineer
Edmund Sale, Junior Engineer
Pednoo Fernandes, Second Cook
Dudh Mian, Bhandary
Faruk Husain, Serang
Asho, Boy
Atar Mian, Fireman
Jaldhari, Butcher's Mate
Kalam Ali, Seaman
Khub Lal, Topass
Nur Muhammad, Cassab
Saidul Husain, Seaman
Sheikh Aziz, General Servant
F. Gome, Cook
Shiekh Isaq, Asst. Steward
Saidul Husain, Seaman
Abdul Hakim, Boy
J. Gomes, Cook
Sheikh Aziz, General Servant
Sheikh Feku, Asst. Steward
Abdul Latif, General Servant
Afzal Haq, Donkeyman
Akhtar Husain, Deck Bhandary'sMate
Akhtar Husain, General Servant
Abdul Haq, Seaman
J. Gomes, Cook
Commonwealth War Graves Commission
s.s. MULBERA
Departing Bombay on 6 February 1942, Mulbera made a quick run back to Egypt, calling at Aden on the 13th, and calling at Suez (19-21), she got into Port Said on the 21st.
Mulbera's next voyage would again see her coursing to new corners of a world at war. From Port Said on 5 March 1942, she steamed through Suez, called at Aden (12-13), Colombo (22) and arrived at Sandheads on the 28th. From Calcutta on 22 April, she went to Cochin (22 April-1 May), Fremantle (18-20, Adelaide (27-29), Melbourne 31 May-3 June) and arrived at Sydney on 5 June. On the 4th the Japanese submarine I-27 torpedoed the Australian ore carrier Iron Crown (1922/3,353 grt) 44 nautical miles south-southwest of Gabo Island, NSW. Iron Crown went down in less than a minute, taking with her captain, 36 crew and a DEMS gunner. Mulbera rescued the only five survivors.
Departing Sydney 25 June 1942, Mulbera voyaged back to India via Melbourne (28 June-5 July), Adelaide (11), Fremantle (18-19), Colombo (1-7 August), Madras (10-20), Visakhapatnam (22), Sandheads (23) and reached Calcutta on the 25th.
Settling down to the India-Australia run, Mulbera cleared Calcutta on 8 September 1942 and Sandheads on the 11th for Colombo (17-18), Fremantle (2-3 October), Melbourne (10-15) and made Sydney on the 18th. Leaving there on the 28th, she called at Melbourne (30 October-6 November, Fremantle (13-14), Colombo (29 November-5 December), Madras (8-12) and returned to Calcutta on the 14th where she underwent repairs until the end of the year.
1943
s.s. MADURA
Sailing from Sydney on 3 February 1943 for Calcutta, Madura called en route at Melbourne (7-16), Fremantle (25-26), Colombo (13-18 March), Madras (21-24) and reaching Sandheads on the 27th.
Down Under destined, Madura left Calcutta on 8 April 1943 and Sandheads on the 10th for Colombo (16-22), Fremantle (8-9 May), Adelaide (16-20), Melbourne (22 May-6 June), Hobart (8-11), Melbourne (13-19), and Fremantle on the 29th. Having sailed from there on 2 July, Madura had to put back owing to a machinery defect. Repaired, she sailed on the 9th for Colombo (23-26) and arrived at Sandheads on 1 August, proceeding into Calcutta the next day.
Following a period of refit, Madura cleared Calcutta on 12 September 1943 for Colombo (7-18), Fremantle (2-3 October) and reached Sydney on the 11th. Commencing her return voyage, Madura sailed on the 27th for Melbourne (31 October-14 November), Fremantle (21-22), Colombo (16-19 December) and arrived Sandheads on the 28th.
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| Modasa in wartime. Credit: National Maritime Museum. |
s.s. MODASA
Modasa stayed on the Egypt-India run, departing Suez on 19 January 1943 for Aden (24-31), Colombo (9-11 February), Madras (14-16), Sandheads (19) and arriving Calcutta on the 23rd. Leaving there on the 19 March and Sandheads (20), Modasa called at Madras (24-26) and arrived Karachi on 3 April.
Bound for new destinations, Modasa left Karachi on 4 April 1943 for Bandor Shahpur (10-11), Shattel Arab (12), Busreh (14), Abadan (24), Busreh (30), Abadan (10-18 May), Bandar Abbas (25) and returned to Karachi on the 28th. From there on 1 June, Modasa sailed to Colombo (7-10), Madras (11-18), arriving at Calcutta on the 21st.
Departing Calcutta on 22 July 1943 for Sandheads (24), Colombo (29-31), Aden (10 August), Suez (16-17), Modasa arrived at Aden on 1 September. From there on the 7th, she proceeded to Colombo (15-17), Sandheads (22) and returned to Calcutta on the 24th.
Following a refit at Calcutta, Modasa left on 22 October 1943 for Madras (26-28), Colombo (31 October-12 November), Aden (21-22), Suez (27), Port Said (3-4 December), Haifa (5-14) and from there was finally bound for home, calling at Port Said (17), Gibraltar (28 December-6 January 1944) and arrived in the Clyde on the 18th.
s.s. MANTOLA
Mantola departed Port Said on 14 January 1943 for Safaga (16-21), Aden (26), Colombo (4-5 February), Galle (5), Colombo(11-13), Sandheads (20), Calcutta (23 February-10 March), Sandheads (11), Madras (15-16), Colombo (19-22), Aden 30-31), Suez (5-6 April) and arrived Port Said on the 7th.
Clearing Port Said on 11 April 1943, Mantola called at Haifa (13-18), passed through the Suez Canal (19-20) and called at Port Sudan (27-29), Massawa (30 April-2 May), Aden (5), Karachi (13-15), Cochin (23-29), Colombo (30 May-1 June) and arrived at Sandheads on the 6th, thence to Calcutta where she underwent repairs. On departure from there on the 29th, she had to turn back owing to a machinery defect and resumed passage the following day. Proceeding to Madras (5-6 July), Colombo (9-11), Aden (21-22), Suez (27-28) and arrived at Port Said 6 August.
Another voyage to India ensued for Mantola from Suez on 14 August 1943 to Aden (19-20), Colombo (29), Sandheads (3 September) and arriving Calcutta on the 4th. On the return, she cleared Calcutta on the 30th, Madras (4-10 October), Colombo (8-13), Aden (22-23), Suez (28), Port Said (29) and reached Alexandria on 1 November. From Alexandria on the 15th, Mantola sailed for Port Said (16), Suez (18-19), Jeddah, (22), Aden (26) and arrived at Bombay on 4 December. Departing there on the 16th, Mantola retraced her course, touching at Aden (23-24), Jeddah (27) and reached Suez on 3 January 1944.
s.s. MATIANA
Matiana, which had been at Colombo from 24 November 1942 in her role as depot ship for Royal Marine engineers, finally left there on 18 September 1943 for Bombay where she arrived on the 23rd. There, she underwent drydocking and refitting. Departing Bombay on 5 December, calling at Colombo (10-24), Matiana arrived at her base at Trincomalee on 7 January 1944.
s.s. MULBERA
Beginning her second year on the India-Australia run, Mulbera cleared Calcutta on 2 January 1943 and Sandheads (4), for Colombo (9-13), Fremantle (26-27) and Melbourne where she arrived on 4 February. Turning around there, she sailed on 19 February for Adelaide (21 February-3 March), Fremantle (10-11), Colombo (24-28), Bombay (1 -7 April) and made Karachi on the 9th. Drydocked there, Mulbera resumed duty on the 19th, sailing for Cochin (23 April-10 May) and arrived Bombay on the 12th.
Leaving Bombay on 25 May 1943 for Australia, Mulbera stopped en route at Colombo (29-30), Trincomole (2 June), Fremantle (11), Geraldton (13), Port Kembla (14), Melbourne (25) and arrived Sydney on the 28th. Departing there on 9 July, she called at Melbourne (13-19), Fremantle (26-28), Colombo (11-12 August) and arrived Calcutta on the 18th.
From Calcutta on 21 September 1943, Mulbera paused at Madras (26), Colombo (28-29), Fremantle (12-18 October) and arrived at Melbourne on the 22nd. Departing on 6 November for India, she called at Fremantle (12-18), Colombo (28 November-7 December) and Bombay on the 12th.
1944
s.s. MADURA
Clearing Calcutta for Australia on 27 January 1944, Madura steamed to Colombo (3-4 February), Fremantle (17-18), Melbourne (26-29) and reached Sydney on 2 March. Leaving there on the 19th, she called at Fremantle (28 March-20 April), Colombo (4-7 May), Madras (10-25), Sandheads (27) and back at Calcutta on the 29th.
Madura, which left Calcutta on 8 June 1944 and Sandheads on the 10th for Australia, paused en route at Colombo (18-23), Fremantle (12 July), Adelaide (23), Whyalla (24), Melbourne (26 July-1 August), and made Sydney on the 3rd. For India, Madura sailed on the 14th for Melbourne (20-31), Fremantle (10 September), Colombo (25 September-1 October) and arrived at Bombay on the 5th.
Following a refit at Bombay, Madura resumed service on departure on 25 October 1944 for Colombo (29-30), Fremantle (15-17 November), Melbourne (1 December) and making Sydney on the 3rd.
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| Modasa in the Mersey during the war. Credit: National Maritime Museum. |
s.s. MODASA
Following a refit on the Clyde, Modasa departed Glasgow on 11 February 1944 for Bombay via Suez, transiting the canal (6-7 March), Aden (14-16), but suffered a mechanical issue, and had to put back for repairs, and reached Bombay on the 24th. Sailing on 12 April, Modasa called at Karachi (13-21), Aden (27-28), Suez Canal (5 May), Gibraltar (20), and arrived on the Clyde on 3 June.
Another voyage to India ensued, from Liverpool on 21 July 1944, transiting the Suez Canal (12-13 August), Aden (18-19), Bombay (26 August-3 September), Karachi (5-13), Bombay (19-20), Aden (27), Suez Canal (2-3 October), Gibraltar (19), Modasa returning to Liverpool on the 27th.
Before the year was out, Modasa got in another one-way passage to India, departing Liverpool on 3 December 1944, calling at Gibraltar (10-12), Suez Canal (19-21), Aden (26-27) and reached Bombay on 3 January 1945.
s.s. MANTOLA
Mantola cleared Suez on 11 January 1944 for Port Said (12-18) and back to Suez (20-26) and thence Safaga (3 February), Aden (8-15), Colombo (25 February-21 March), Bombay (25 March-2 May for engine repairs), then to Karachi (4-9), Cochin (14-30), Karachi (3-9 June), Cochin (14-20), Karachi (25 June-3 July), Cochin (7-24), Bombay (27 July-1 August), Aden (9-10), Suez Canal (15-16) and, finally, for home and England for the first time in three years, calling at Gibraltar (28-29) and arriving at Liverpool on 7 September.
Leaving Liverpool on 13 October 1944 for Bombay, Mantola transited the Suez Canal on 5-6 November, called at Aden on 10-11 and arrived at Bombay on the 19th. Departing there on 14 December, she paused at Aden (20-21), passed through Suez (26-27), Algiers (3 January 1945), Gibraltar (5) and anchored off the Downs on the 15th.
Mantola sailed from Suez on 11 January 1944 for Port Said (12-18) and back to Suez (20-26) and thence Safaga (3 February), Aden (8-15), Colombo (25 February-21 March), Bombay (25 March-2 May for engine repairs), then to Karachi (4-9), Cochin (14-30), Karachi (3-9 June), Cochin (14-20), Karachi (25 June-3 July), Cochin (7-24), Bombay (27 July-1 August), Aden (9-10), Suez Canal (15-16) and, finally, for home and England for the first time in three years, calling at Gibraltar (28-29) and arriving at Liverpool on 7 September.
Leaving Liverpool on 13 October 1944 for Bombay, Mantola transited the Suez Canal on 5-6 November, called at Aden on 10-11 and arrived at Bombay on the 19th. Departing there on 14 December, she paused at Aden (20-21), passed through Suez (26-27), Algiers (3 January 1945), Gibraltar (5) and anchored off the Downs on the 15th.
s.s. MATIANA
Matiana, which had arrived at Trincomalee on 7 January 1944, continuing her role as depot ship, finally left there on 14 November and arrived at Bombay on 3 December. Sailing on the 11th, she arrived at Colombo (21) and continued to Madras, reached on Christmas Eve.
s.s. MULBERA
Australia-bound, Mulbera sailed from Bombay on 29 December 1943, via Colombo (4 January 1944), Fremantle (17-18), Melbourne (26-29) and getting into Sydney on the 31st. A long layover there had not leaving until 25 February, calling at Fremantle (8-11 March) and arriving at Colombo on the 27th. Returning to Australia, Mulbera cleared Colombo on 14 April for Fremantle (26-28), Sydney (5 June), Melbourne (7-13), Fremantle (21-23, and returned to Colombo on 22 July and on to Bombay, arriving on the 27th.
Departing Bombay on 20 August 1944, Mulbera coursed again for Colombo (24-25), Fremantle (8-9 September), Melbourne (21) and Sydney (23). Commencing her return passage on 16 October, she called at Melbourne (18-28), Fremantle (3-5 November), Colombo (17-18) and made Bombay on the 22nd.
Making one more outward voyage of a busy year, Mulbera left Bombay on 10 December 1944 for Colombo (14-16) and arrived Fremantle the 29th.
1945
s.s. MADURA
Starting the New Year appropriately enough by departing Sydney on New Years Eve, Madura made a short run to Colombo, but seemed in no hurry, arriving at Fremantle on the 10th and not leaving there until the 21st, thence to Colombo (4-24) and return to Fremantle on 12 March. Departing there on the 14th, made Melbourne on the 21st. Undergoing a refit there, Madura sailed on 14 April for Fremantle (21-28), Colombo (10-17 May), Madras (20-23) and arrived Sandheads on the 26th and Calcutta on 1 June.
Sailing for Australia on 12 June 1945, Madura made the usual calls en route: Colombo (18-19), Fremantle (2-3 July), Adelaide (8-19), Melbourne (20 July-5 August) and back to Fremantle where she docked on the 13th. Departing on the 25th for India, via Colombo (6-17 September) and arriving at Sandheads on the 22nd.
Clearing Calcutta on 10 October 1945, Madura paused at Colombo (16-17) and made Fremantle on the 30th and Sydney on the 10 November. On her final voyage for the Liner Division, Madura sailed from Sydney on the 12th for Fremantle where she arrived on the 20th, and bound finally for home, left there on the 30th.
s.s. MODASA
Modasa, which arrived at Bombay from England on the 3 January 1945, left there on the 16th for Marmugao (17-21), returning to Bombay on the 22th, thence to Mombasa (1-3 February), Aden (11), Suez Canal (17-18), Gibraltar (27 February-1 March) and arrived at Southend on the 11th. Via Milford Haven (4 April), she arrived at Liverpool on the 5th.
Departing Liverpool on 17 April 1945, Modasa transited the Suez Canal (2-3 May), Aden (9), Mombasa (20 May-7 June), Bombay (13-15), Port Okha (16-17), Bombay (25 June-3 July), Aden (13), Suez Canal (19-20), Gibraltar (28), Plymouth (2-3 August), Downs (4) and arrived at Hull on the 5th.
Departing Hull on 1 September 1945, Modasa arrived on the Tyne on the 7thfor refitting for commercial service by Swan Hunter.
s.s. MANTOLA
Mantola began the New Year at Hull in dramatic fashion when a fire broke out in no. 2 hold on 18 January 1945 whilst alongside at Hull which was extinguished before it caused real damage to the ship. She left the Humber on 21 February for London. Clearing Gravesend on the 24th, Mantola called at Gibraltar (5 March), Algiers (6-7), Suez Canal (14), Aden (19) and arrived at Bombay on the 26th. Sailing for England on 11 April, she touched at Aden (18), Suez Canal (13-24), Oran (1-2 May), Gibraltar (3-5) and arrived in the Thames on the 13th.
After being given a considerable refit (at least in terms of the time occupied), Mantola did not depart London again until 1 December 1945 which took her through the Suez Canal (14-15), Aden (20) and Bombay where she arrived on the 27th.
s.s. MATIANA
After two years idle as a depot ship in Ceylon, Matiana stirred in 1945, having arrived at Madras on Christmas Eve. Departing on 6 January 1945, she coursed to Chittagong, Akyab (11) and back to Madras (20 February). Another run to Akyab followed (26-28 March). A refit ensued at Madras 1-24 April after which Matiana cleared on the 25th for Cochin (30 April-6 May), Trincomolee (10) and Rangoon (only just liberated by the British on 2 May) where she docked on 6 May. Remaining there until on 5 June, Matiana sailed for Sandheads arriving there on the 8th.
Upon departure from Sandheads on 28 June 1945, engine trouble had Matiana undergoing repairs until 14 July when she proceeded back to Rangoon (16-22), Madras (26 July-14 August), Colombo (16-18), Cochin(19 August ), and Singapore reached on 18 September, just six days after the city was liberated by 5th Indian Division. Departing on 18 October, Matiana proceeded to Colombo (25 October-2 November), Singapore (9-15) and returned to Madras on the 22nd. She landed 424 returned prisoners of war, five officers, seven NCO's and 412 Indian other ranks.
Matiana cleared Madras on 28 December 1945 and arrived at Colombo on New Years Eve.
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| Mulbera in Australian waters during the war. Credit: Australian War Memorial. |
s.s. MULBERA
Having arrived at Fremantle from Bombay on 29 December 1944, Mulbera proceeded the following day for Melbourne where she arrived on 13 January 1945 and on to Sydney, reached on the 15th. Returning to Bombay, she took leave of Sydney on 10 February, calling at Melbourne (12-17), Fremantle (24 February-1 March), Colombo (13-17), Bombay (20-29), Karachi (31 March-3 April) and back to Bombay, arriving on the 5th.
Again Sydney-bound, Mulbera passed out of Bombay on 10 April 1945 for Colombo (14-15), Fremantle (29), Melbourne (5-12 May) and reached her destination on the 14th. Leaving Sydney on 21 June, Mulbera put into Melbourne (24 June-2 July), Fremantle (11), Colombo (23-27), Cochin (2 August) and arrived at Sandbanks on the 8th.
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| Celebrating VE Day aboard Mulbera at Melbourne. Credit: Australian War Memorial. |
Mulbera's voyage cards for August-September 1945 seem missing so with the lifting of press restrictions, her movements were somewhat covered in newspapers. Departing Calcutta on 25 August and Colombo (8 September, she arrived at Fremantle on the 20th Colombo,and reached Sydney on the 28th.
Spending a considerable time in Sydney (at Pyrmont), Mulbera finally sailed on at 11:40 a.m. 16 November 1945 for Melbourne (18). Clearing there on 1 December, she docked at Fremantle on the 8th and sailed on the 13th for Colombo and Calcutta.
Summing up Madura's war service but reflecting that of her sisters as well, The West Australian paid fitting tribute to her and her sisters' Valiant Voyaging :
"Luckiest ship afoat" is what they call the Madura, British India Line vessel which, after four years in the Far Eastern and Australian service is in Fremantle, homeward bound. The Madura is not a large, luxurious liner; she is a vessel of some 9,000 tons, but she is a worthy descendant of Britain's hearts of oak, a stout-hearted little ship with an air of friendly comfort about her, manned by men who are typical of Britain's seafarers, 100,000 of whom gave their lives in the fight for freedom.
Sailing in convoy, ships have been sunk to starboard and aft of Madura and she has shuddered under the impact of bombs. She has carried thousands of refugees to safety from enemy-invaded countries and, going steadily about her lawful business, has sailed practically every major ocean of the world, helping to uphold Britain's traditional freedom of the seas.
The West Australian, 22 December 1945.
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| Credit: P&O Heritage |
Thanks to the turn of post-war politics, indeed, the East African territories under British control are a happier hunting for a British-owned shipping concern than independent India.
BI Centenary, 1856-1956.
Having conceded the Raj, Britain under the new Labour Government, turned its attention to the once neglected East African colonies and all that BI had sewn in the last quarter of the 19th century would be reaped in the mid 20th. Then, too, BI furthered strengthened their routes and services to Australia, and with P&O, transformed The Eastern Highway of the Empire to Lifelines of the Commonwealth.
The dismal jimmies would have it that Britain and the Empire are finished, instead we should just be starting to show what the Commonwealth can do.
A.J. Wakefield, Overseas Food Corporation, 20 April 1948.
To quote from the author's Sea Safari:
Even before final victory, BI was resolutely planning for resumption of its African services and building a new fleet, encouraged by the post-war future of South and East Africa. The mineral resources of the two Rhodesias seemed boundless, emigration to South Africa boomed, and in British East, hoped-for prosperity was summed up in one word: groundnuts. Intended to supply Britain with badly needed vegetable oil and fodder and to spur a new generation of settlers, the ill-fated but promising programme for the cultivation of peanuts in Tanganyika began in 1947. Initially planned by the Colonial Office, but entrusted to the newly created Overseas Food Corporation, this fantastic scheme envisaged putting three million acres of land into cultivation with highly mechanised farms of 30,000 acres each. Expectations of turning Tanganyika into a Commonwealth vegetable patch were very high and so the estimated £25 million cost of the project. Another £4.5 million was earmarked for a new deep water port (Mtwara) in southern Tanganyika and a new connecting railway.
British India ships and services would play a substantial role in the new British East Africa and indeed hinged much of its post-war fleet replacement on it including the new 10,300-grt Karanja and Kampala built in 1947-48 for the Bombay-East African run and two new African coastal liners, the 2,300-grt Mombasa in 1950 and the 2,629-grt Mtwara in 1951. Plans were finalised in June 1947 begun, finally, for two new ships for the U.K.-East Africa run which had been deferred first owing to the enormous increase in building costs just before the war and, of course, for the duration of it. They would supplant and eventually replace the stalwart Ms but not before they did sterling service in restoring BI's East African Home Line as well as fill-in on the India-Australia run.
In the meantime, three of the Ms-- Modasa, Mantola and Matiana-- would reopen the East African Home Line as soon as they were released from Government service and refitted, starting with Mantola in March 1946.
British India, and two of the "M"s in particular-- Madura and Mulbera-- would play a role in the winding down of the British presence and population in India leading up and right after Independence. When speaking of the enormous global human displacement in the wake of the Second World War, one almost never hears of the estimated 150,000-200,000 Britons residing in India, many of whom had lived there for generations, and by 1948, fewer than 10,000 remained. Given the privations of post-war Britain and with many having no real roots with the Mother Country, a substantial number opted to emigrate to other Commonwealth countries especially Australia and New Zealand.
Prior to the war, P&O's new fleet of fast "Strath" class liners had provided a fast and regular service from Bombay to Fremantle, Adelaide, Melbourne and Sydney. Two were war casualties and the others remained in government service after the war, the first, Strathaird, not being restored to commercial service until January 1948 followed by Strathmore in October 1948 and Strathnaver in January 1950. With an acute demand for berths and cargo space in the meantime, it was arranged to have British India fill the gap by assigning Madura and Mulbera to a regular Calcutta (occasionally Bombay)-Colombo-Fremantle-Adelaide-Melbourne-Sydney cargo-passenger service which Madura had already begun plying the last year of the war. Before the decade was out, they joined their sister Ms on the East African run, restored to monthly frequency, and for which BI ordered their replacements in 1949.
In the meantime, never before in their long and valuable service were the Old Reliables of BI more in demand or more invaluable to restoring the line's fortunes in the immediate post-war era and the late 1940s were indeed their Finest Hour.
1946
R.M.S. MADURA
Already established on the Calcutta-Colombo-Australian run in 1945, Madura would remain on it for a full two years into the post-war era, but first after a major refit a home.
Having departed Fremantle 30 December 1945, Madura, called Colombo on 11-12 January 1946, transited Suez (25-26), passed Gibraltar (3 February) and arrived in the Mersey on the 8th, landing her passengers at Prince's Landing Stage.
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| Credit: Daily Commercial News, 17 July 1946. |
The British India Company's liner Madura after serving in the war years in Eastern waters, is now back in England and will load for East Africa waters… from East Africa she is to proceed to India, there for a time to continue in the British India's Co.'s service to Australia.
Daily Commercial News, 17 June 1946.
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| Credit: The Argus, 17 August 1946. |
Following refitting, Madura cleared the Mersey on 5 May 1946 for Beira, Gibraltar (10), Suez Canal (17-18), Port Sudan (21), Aden (26), Dar es Salaam (15 June) and next reported to have sailed from Bombay for Fremantle, Melbourne and Sydney on 16 July. Calling at Colombo (27-29), Madura returned to Australia with her arrival at Fremantle on 9 August, anchoring first in Gage Roads and then coming alongside A Shed that morning. After bunkering, she sailed the evening of the 9th for Melbourne where she docked the morning of the 16th with 60 passengers. Departing on the 23rd, Madura docked at Sydney's Wooloomooloo piers on at 3:40 p.m. the 25th.
Departing Sydney for Calcutta on 17 September 1946 via Melbourne (19 September-5 October), Fremantle (12-14), Colombo (26 October), Madura reached Calcutta on 16 November.
From Calcutta on 10 December 1946, and calling en route at Singapore, Madura arrived Fremantle on the 28th.
R.M.S. MODASA
Fresh from her post-war overhaul, Modasa left Swan Hunter's on the Tyne for trials on 22 February 1946, returning that evening and berthing at Newcastle Quay. Her first voyage was, in fact still, under the auspices of MoWT Liner Division. Departing the Tyne on 7 March, Modasa proceeded to Gibraltar (13), Suez Canal (20-21), Aden and arrived Bombay on 1 April. There, she was officially released and returned to BI control.
Arriving at Marmagoa on 12 April 1946, Modasa left there on the 15 for Navakakhi and then sailed for England, arriving at Plymouth on 21 May. By the 26th, she was unloading her cargo of linseed in King George Dock, Hull. Modasa sailed for Antwerp on 7 June and was back at Hull on the 29th to load for her first post-war voyage to East Africa and was next reported to have passed Gibraltar (from London and Plymouth) on 18 July, leaving Port Sudan on 4 August, Aden (7), Mombasa (15), Dar es Salaam (21). Northbound from Beira, she arrived at Dar es Salaam on the 27th, Tanga (4 September) and cleared Mombasa for England on the 7th, Aden (12), transited Suez (17-18), passed Gibraltar (24) and arrived Plymouth on the 28th.
The arrival at Plymouth on Saturday of 9,050 tons liner Modasa from East Africa marked the resumption of another of the regular services to the port maintained before the war by the British India Line. The liner brought 206 passengers. After thirteen had disembarked, with 1,023 bags of mail, the Modasa was cleared for London by Weekes, Phillips, and Co.
Western Morning News, 30 September 1946.
Passing Gravesend on 30 September 1946, Modasa berthed late that day in Royal Albert Dock. On 11 October she arrived Newcastle from London to discharge her 2,500-ton cargo of sisal, the first brought direct to the port from Africa, and sailed on the 16th for Middlesbrough.
In the much diminished post-war state of newspaper shipping columns, Modasa's next departure from London for East Africa was unrecorded and not reported until her arrival at Port Said on 17 November 1946. She made ensuing calls at Port Sudan (22), Aden (25), Mombasa (1 December), and Tanga (7).
R.M.S. MANTOLA
Having arrived at Bombay from London on 27 December 1945, Mantola sailed for home on 10 January 1946, via Suez Canal (28-30), and arriving Liverpool on 11 February.
Resuming the East Africa run, Mantola cleared the Mersey on 21 March 1946, going through Suez (1-2 April), calling Port Sudan (5-6), Aden (9), Mombasa (16), Zanzibar (25), Dar es Salaam (26) and arrived at Beira on 2 May. Homewards, she cleared Zanzibar (15), Tanga (19), Suez Canal (31 May-1 June) and her subsequent arrival home was unrecorded.
Mantola made her first post-war sailing from London for East Africa on 30 July 1946. Her next reported call was not until Port Sudan (16 August) and she arrived at Mombasa on the 26th, with ensuing calls at Dar es Salaam (4 September) and reaching Beira on the 9th. Northbound, Mantola cleared Zanzibar (22), Tanga (25), Suez Canal (11-12 October), Gibraltar (18) and made Plymouth on the 22nd, landing all 191 passengers there as well as 229 bags of mail before resuming passage to Sunderland. Arriving there on the 25th, she had 3,000 tons of sisal to discharge.
One of the biggest ships to enter the Wear, the British Steam Navigation Co.’s twin-screw steamer Mantola (11,000 tons) berthed alongside the Corporation Quay to-day began to unload 3,000 tons of sisal lor in the North-East. Skippered by Captain C. J Feller, of London, the Mantola has come from the East African ports with general cargo and a number of passengers who were landed at Plymouth. After the 3,000 tons of sisal is discharged she will leave the port for London, probably on Wednesday.
Sunderland Daily Echo, 26 October 1946.
Mantola arrived at London on 2 November 1946.
Bound for Beira, Mantola was next reported transiting the Suez Canal 14-15 December 1946, calling at Port Sudan (18) and arriving Beira on 14 January 1947.
R.M.S. MATIANA
Ringing in the New Year at Colombo, Matiana departed there on the 22nd, for Singapore (31 January-1 February 1946), Hong Kong (11-22) and arrived at Singapore on the 2nd. Leaving on 29 March with 350 deck passengers and 100 First Class, almost all Indians, she arrived at Calcutta on 6 April.
Released from the MoWT Liner Division on 1 May 1946, Matiana was refitted at Calcutta for commercial service commencing 25 July.
R.M.S. MULBERA
Mulbera would spend the first two years after the war on the Calcutta-Australian run she had maintained during much of it, and would be joined on it by Madura, as demand for the route, especially passenger space outbound burgeoned when the situation in India deteriorated for British residents there and many opted to resettle in other Commonwealth countries like Australia and New Zealand.
Departing Calcutta on 26 January 1946, Mulbera cleared Colombo on 6 February and arrived Fremantle the morning of the 19th. Her landing passengers included army officers and the last of RAAF men returning from India, missionaries and a former Polish count settling in Australia.
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| Credit: The West Australian, 22 February 1946. |
Her call there was marked by a tragic accident when on the night of the 22nd for some unexplained reason, two men fell from the ship some 40 ft. onto Victoria Quay, one of them being the ship's former chief steward, W. Boyd, travelling as a passenger on leave, who later died in hospital. He had fallen between the ship and the wharf and rescued by other ship's officers. A preliminary inquest indicated that a scuffle preceded by drinking had precipitated the men accidentally falling overboard.
Departing Fremantle the morning of 22 February 1946, Mulbera docked at Melbourne on the 28th. She sailed for Sydney on 6 March, arriving there on the 9th, berthing at Pyrmont.
Mulbera cleared Sydney on 5 April 1946, among her passengers was Miss Betty Kezelman who was bound for Palestine to join the Jewish Community Settlement there and seen off at the wharf by fellow Zionists in Sydney. The passage to Melbourne was accomplished in a 60-mph gale in one of the worst storms off the Victoria coast in years:
Mulbera from Sydney, which was seven hours late, struck the worst of the storm about 3 am. A steel lifeboat davit snapped and left the boat hanging suspended over the side. Lower decks were awash and water entered several cabins. Few of the 78 passengers were in the dining room for breakfast.
At the Heads oil had to be poured to the leeward side of Mulbera to calm the waters to allow the pilot to board. The boat lowered by the pilot vessel took 12 minutes to reach Mulbera, which was only 100 yards away. One huge wave struck the pilot ship and carried away rigging.
The Argus, 9 April 1946.
Mulbera finally arrived at Melbourne on 8 April 1946, sailing on the 17th. Five more young Zionists embarked there, bound ultimately for Palestine and seen off from Station Pier by hundreds of Jewish residents." Many of the several hundred Jews present were in tears and sad Hebrew farewell were sung when five young Jews, all in their early 20's,waved the Jewish Star of David flag as the Mulbera left Port Melbourne yesterday for Palestine. Before the ship sailed Jewish folk dances were performed on the pier." (The Argus, 18 April).
Her sailing was also one of the first since the war to feature the traditional "streamer farewelling" a hallmark of Australian quayside leave taking:
The Mulbera sailed for Colombo and Bombay yesterday with streamers flying in traditional pre-war manner and I suppose everyone bidding farewell to the ship felt as stirred as I, for this sailing represented all the rewards of peace-- travel, holidays, passenger ships at sea.
The Argus, 18 April 1946.
Mulbera arrived at Fremantle on 26 April 1946, to load wool, departing there on the 30th. Calling en route at Colombo on 13 May, her subsequent arrival at Bombay was not recorded.
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| Mulbera flying quarantine flags alongside at Fremantle. Credit: Daily News 19 July 1946. |
From Bombay 23 June 1946 and Colombo on 8 July, Mulbera arrived Fremantle on the 19th and made herself most unwelcome when, after anchoring in Gage Roads and taking on quarantine officials, it was discovered a passenger aboard was suspected of having smallpox:
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| Credit: The West Australian, 20 July 1946. |
A suspected case of smallpox among the passengers on the liner Mulbera, which reached Fremantle yesterday from India and Ceylon, resulted in the ship's being placed in quarantine. A quarantine official boarded the Mulbera on her arrival in Gage Roads yesterday morning, and she was brought alongside Victoria Quay with the yellow flag flying. denoting that she had not been granted pratique. A second doctor then went aboard, being the only person allowed to do so, and about 20 minutes later it was announced that the ship was in quarantine. People had gathered on the wharf to welcome friends and relatives, but they were ordered of the wharf which was barricaded, with a police guard, to ensure that nobody entered or left the ship while she took on fuel and water. During the afternoon the Mulbera moved out again to Gage Roads, where, it understood, she will be in quarantine until tomorrow morning.
The sick person is a woman passenger it was stated yesterday that the diagnosis of smallpox could not be definite until today, when quarantine doctors will again visit the ship. The Mulbera is carrying about 150 passengers, pine of whom are for this State, but what steps will be taken in regard to them is indefinite pending the result of this morning's investigation. It is thought likely that, that the event of smallpox being diagnosed, the ship may be ordered to proceed to Melbourne, so that the whole of the 14-day quarantine period would not be spent lying at anchor. In that case the sick woman and passengers for Western Australia might be landed the quarantine station at Woodman's Point.
The West Australian, 20 July 1946.
Mulbera which arrived in Gage Roads at 7:35 a.m. on 19 July 1946, berthed at E Shed, Victoria Wharf at 9:15 a.m. and then return Gage Roads at 4:20 p.m. under quarantine pending a thorough examination of the suspected passenger. The diagnosis was that she, in fact, did not have smallpox and Mulbera was granted practique and allowed to berth the evening of the 20th. However, she was not able to depart for Melbourne as planned on the 21st owing to "boisterous weather" off the Heads. Unloading her West Australian cargo, she resumed passage for Adelaide at 5:20 p.m. on the 22nd, and arrived there on the 27th, coming in with 14 passengers landing there and 223 through to Melbourne and Sydney. Clearing Adelaide at 5:00 p.m. on the 28th, Mulbera made Melbourne on the 30th, apparently to the relief of the adult passengers:
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| Credit: The Age, 31 July 1946. |
So many children travelled in the steamer Mulbera, which arrived from India yesterday, that it was often difficult for adult passengers to find a peaceful spot. According to one of the officers the din reached its peak when "hostile tribes" raced through the passages and all parts marked "No admittance' with "guns" at the ready. As a result of these adventures the nursery, the rocking horses, sports gear and deck chairs had a bad time. The ship carried 58 children in a total of 170 passengers.
The Age, 31 July 1946.
Sailing from Melbourne on 6 August 1946 for Sydney, Mulbera docked at Pyrmont on the 9th. Bombay and Karachi-bound, Mulbera left Sydney's Circular Quay at 3:30 p.m. on 7 September 1946, calling at Melbourne (9-18), Fremantle (25), Colombo (7-8 October), Bombay (11) and arriving at Karachi, although the date was not recorded.
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| Credit: Sun News Pictorial, 24 December 1946. |
Mulbera left for Australia from Bombay on 28 November 1946 and reached Fremantle on 15 December. Among her passengers were Lt. General Sir Noel Beresford-Peirse and Lady Beresford-Peirse, en route to New Zealand and England. A short call there had Mulbera departing for Melbourne on the 16th where she berthed at Victoria Dock on the 23rd. After Christmas there, Mulbera cleared for Sydney on New Years Eve.
1947
R.M.S. MADURA
Ringing in the New Year at Fremantle, Madura proceeded to Adelaide (2 January 1947), Melbourne (5-11) and reaching Sydney on the 13th. Clearing there for Calcutta on the 29th, Madura called at Melbourne (30 January-18 February) and Adelaide on the 21st, where she arrived with already 170 passengers aboard, mostly Indians, and took on 600 tons of cargo and several race horses destined for Ceylon. Departing on the 22nd, Madura arrived at Fremantle on the 27th and sailed on 4 March and arrived Calcutta on the 27th.
British India announced in May 1947 a new direct service from Australia to Mauritius and East Africa to commence from Abadan the end of the month by Pemba.
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| Credit: The Western Australian, 31 May 1947. |
Madura's departure from Calcutta on 5 May 1947, did not see her make it very far when she ran aground in the Hooghly:
As a sequel to an 85-day strike of native employees of the Calcutta Port Commissioners, the steamer Madura, which reached Fremantle yesterday, ran aground in the Hooghly River when leaving the port. cause the strike had been settled two days before the mishap. tugs were available to tow her off after she had been aground for 12 hours when the tide was at high water springs.
It was stated yesterday that if she had not been freed then, she would probably have remained stuck in the mud at least until the next high water springs 14 days later. Because of the strike, no dredging had been done in the Hooghly. which had in places silted up very quickly, it was learnt. As result, the depth of ships using the port had to he restricted so that large ships fully laden could not be received. On one day ships with a draught of more than 14ft. 6in. could not use the river.
The West Australian, 31 May 1947.
Pulled off after 12 hours, Madura proceeded, calling at Colombo on 16-18 May 1947. Madura's usual commander, Capt. Peter Taylor, who had been ill, flew from Adelaide to Perth on the 27th to rejoin his ship at Fremantle on her arrival, relieving Capt. P. McGuire. Arriving in a chilly winter Fremantle from sweltering India was quite a shock for her passengers:
Passengers from India aboard the Madura, which reached Fremantle yesterday, shivered despite their heaviest clothes as a bleak wind swept the liner's decks while she was entering the harbour. Those who bad come from Calcutta, in particular, experiencing change of climate. They recalled that in April last Calcutta had experienced the hottest month for 45 years, with the temperature between and 112 degs. on most days and humidity up to 99 per cent.
The West Australian, 31 May 1947.
Among her passengers were Brig. G.B. Powell, military secretary to the Governor of Madras for the previous five years, Col. G.H. Pulling, an officer of the Fifth Gurkha Regiment since 1918, and laterly a commander of the South Persia region on his retirement, and Capt. A.C. Doran, asst. harbour master at Calcutta, travelling on leave. Also aboard was Mr. R.S. Larkin, a partner of Mackinnon, Mackenzie Ltd., managing agents of British India, who told The West Australian (31 May) that "It was not expected that the liners Madura and Mulbera, now carrying passengers between Australia and Ceylon and India, would remain on run when the P and O ships returned to the berth, but they would probably revert to their pre-war run between London and East Africa."
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| Credit: The Argus, 10 June 1947. |
Clearing Fremantle on 1 June 1947, Madura called at Adelaide on the 6th, having 119 passengers, 21 landing there, most of whom were British-Indian families settling in Australia. She sailed for Melbourne the following day where she docked on the 9th, landing 99 passengers there, mostly British women and children fleeing India. Capt. H.E. Gatley, a British Army officer accompanying them, said there were more than 3,000 whites in India "anxiously seeking passage to Australia because of the uncertainty of the situation there." (The Argus, 10 June).
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| Credit: The Age, 10 June 1947. |
Captain Maguire transferred from the bridge to the passengers' accommodation when his wife joined the ship at Fremantle. A company regulation prohibits masters travelling with their wives. The "relief" skipper, Captain Peter Taylor, who had been on leave, took over. and Captain Maguire enjoyed his seven months' leave in Australia. His wife, who lives' at Middle Brighton, said yesterday: "I have been married for 15 years, but altogether I have been with my husband only 20 months. We have to almost stop each and look before we recognise other. So you cannot wonder that I went to Fremantle to meet him." Captain Maguire said he was so unaccustomed to living ashore--this was his first leave since before the war--that he hardly knew how to cross the road.
The Age, 10 June 1947.
Failure of the lights just before a cocktail party was due to begin aboard the Madura at Princes Pier, Port Melbourne, late yesterday afternoon, necessitated the party which being added held in candlelight, considerably to its enjoyment. With dusk settling quietly and lights beginning to reflect dimly in the water seen through the ship's drawing room windows, the setting was delightful for a party. The host was who Chief Wireless Officer Buchanan, gave the party in honor of the cast of Othello, which will be produced at the Melbourne Repertory Theatre, Middle Park, from July 10 till July 19.
The Age, 27 June 1947.
Not proceeding to Sydney this trip, Madura turned around at Melbourne departing there on 28 June 1947 and made her maiden call at Hobart (30 June-2 July) and after an exceptionally rough passage with 80 mph winds on departure, arrived at Adelaide on the 12th. There, she embarked 20 steel railway waggons which were carried as deck cargo and loaded aboard the ship from the SA Harbour Board's giant floating crane, and 106 sets of bogies for discharge at Calcutta also put aboard by the ship's own derricks.
However, the day Madura was to have sailed from Adelaide 15 July 1947, a slight leak was discovered in her no. 1 hold, filled with potatoes and general merchandise, and believed to have been caused by one or more sprung rivets during her rough crossing from Hobart. All of the cargo had to be removed from the hold for the damage to be ascertained and repaired, and her sailing delayed for 10 days. Many of her interstate passengers opted to continue to Fremantle by rail.
Repaired, Madura cleared Adelaide on 26 July 1947 for Fremantle (31 July-2 August), Colombo (15) , Madras (4 September) and arriving Calcutta on 3 September.
Sailing from Calcutta on 27 September 1947, Madura called at Colombo (3-8 October) and reached Fremantle on the 19th and Adelaide on the 26th. There she discharged 5,800 tons of gunnies, coconut, chests of tea, shellac and fibre. By the next day, there were three BI ships in harbour: Pentakota from the Persian Gulf and Obra loading for Singapore and Rangoon.
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| Credit: The Advertiser, 31 October 1947. |
A horse which fell between side of the steamer Madura and the wharf at Port Adelaide yesterday morning swam nearly a quarter of a mile across the river to a beach at Birkenhead.
The horse had become entangled in a cargo net and stepped backwards over the edge of No. 12 berth, dragging A wharf trolley with it.
Waterside workers pushed the Madura away from the quay to prevent the horse from being crushed, and Mr. J. Forst, of Elizabeth street, Rosewater, went down on a rope and freed it from the harness.
After swimming clear of the ship the horse was led by a Harbors Board launch to the beach on the Birkenhead side of the river where it was assisted from the water by Mr. L. A. Boots, of Cedar avenue, Royal Park.
The horse, owned by W. Gibb and Sons and leased to a stevedoring company for wharf dragging work. was uninjured.
The Advertiser, 31 October 1947.
Clearing Adelaide for Melbourne on 5 November 1947, Madura arrived there on the 7th. Among those landing there were 15 high British Army officers and two judges quitting India.
Departing Melbourne for India on 10 December 1947, Madura called en route at Geelong (13), Hobart (15-18) and arrived at Adelaide on the 21st. She was originally scheduled to leave on Christmas Eve with 100 passengers:
The majority of the passengers are travelling to Fremantle and were originally booked in the interstate Duntroon, whose next, voyage to Western Australia was cancelled following an engine breakdown in the Great Australian Bight on December 5. The Duntroon is undergoing repairs be at O berth Birkenhead, and will probably delayed for several weeks yet. The Madura, turbine steamer built In 1921. is loading approximately 600 tons of wheat and 200 tons of barley in addition to quantity of general cargo for Colombo, Madras and Calcutta.
The Advertiser, 24 December 1947.
But instead, delayed in final loading by heavy rain and short of wharfside labour over the holiday, Madura spent Christmas and then some at Adelaide, causing even more delay for her long suffering ex-Duntroon passengers. About 20 of her through passengers remained aboard but most of her interstate passengers gave up and went by train to West Australia instead. Madura finally cleared Adelaide at first light on 31 December 1947.
R.M.S. MODASA
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| Credit: Western Morning News, 29 January 1947. |
Northbound from East Africa to start the New Year, Modasa cleared Zanzibar on 30 December 1946, Tanga (31), Mombasa (4 January 1947), Aden (11), Suez Canal (15-16), and, fully 24 hours late owing to bad weather, arrived at Plymouth on the 28th with 201 passengers. "It was in the Mediterranean--from Suez to Gibraltar--that the worst gales were experienced and speed had to be reduced to prevent discomfort to the passengers." (Western Morning News, 29 January 1947). Modasa berthed in London the following day. Departing there on the 20th for Sunderland (arriving the morning of the 26th), she was the second BI ship on the East African run to visit the port and discharge 90 tons of asbestos and 2,000 tons of sisal there.
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| Credit: Sunderland Echo, 28 February 1947. |
Sailing from Hull on 4 April 1947, once again British newspapers seemed still under wartime "blackout" when it came to reporting departures from London so the next reported movement of Modasa was at Port Sudan on 16 and arrival at Mombasa on the 27th. Northbound, she was reported clearing Zanzibar on 24 May, Tanga (26), Mombasa (30), Suez Canal (11-12), and putting in one of her fastest voyages to day, arrived early at Plymouth on 23 June:
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| Credit: Western Morning News, 26 June 1947. |
On her 77th voyage from East Africa, the 26-years-old India liner Modasa reached Plymouth on Monday afternoon well ahead schedule after one of the fastest trips of her career.
She was not due until daybreak yesterday, but although steamed at 'slow ahead' for long periods, favourable weather speeded-up her arrival.
To avoid inconvenience to passengers, however, it was cided to adhere to the original plans to disembark yesterday morning.
Before Modasa left Port Said her commander, Capt. R. G. Drummond. had been advised of detailed plan arranged by the local agents, Messrs. Weekes, Phillips, and Co., in conjunction with the Great Western Railway, and consequently everything was in readiness board when the ship anchored.
One result of this prearranged collaboration was that a tender, which went out on Monday night, was back in just over four hours, during which time immigration officials completed their formalities, dockers and postal officials transferred from the ship to the tender and sorted 3,500 bags mails at the rate of more than 1,000 an hour, and routine ship's business was transacted.
The rapid work was continued yesterday when another tender brought passengers and over 3.000 pieces of luggage ashore half hour ahead of schedule. Less than three hours after the tender's arrival passengers and luggage were on their way London in the special train.
Western Morning News, 25 June 1947.
Proceeding direct to the Tyne, Modasa arrived at Newcastle on 25 June 1947 and shared Newscastle Quay with the brand new BI Persian Gulf liner Dwarka ready to depart on her delivery voyage.
Departing Middlesbrough on 23 July 1947 on her next voyage to East Africa, Modasa left London on 9 August for Beira. Next reported clearing Aden (29), Modasa, now northbound, left Zanzibar on 16 October and Tanga on the 19th, Aden (30), Suez Canal (5-6), and arrived Plymouth on the 18th. "Dockers in Plymouth claimed this as a record yesterday: The 9,070-ton liner Modasa was cleared of 1,200 pieces of baggage, 2,400 bags of mail, and 181 passengers in a day." (Daily Express 19 November).
R.M.S. MANTOLA
Homewards, Mantola called at Dar es Salaam on 26 January 1947 , Zanzibar (30), Tanga (31), Mombasa (2-4 February), Aden (11), transited Suez (16-17) and arrived at a frigid Plymouth on 2 March, astonishing her passengers returning from sultry East Africa:
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| Credit: Western Morning News, 3 March 1947. |
Scores of people returning to England after as long as ten years in the tropics came ashore at Plymouth yesterday to find the sea frozen.
They were among the 193 passengers, 55 of whom were children, who disembarked from the British India liner Mantola, which had brought them from East Africa. All were shivering, although the sun was shining brightly as they stepped ashore at Millbay Docks.
'We heard on the radio that , was cold in England, but we did not expect to be quite bad.' declared one passenger. 'We really had no warning apart from the wireless news, because all the way home the weather was fine, and the sun was quite warm until we reached the approaches to the English Channel.'
While the baggage examination was taking place at Millbay, watermen at the Barbican were. for the first time in living memory, breaking the ice in order to move , boats from their moorings. "The ice was quite half an inch thick on the sea near Customs House steps." one boatman told a Western Morning News reporter. The Mantola was cleared for London by the local agents, Messrs Weekes, Phillips, and Co.
Western Morning News, 3 March 1947.
Mantola arrived at London on 3 March 1947 and proceeded to Newcastle where she docked on the 20th.
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| Credit: Shields Daily News, 24 March 1947. |
Sailing from London on 24 April 1947 for East Africa, Mantola transited the Suez Canal 6-7 May in company with Georgic (bound for Bombay), and arrived Mombasa on the 22nd and Beira on 7 June. Departing for home on the 15th, Mantola cleared Tanga (22), Mombasa (26), Aden (2 July), Port Sudan (4), Suez Canal (8-9) and arrived Plymouth on the 21st, Hull on the 23rd and Sunderland on the 29th where she discharged 1,200 tons of sisal. Continuing her cargo unloading perambulations, she arrived at Antwerp on 20 August.
Mantola cleared the Thames for Beira on 6 September 1947 and next reported transiting the Suez Canal 11-12, Port Sudan (22), Aden (25) and Mombasa (2-10 October), Zanzibar (21) and Beira (25). Northbound, she cleared Tanga (18 November), Aden (29, in company with Orion), Port Sudan (3 December), Suez Canal (6), Plymouth (16) and arrived London on the 20th.
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| Credit: Liverpool Daily Post, 20 December 1947. |
Mr. Jeremy Lawrence. twenty-nine-years-old Civil servant, coming home from Uganda in the British India liner Mantola, landed at Plymouth yesterday, to learn by telegram that his father, whose home was at Bridlington, had died suddenly--as his mother did when he last landed in England two. years ago.
It was a sad homecoming, too, for eleven-years-old Nina Wood and her sister Marv, aged four, who left Nairobi a month ago with their mother to spend their first Christmas in England with a grandmother at Tonbridge. Soon after leaving Mombasa their mother, Mrs. Stella Violet Wood, was, taken ill and before the liner reached Port Sudan she had died.
Liverpool Daily Post, 20 December 1947.
R.M.S. MATIANA
Completely refitted by BI's Garden Reach shipyard at Calcutta, Matiana resumed commercial service on departure on 24 January 1947. Calling at Colombo (30 January-4 February) and arrived at Bombay on the 2nd. Destined to resume her old associations with East Africa, Matiana left on the 20th for Mombasa (7 March) and Beira (22). Finally bound for the Old Country, she cleared Zanzibar (26), Dar es Salaam (27), Mombasa (30 March-2 April), Aden (8), Port Sudan (12), Suez Canal (15-16), Plymouth (28) and London (29).
Arriving at Middlesbrough on 21 May 1947 to load for her first post-war outbound voyage to East Africa, Matiana left there for London on the 30th. One of her "passengers" was a 15-month-old Ayrshire bull headed for Kenya. Clearing the Thames on 14 June 1947, she transited Suez (28-20), called at Port Sudan (2 July), Aden (5-6), etc. her subsequent outbound stops not being record. Homewards, Matiana left Dar es Salaam on 20 August, Tanga (21), Aden (1 September), Suez Canal (9-10) and arrived at Plymouth on the 23rd.
Plymouth shipping authorities had one of their busiest days in recent weeks yesterday, when three liners called the port. First arrival was the British India Steam Navigation Company's Matiana (9,044 tons), from. Beira to Newcastle and London. She landed 178 passengers and bags of mail, and was cleared by Messrs. Weekes, Phillips, and Co., Ltd. Among her passengers were Mr. and Mrs. A. R. Piddock, of 11, Briardale road, North Prospect. Plymouth. Mr. Piddock, Civil servant, has just completed 21 years work in East Africa.
Western Morning News, 24 September 1947.
Matiana arrived at Newcastle on 26 September 1947, departing there on 1 October for London.
Departing for East Africa on 5 November 1947, Matiana transited the canal (18-19) and next reported arriving at Zanzibar on 10 December.
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| Mulbera. Credit: Australian National Maritime Museum. |
R.M.S. MULBERA
Mulbera arrived at Sydney from Melbourne on 2 January 1947, berthing at Woolloomooloo at 4:00 p.m..
Clearing Sydney Heads on 18 January 1947, Mulbera was again Bombay-bound. Calling at Melbourne (20-27), at Adelaide on the 29th, she loaded 1,740 tons of flour for India and rail trucks for Ceylon before sailing on the 31st. Mulbera and BI's Chupra (from Bombay) arrived together at Fremantle on 9 February, Mulbera taking on a cargo of wheat for India there, but a strike there by longshoremen had them join ships already idled there. After two days, the strike was finally settled and she left for Bombay on the 15th. Calling at Colombo on the 27th, Mulbera arrived at Bombay on 8 March.
Mulbera, leaving Bombay on 31 March 1947, calling at Cochin (3 April), Colombo, Fremantle (20-22) and Adelaide (27-28), arrived at Melbourne on the 30th with 150 passengers, 47 landing there. Most were British and Europeans fleeing India and settling in Australia. Also returning were three Australian jockeys who had ridden in India the last season, but Congress had decried that racing in India would be ended within six years and they joined the exodus. Mulbera left on 7 May for Sydney where she arrived on the 9th, berthing at Circular Quay and later shifting to Woolloomooloo and later still to Pyrmont to load for her return voyage.
Departing Sydney on 14 June 1947, Mulbera called at Melbourne (17-24), Adelaide (27-30) and Fremantle where she arrived on 6 July. During her call there, Field Marshal Viscount Montgomery visited the port, Mulbera putting in an extra effort for the occasion:
Fremantle harbour was gay with bunting yesterday in honour of the visit of Field Marshal Viscount Montgomery. Almost every vessel in the harbour was "dressed" for the occasion, but the most original "hoist" of flags was made by the steamer Mulbera. Three sets flags were flying from her crosstrees, and inspection revealed that they consisted of letters of the international code spelling out "Monty, you beaut.".
The West Australian, 11 July 1947.
Departing Fremantle on 12 July 1947, Mulbera called at Colombo (24 July-4 August), Cochin (11) and arrived Karachi via Bombay on 2 September.
Mulbera cleared Bombay for Australia on 16 October 1947, calling at Cochin (20), Fremantle (23 November) and Adelaide (8-9) where she landed seven passengers and 107 tons of coir matting before resuming passage with 200 passengers for the Eastern States. She reached Melbourne on the 11th, departing there on the 15th and making Sydney on the 17th. Among those landing there were four British Indian Army officers and their families;"Most married Army men want to get their wives and children out of India as soon as possible. They are worried about conditions in England. Many are returning to Australia as the best place for their families."(The Daily Telegraph, 18 November). Ormonde arrived the same day from England with the first 400 assisted migrants.
Sailing from Sydney at 9:00 p.m. on 30 November 1947 for Newcastle, Mulbera arrived there on 1 December for cargo loading, returning to Sydney on the 23rd.
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| Madura at Fremantle. Credit: Australian War Memorial. |
1948
R.M.S. MADURA
Madura, en route to Calcutta, arrived at Fremantle on 5 January 1948. Amid an outbreak of infantile paralysis in South Australia, only children bound there were permitted to go ashore at Fremantle and would have to spend 21 days quarantined in their own homes. Madura sailed on the 10th, calling at Colombo (22), Madras (28), Vizagapatam (3 February) but her arrival at Calcutta seems unrecorded.
Departing Calcutta on 28 February 1948, calling Colombo (8 March) Madura arrived Fremantle on the 16th. Among her passengers landing there was Capt. C.A. Vaughan, as supernumerary master, who was retiring in Western Australia after 34 years service with BI, 17 of them as master, last commanding Obra. On the 17th Madura continued on to Adelaide (22-25), Melbourne (27 March-2 April) and arriving Sydney on the 6th, berthing at Circular Quay.
Getting Madura off and away from Sydney on this trip seemed most difficult indeed-- originally schedule for 27 April 1948, she in fact did not sail for Calcutta until 5:00 p.m. on 7 May after a full month in port. She called, en route, at Melbourne (9-22), Adelaide (25-27) and came into Fremantle on 3 June to find every berth still occupied and despite her passenger/mailship status, Madura was obliged to anchor in Gade Roads until a slip was vacated the next morning at B Shed when the freighter Dorigo sailed. Madura departed Fremantle on 10 June and reached Calcutta on 3 July.
Departing Calcutta for England on 12 October 1948, Madura was the last "M" class liner to sail from India, ending an association that had endured for 35 years and, indeed, was the last BI passenger liner to sail from India to Britain. Calling at Colombo (22), transiting Suez (9-10 November), Algiers (18-19), Gibraltar (21), Plymouth (26) and arrived at London on 2 December. Her cargo of jute was transferred to coasters for Dundee.
R.M.S. MODASA
Modasa departed London on 24 December 1947 for East Africa, called Aden (11) arrived Mombasa on 16 January 1948, and called at Zanzibar (26-27). Northbound, she left Mombasa on 27 February, clearing Port Sudan (7 March), transiting Suez 10-11 and arriving at Plymouth on the 23rd, once again the trusty Western Morning News was the only newspaper to record the voyage:
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| Credit: Western Morning News, 24 March 1948. |
Twenty British subjects landed England for the first time when in they came ashore at Plymouth from the British India liner Modasa yesterday.
They were among the 38 children, whose ages ranged from 11 years to three months, and were included in the 195 passengers coming home from East Africa and Egypt. The oldest passenger was 80-vears-old white-bearded Bishop Tirinnanzi, who, after 55 years in India and Arabia, is on his way to Manchester to undergo an operation. The Modasa, which also brought more than 1,000 bags of mails, was cleared for London by the local agents. Weekes, Phillips, and Co.
Western Morning News, 24 March 1948.
Outbound for East Africa, Modasa passed Gibraltar on 6 May 1948 and reached Mombasa on the 24th, Zanzibar (6 June) and Beira on the 26th. Homewards, she cleared Dar es Salaam (7 July), Tanga (10), Aden (22), Port Sudan (26), transited Suez (29-30) and arrived at Plymouth on 11 August. Among her passengers was the famous Liverpool cotton magnate and philanthropist, Sir John Shute, aged 73, who was landed seriously ill, having suffered a heart attack in Kenya and then developed pneumonia during the voyage. Sir john passed away on 13 September. "Exceptionally hot weather in the Red Sea caused an unusual amount of illness among the 197 passengers, and one, Miss Maud Heath, collapsed and died from the heat exhaustion. She was buried at sea. Miss Health, who was 77, had spent of her life in Kenya." (Western Morning News, 12 August 1948).
Modasa berthed at London on 12 August 1948. She then proceeded to Falmouth to undergo a major refit at Silley & Cox's yard that lasted the remainder of the year.
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| Mantola. Credit: eBay auction photo. |
R.M.S. MANTOLA
Mantola departed London for Beira on 7 February 1948, transiting Suez (19-20), and next reported departing Zanzibar on 12 March. She reached Beira on 3 April. Homewards, Mantola called at Zanzibar (11-13), Tanga (13-16), Mombasa (15-20), Aden (26), Port Sudan (29-30), transited Suez (2-4 May), passed Gibraltar (10),called at Plymouth on the 16th and arrived London the following day.
Clearing the Thames for East Africa on 24 July 1948, Mantola reached Mombasa on 17 August and Zanzibar on the 27th. Homewards from Beira on 16 September, she called at Dar es Salaam (19), Zanzibar (22), Mombasa (24-29), Aden (4 October), etc., arriving Plymouth on the 22nd.
Making her final outbound voyage that year, Mantola left London on 2 December 1948, calling Port Sudan (19), clearing Aden on Christmas Eve, Tanga (12 January 1949), and arriving Beira on the 21st.
R.M.S. MATIANA
Homewards in the New Year from East Africa, Matiana cleared Dar es Salaam on 22 January 1948, Mombasa (27), transited Suez (12-13 February), Gibraltar (23) and arrived at Plymouth on the 28th with a dramatic tale of an unsuccessful effort to save the life of an officer of another vessel:
Radio Bid To Save Man's Life At. Sea while the British India liner Matiana steamed at full speed for six hours in answer to an SOS Its surgeon directed by radio the fight to save the life of the third officer of a tanker dying in his bunk from throat wounds.
This drama of the sea was revealed when the Matiana reached Plymouth yesterday from East Africa.
The Matiana picked up the SOS in mid-ocean from the tanker Tamaha (6,000 tons), owned by the Socony-Vacuum Transportation Company.
She at once altered course.
Radio bulletins of the officer's condition were flashed every hour by the Tamaha. And went details of first-aid treatment from the liner's surgeon, Dr. N. B. Eilenburg.
When the ships met in the early morning Dr. Eilenburg was rowed across to the Tamaha and found the third officer lying dressed with two deep gashes on either side of his throat.
His jugular vein had been severed. Blood transfusions were begun at once, but within an hour the officer had died without speaking.
Dr. Ettenburg said yesterday: 'They were the deepest throat wounds I have seen. It is impossible to say how they were inflicted.'
Weekly Dispatch, 29 February 1948.
Matiana came in with 180 passengers and 2,000 bags of mail.
Clearing the Thames for Beira on 16 April 1948, Matiana's ensuing voyage was ignored in the shipping columns, but arrived Mombasa 13 May. Departing Beira for home on 19 June, Dar es Salaam (23), Mombasa (2 July), Suez Canal (15-16), she was last reported inbound from Gibraltar on the 25th.
Barely recorded by the press, Matiana left London for East Africa on 11 September 1948, arriving Mombasa 6 October, Tanga (11), Zanzibar (23) and arrived at Beira on 5 November. Landing at Mombasa, was His Highness Edward Mutesa II, Kabaka of Buganda, returning from three years of study at Cambridge and who flew onwards to Kampala. from Mombasa. Homewards, Matiana cleared Zanzibar on the 18th, Mombasa (22), Port Sudan (4 December) and arrived at Plymouth on the 21st.
While the 9,045 tons British India liner Matiana was steaming at full speed through the Red Sea to bring home in good time for Christmas 175 Britons from East Africa, SOS signals from a native dhow were reported. The ship was hove-to and a lifeboat with a doctor and other officers was sent to investigate. In a variety of and by signs they sought to discover the trouble- whether there was sickness, shortage of water or food, or risk of foundering. All questions and gestures met with a blank response until a cigarette was lit. Then came an insistent demand from 16 dusky throats for 'tabac' and matches.
Six hours were lost because of the Matiana's ready response to the unwritten law of the sea--to give all help to a vessel in distress -but the passengers were not at all upset by the delay when they arrived at Plymouth yesterday. They were swiftly brought ashore by the local agents, Weekes. Phillips and Co., and formalities were quickly completed to enable them to catch the boat train.
Western Morning News, 22 December 1948.
Matiana berthed at London on 22 December 1948.
R.M.S. MULBERA
After another long layover in Sydney, Mulbera finally left there on at 7:20 a.m. on 11 January 1948 for Bombay, via Melbourne (14-28), Fremantle (4-7 February) where she loaded cargo, including 500 tons of potatoes, and arrived at Bombay on the 24th.
Departing Bombay on 20 March 1948 for Australia, Mulbera called at Colombo (28-31), Fremantle (10-15 April), arriving Adelaide on the 17th with 183 passengers and 500 tons of cargo to discharge there including cotton. Sailing on the 20th, Mulbera paused at Melbourne (22-29), reaching Sydney on 1 May.
On her final departure from Sydney, Mulbera cleared at 2:38 p.m. on 10 June 1948 on an usual routing that had Singapore as its destination before proceeding to Madras and Calcutta. En route, she called at Hobart (15-17), Melbourne (17-25) and arrived at Fremantle on 2 July. The last British India passenger liner to depart Australia, Mulbera sailed the evening of the 8th for Singapore where she arrived on 13th. She departed on the 22nd for Madras and Calcutta but her Indian arrivals are not recorded.
Making her first voyage home in nine years, Mulbera departed Calcutta on 25 August 1948, for London via Plymouth. Calling at Colombo on 9 September, Aden on the 22nd, transiting Suez 28-29, passing Gibraltar on 8 October, Mulbera arrived at Plymouth on the 13th.
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| Credit: Western Morning News, 14 October 1948. |
The 9,100-tons British-India liner Mulbera returned to Plymouth again yesterday after an absence from British waters of nine years. Mulbera, a regular caller at Plymouth before the war, was in the Indian Ocean in September, 1939, when she was taken over by the Ministry of War Transport and her war service was spent between India and Australia and in Far Eastern waters. She continued on Calcutta-Australia run after the war. but has now come home from India to be refitted. After the overhaul she will probably join three other ' M" liners Mantola, Matiana, and Modasa which are maintaining the service between Britain and East Africa with a homeward call at Plymouth.
Western Morning News, 14 October 1948.
Arriving at London on 14 October 1948, Mulbera underwent a lengthy and comprehensive refitting at Silley & Cox's yard at Falmouth that extended into the following spring.
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| A fine study of Mantola ready to load for another African voyage and showing her post 1948 livery with white-painted lifeboats. Credit: clydeships. |
1949
R.M.S. MADURA
Madura, following a thorough refitting, entered the East Africa run on her departure from London on 9 April 1949. In her holds was a 14-ton shipment of equipment and tools for Dar es Salaam and Lindi, as part of the groundnut scheme. Transiting Suez (22-23) and calling at Aden (27), she arrived at Mombasa on 4 May, her subsequent movements, were ignored until her northbound calls at Mombasa on 12 June, Aden (29), Port Sudan (2-3 July), Suez Canal (6-7) and suffering engine trouble, put into Marseilles on the 13th for the convenience of passengers to take a special train from there to Calais etc.. Madura did not get into Plymouth until the evening of the 22nd, eight days late but still with a good complement of passengers who "stuck with her":
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| Credit: Western Morning News, 23 July 1949. |
The British-India liner Madura reached Plymouth last night eight days late through engine trouble, but the majority of the passengers, on leave from East Africa, were quite unconcerned. For the convenience of the passengers Madura put into Marseilles and special trains and accommodation through France, with a short Channel crossing from Calais to Dover, were arranged, so that the time lost at sear could be made up on land. Only one-third of the passengers took advantage of this free-of-charge suggestion, however, and 112 elected to remain on board for a another ten days to disembark at Plymouth today.
Western Morning News, 23 July 1949.
Madura proceeded to Hull where she docked on 25 July 1949 to discharge a consignment of seed, sailing on the 31st for London, arriving on 3 August.
Sailing from London on 20 August 1949, Madura transited the Suez Canal 8-9 September 1949, passing the inbound Matiana in the Canal, then clearing Zanzibar on 4 October. Northbound, she departed Mombasa on 1 November, Port Sudan (10), passed through Suez 13-14, called Marseilles (23) and made a stealthy arrival at Plymouth on the 30th:
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| Credit: Western Morning News, 1 December 1949. |
When the British-India liner Madura, homeward bound from East Africa, dropped anchor in Plymouth Sound at 7 a.m. yesterday, no one ashore knew owing to fog.
The fog. which blanketed the harbour, played tricks with sound as well as sight, and the whistles of the unseen ship and tender went unheard at the docks a mile away.
When the Port Health launch returned just before 9.30 a.m. 1ook-outs inquired if the Madura had arrived, and were surprised to find that not only had she been at anchor for over two hours, but that immigration formalities had been completed, baggage transferred to tender, and the 116 passengers were ready to come ashore.
Although the Breakwater was invisible from the shore, there was a visibility of several hundred yards in the vicinity, and the British Railways tenders had no difficulty in locating the ship and mooring alongside.
Western Morning News, 1 December 1949.
Madura proceeded to London, berthing in Royal Albert Dock on 1 December 1949.
R.M.S. MODASA
East Africa bound, Modasa sailed from London on 13 January 1949, transited Suez (24-25), called at Aden (30), Mombasa (4 February) and Dar es Salaam (7). Her next reported movement was departure for England from Mombasa on the 23rd.
Departing Mombasa for England on 1 April 1949, Modasa called at Aden (8), transited the Suez Canal (14-15) and arrived at Plymouth on the 26th with 188 passengers and 589 bags of mail. She berthed at London on the 28th.
Her exact sailing from London not recorded, but most likely 28 May 1949, Modasa passed Gibraltar on 1 June, transited Suez (8-9), called Mombasa (28) and arrived Beira on 16 July. Northbound, she called at Tanga on 24-25 July and cleared Mombasa on 1 August. Calling at Aden (6), Suez Canal (12-13). Modasa arrived at Plymouth on the 24th and berthed in London's Royal Albert Dock the following day.
Outbound for East Africa, Modasa passed Malta on 8 October 1949 and arrived Mombasa on the 25th. Calling southbound at Zanzibar (5 November), Dar es Salaam (6) and arrived at Beira on the 21st. Northbound, she departed Tanga on the 12 December.
With 139 passengers, 577 bags of mail and 150 tons of groundnuts taken aboard at Dar es Salaam, Modasa arrived at Plymouth on 13 January 1950. Less welcome was a six-year-old child who had chicken pox and no one was allow to embark the ship until he left with his parent and examined by medical authorities who confirmed he did indeed have the desease. Modasa berthed in London the following day.
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| Mantola looking very spruce with white lifeboats. Credit: A. Duncan. |
R.M.S. MANTOLA
Mantola, having arrived Beira on 21 January 1949 from England, was already well homeward abound by 4 February, departing Zanzibar that day, Mombasa (9), Port Sudan (19), Suez Canal (22-23) and arrived at Plymouth on 7 March:
Until they stepped ashore in the rain at Plymouth yesterday, the 175 passengers on board the 9,065- ton British-India liner Mantola had experienced ideal weather conditions on their voyage from East Africa.
The Mantola had the most comfortable voyage of her 28 years. Smooth seas, an unusually low temperature in the normally broiling Red Sea, and mild sunshine in the Bay of Biscay made an ideal trip.
After the passengers and 1,300 bags of mail had been brought ashore, the Mantola was cleared for London by Weekes, Phillips, and Co.
Western Morning News, 8 March 1949.
Mantola berthed in London's Royal Albert Docks on the 8th.
From London on 30 April 1949, Mantola called unusually at Malta on 8 May and arrived Mombasa on the 24th. She was next reported clearing Zanzibar on 29 June en route home, Aden (12 July), Port Sudan (14), Suez Canal (17-18), and reached Plymouth on 3 August with 158 passengers and a "missing stowaway," who quickly became the ship's most famous passenger of the moment.
On arrival at Plymouth, detectives embarked to take off a Spanish stowaway who had been discovered shortly after the ship left Marseilles but the 27-year-old mechanic, Manuel Alvarez, managed to "escape" in the meantime and could not be found aboard. Detectives scoured the ship and questioned passengers, and surmised he might have jumped overboard and swum to one of the quiet beaches around Cawsend Bay. But after Mantola sailed the afternoon of the 4th, he was indeed found aboard the following day and would be handed over to authorities when the ship docked at Newcastle on the 6th."On the quayside yesterday, Manuel explained in French that he was anxious to join his wife in Buenos Aires, Argentina, but he joined wrong ship." (Sunday Sun, 7 August).
Ordered jailed until Mantola left Newscastle to take him back to Marseilles, Alvarez dived 30 ft. off the liner into the Tess as she cleared Middlesbrough on 1 September 1949, and caught again in allotments a mile and a half from the docks.
After seven hours' freedom, Manoel Alvarez, twenty-seven-years-old Spaniard, who dived from the liner Mantola as she was steaming down the River Tees from Middlesbrough yesterday, was recaptured by the police in gardens about a mile from the river. Alvarez stowed away in a British ship at Marseilles thinking, it was bound for the Argentine, where his parents and sweetheart went some time ago. The ship brought him to the Tyne and Newcastle magistrates ordered him to be returned to Marseilles. Alvarez was locked in a cabin in the Mantola yesterday, but as the ship was moving the cabin was unlocked. Within a few minutes he dashed across the deck and dived overboard from a height of about thirty feet.
He swam about thirty yards to a timber yard and along railway sidings, dodging between trucks. Following a radio message from the ship. the police threw a cordon round the area.
Liverpool Daily Post, 2 September 1949.
Mantola left London on 13 September 1949, presumably with her most famous passenger aboard and who ensured that, at least her sailing would be recorded in the press. The rest of the voyage was accomplished in obscurity, save her call at Aden on 3 October. On her return, Mantola arrived Mombasa 24 November, transited the canal 9-10 December and, home for Christmas, arrived at Plymouth on the 23rd with 109 passengers and 560 bags of mail.
R.M.S. MATIANA
A strike by 400 Thames tugmen over overtime resulted in the cancellation of Matiana's first voyage to East Africa in 1949 scheduled for 27 January. She, her 170 intending passengers and 10,000 tons of cargo were idled and BI stated she would not be able to sail until 48 hours after the strike ended. She finally got underway on the 30th, transiting the Suez Canal (10-11 February), calling Port Sudan (15), Aden (19), Mombasa (25), Zanzibar (27) and northbound, Zanzibar (8 April), Mombasa (10), Aden (21), Suez Canal (27-28) and made Plymouth on 9 May with 176 passengers and 1,230 bags of mail. Matiana proceeded to Hull (11) and Sunderland (14) to discharge cargo which included sisal and chrome ore.
No notice was made of Matiana's ensuing voyage out to East Africa until her transit of the Suez Canal on 2 July 1949 and arrival at Mombasa on the 14th, among her disembarking passengers being four members of an Oxford University expedition to Mount Kenya. The homeward Matiana called Mombasa 25 August, transited Suez 8-9 September and arrived Plymouth on the 23rd:
One passenger continued the voyage to London alone after the British India liner Matiana disembarked 160 people, baggage, and mail in Plymouth yesterday. He is Tommy, a young gazelle, which wandered on a lone Kenya farm and became a pet of the owners, Mr. and Mrs. Alex Seton and their sons Alistair (six) and Bruce (five). When planning their return to England, the Setons felt that domesticated Tommy could not be sent back to the wild, so he will join the "Pet's Corner of London Zoo on Sunday.
Western Morning News, 24 September 1949.
Matiana and Tommy arrived at London on 24 September 1949, and the BI liner continued to Sunderland (3 October) to discharge 800 tons of sisal and a 1,000 tons of chrome ore. There, she also loaded an unusual outbound cargo: eight Sherman tanks which had been converted to general tractors or Shervics, for use on the newly developed groundnut plantations in Tanganyika. Matiana's visit created quite a bit of news in Sunderland:
When the steamer Matiana arrived at Sunderland Corporation Quay Indian members of the crew lost little time in competing against barrow boys. They began selling coconuts the following day at a shilling each. The news of this quickly passed through the town and soon there was a crowd of prospective buyers, mostly children, on the quay.
With such large demand Indians decided they could raise the price to half a crown. People still rolled up and soon dock workers could not get on with their work of unloading sisal hemp from the boat. The watchman called assistance disperse the crowd and dockers resumed work.
The Matiana has a busy programme for the next few weeks. She goes from the Wear to Antwerp, where she will unload a cargo of zinc and lead and into dry-dock for a general overhaul. From there she will go to London and collect passengers and a cargo of cement. This must be completed before October 29, as she has sail for South Africa on that date.
Sunderland Daily Echo, 10 October 1949.
Clearing the Thames on 29 October 1949, Matiana passed through Suez 13-14 November and accomplished the rest of her outbound voyage in obscurity.
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| Mulbera in the unfamiliar surroundings of Dar es Salaam. Credit: shipsnostalgia. |
R.M.S. MULBERA
Following an extensive refitting at Falmouth, Mulbera, the comparative stranger to the East African run among the M3s, having plied the Indian Home Lines pretty much exclusively before the war and that to Australia immediately after it, joined her sisters Beira-bound with her sailing for there from London on 25 March 1949, calling en route at Gibraltar (1 April), Suez Canal (7), Aden (13), Mombasa (20), Dar es Salaam (2 May), Zanzibar (11) and arrived Beira on the 18th. Bound for home, Mulbera cleared Beira on the 25th, Zanzibar (1 June), Tanga (1-3), Mombasa (7), Aden (12), Port Sudan (15), Suez Canal (18-19) and arrived at Plymouth on 1 July with 154 passengers:
The British India liner Mulbera (9,100 tons) made her first postwar call at at Plymouth yesterday when she arrived from East Africa to disembark 154 passengers.
Mulbera, most modern of the" "M" class of British India liners, who before the war called regularly Plymouth on the Indian and at African runs, was refitted at Falmouth after her war service in the Indian 'seas.
Western Morning News, 2 July 1949.
Mulbera continued on to Hull, arriving on 4 July 1949, and departing for London on the 8th, just in time to be idled with 34 other ships by a dock strike.
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| London's King George V and Royal Albert Docks during the July 1949 dock strike... the keen ship buff will have no problem locating BI's Mulbera among the 34 ships idled in port. Credit: The Sphere, 23 July 1949. |
Engine trouble forced Mulbera to return to port shortly after her departure from London for Beira on 14 August 1949. She resumed passage the following day, transiting Suez (26-27), calling at Port Sudan (30), Aden (2 September), Mombasa (9), Tanga (17), Zanzibar (17), Dar es Salaam (20-23), Lindi, etc. Northbound, Mulbera cleared Dar es Salaam (12 October), Zanzibar (16), Tanga (17), Mombasa (20), Aden (28), Port Sudan (31), Suez Canal (3-4 November), Marseilles (10) and reaching Plymouth on the 19th, was boarded by detectives after it was discovered that 11 mailbags had been tampered with during the voyage.
Plymouth C.I.D. stated last night, that 11 bags on the liner 9,100-ton liner Mulbera, in which arrived in Plymouth Sound yesterday, had probably been tampered with natives at one of the East African ports at which the liner called. The natives were probably looking for chocolates and sweets.
The detectives when they boarded liner earlier yesterday were informed that after the vessel had arrived at Mombasa it was discovered that a hole had been made in the mail cage and that 11 mail bags had been ripped open. The rifled mail consisted chiefly of Christmas food parcels.
Sunday Sun, 20 November 1949.
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| Credit: Western Morning News, 21 November 1949. |
Plymouth police are satisfied that the crew of the 9,000-ton British India liner Mulbera, which arrived the Sound on Saturday, was not responsible for the rifling of 11 mail bags during the homeward voyage from East Africa.
They believe the thefts were the work of native dockers carried out while cargo was being loaded at one of the East African ports, probably Tanga.
This conclusion was reached after a complete investigation had been carried out by Det. Supt. W. A. McConnach. Deputy Chief Constable, assisted by Det. Sergts. Stewart and Isaacs, who spent several hours on board and made a complete search of the crew's quarters.
The inquiry was ordered after Scotland Yard had been notified that the mail had been tampered with a discovery made when it' was decided at Mombasa to restow part of the cargo.
A section of the steel cage which forms the mail room, which had been obscured by the cargo, was uncovered, and it was then revealed that hole had been torn in it.
Through this hole the 11 bags, which had contained parcel mail, had been hauled out and cut open. Some of the contents were still strewn around on the floor of the hold. In these bags were Christmas food parcels, and it was thought they were rifled by natives seeking chocolate and other delicacies.
While these investigations were being carried out, the 108 passengers were undergoing their formal immigration examination unaware that anything unusual had occurred during the voyage. Said one passenger, who knew nothing of the robbery: "The only unusual point about the voyage was that not a single day passed without the sun shining. We were all expecting the bad weather to start any day, but the sun was still shining when we dropped anchor in Plymouth."
The passengers remained on board on Saturday because the late hour of disembarkation might have made train journeys difficult for the young children among them. They came ashore yesterday morning under arrangements made by the local agents, Weekes, Phillips, & Co., in ample time for the majority to reach their destinations before nightfall.
Western Morning News, 21 November 1949.
Mulbera continued on to Newcastle where she arrived on 23 November 1949 to discharge 1,700 tons of sisal.
The work proceeds, and the flag flies high. The individuality imposed on this concern a hundred years ago, the high standards William Mackinnon required of his shipbuilders, his ships companies and his staff ashore-- these have been upheld.
BI Centenary, 1856-1956.
Such was port congestion that BI allotted 28 days for Home Line ships to work cargo along the East African coast and here the "Ms" with their 100-plus passenger certificates and carrying the mails, at least had berthing priority. By then, good for about 11.75 knots, they plodded the 6,798 nautical miles from London to Mombasa in 27 days yet the full round voyage averaged an astonishing four months and four days so Modasa which cleared the Thames on 3 June 1953 would not pass Gravesend again until 7 September.
Even having all five "Ms" on the East African run was not enough to maintain a monthly frequency, leading to the long term chartering of Bibby Line's Leicestershire (1950/8,922 grt) in August 1950 but as she only accommodated 76 passengers and below the minimum 100-berth requirement for priority berthing, she was often held up at Mombasa.
But all eyes were on the advent of the 16.5-knot Kenya (14,434 grt) and Uganda (14,430 grt), first hinted at in 1947, ordered in 1949 and making their maiden voyages in August 1951 and August 1952 respectfully.
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| BI Sunday, Mombasa 16 September 1951: Kampala (closest camera) with Mantola behind and Tabora outboard, and Karanja, Kenya (maiden arrival), Mombasa and Modasa astern. Credit: P&O. |
B.I. Sunday, Mombasa, Kenya Colony, 16 September 1951
Kenya's maiden arrival at Mombasa on 16 September 1951 occasioned a memorable day when everydeep water slip in Kilindini Port was occupied by a British India vessel, including two of the "Ms" and an additional ship on the slipway:
Ship Commander Tonnage
Mantola Capt. R.R. Stone 9,065Mombasa Capt. R. Trimble 2,213Kenya Capt. D.G. Gun-Cunninghame 14,440Karanja Capt. C.B. Mitchell 10,294Modasa Capt. W.A. Busby 9,070Tabora Mr. A.B. Stephens 390Kampala Capt. C.R. Polkinghorne 10,304Sofala Capt. W.R.K. Clark 1,031On slipway
Total 56,807
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| BI Sunday, Mombasa. Credit: P&O. |
1950
R.M.S. MADURA
Clearing Tilbury for East Africa on 21 January 1950, Madura limped into Malta's Grand Harbour on the 29th, aided by tugs, disabled by "slight mechanical damage," and to land a suspected appendicitis case, Miss Priscilla Bedford, who was returning to East Africa after a holiday in England. Sailing after repairs on the 31st, Madura transited the canal (4-5 February), called at Aden (11), Mombasa (16) and next reported arriving at Beira on the 23rd. From there she made a roundtrip to Zanzibar 3-9 March and Lourenço Marques (14-15), returning to on the 17th. Homewards on the 20th, Madura cleared Zanzibar (28), Tanga (29), Mombasa (31 March-5 April), Aden (10), Port Sudan (13), Suez Canal (16-17) and ending a delightful fair weather, arrived at chilly Plymouth on the 27th after a rough passage up from the Bay of Biscay:
'Winter in April' surprised the 178 passengers who arrived at Plymouth today from East Africa in the British India liner Madura.
For three weeks from Mombasa the weather had been so good that the ship had made record time, and passengers, basking in sunshine over smooth seas, were preparing for a summerlike welcome in Britain.
But yesterday the Bay of Biscay suddenly lived up to its reputation. Head winds, which developed into a gale, lashing the sea into waves which swept over the bridge, forced a 'battening down' order, and passengers were not allowed on deck.
Most of them had no inclination to break the order, for they were content to remain in their cabins-- seasick for the first time during the trip.
Speed was reduced to minimise discomfort to passengers, but time was made up while they slept last night. Today they came ashore and were dispersed by the boat train to their destinations promptly to schedule.
Nearly 1,000 bags of mail were also brought ashore before the Madura was cleared for London…
Western Evening Herald, 27 April 1950.
Madura berthed in London's Royal Albert Docks on 28 April 1950.
Madura's departed London on 10 June 1950 for Beira, transiting the Suez Canal (21-22), and on to Aden (28) and calling at Mombasa 5-9 July, Tanga (10-11), Dar es Salaam (12), Lindi (21) and reached Beira on the 25th. Homewards she cleared Beira on 2 August, Zanzibar (8), Dar es Salaam (9), Tanga (9), Mombasa (10-13), Aden (18-19), Port Sudan (21),Suez Canal (24-25), Marseilles (30) and made Plymouth on 6 September, landing 114 adults and no fewer than 36 children there. Arriving at London the next day, Madura continued to Hull, docking there on the 17th and thence to Sunderland on the 19th.
Clearing the Thames on 14 October 1950, Madura called at Port Sudan (29) and arrived Mombasa on 6 November, Tanga (14), Zanzibar (20) and arrived at Beira on the 26th. Ignored on her homeward voyage until she was recorded to have called at Aden on 19 December, transiting Suez (25-26) and skipping the call at Plymouth, arrived at London on 8 January 1951.
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| Madura in the English Channel. Credit: eBay auction photo. |
R.M.S. MODASA
Modasa, inbound from East Africa via Plymouth and London, docked at Sunderland in a thick fog the evening of 18 January 1950 to unload her cargo of chrome ore. The Sunderland Daily Echo (19 January) noted that "she is due to be scrapped in about two years because her passenger accommodation is sufficient to compete with more modern ships."
By then, British newspapers had ceased their traditional in-depth coverage of the comings and goings of the Merchant Navy around the world and the next heard of Modasa was her arrival at Mombasa on 20 March 1950 from London, with subsequent calls at Zanzibar (1 April) and arrival at Beira on the 15th. Homewards, she was first reported clearing Tanga on 3 May and arriving Mombasa the next day. Departing there on the 10th, Modasa cleared Aden (16), Port Sudan (18), Suez Canal (21-22) and arrived at Plymouth on 1 June:
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| Credit: Evening Herald, 2 June 1950. |
The 9,775-ton British-India liner Modasa, which steamed into Plymouth Sound from East Africa last night, was not only a happy ship, but a family ship.
There were more than 60 children among the 188 passengers, and officials decided the ship should stay in the Sound to avoid a night rail journey for them.
Said one passengers last night: 'We don't one really want another night on board, for we've been away from Britain for years. But this view of Plymouth in the waning sun and rising moon is just too wonderful for words.
'It is a grand thing our children, two of whom have never been in Britain before, should have this first glimpse.'
Among the passengers is a police officer who was attacked by natives when quelling a riot in Dar-esSalaam.
Kicked in the mouth and ribs, slashed with knives, and beaten on the head, he lay for three months hovering between life and death in hospital.
Last night Supt. J. M. McLoughlin, with one leg in plaster and deep gashes still showing over his neck and head, said: "I served for 12 years in Palestine, where at any moment you might be killed. When I went to East Africa I thought it would be a rest cure. But it might be worse."
Evening Herald, 2 June 1950.
A taxi strike in London awaited passengers arrival by boat train at Paddington but BI arranged to obtain taxis for everyone who prebooked them. Modasa arrived in the capital on 3 June 1950. She proceeded to Hull, arriving on the 10th.
Ignored once again on departure for East Africa, Modasa was reported to have cleared Aden on 10 August 1950 and arriving at Mombasa on the 17th, Tanga (22), Zanzibar (24-25) and Dar es Salaam (25). Homewards she called at Mombasa (29 September), Port Sudan 2 October, transiting the Suez Canal (5-6), and arrived Plymouth on the evening of the 19th, joined there the next morning by Ile de France, inbound from New York:
East meets West at Plymouth Travellers from opposite ends ot the world mingled in Millbay Docks, Plymouth, yesterday. From East Africa came 120 passengers in the 9,073-ton British India liner Modasa. Before they had filed through the waiting-room for Customs examination another 109 from New York were brought ashore from the 44,356-ton French liner Ile de France.
The Modasa actually arrived in the Sound on Thursday night a few minutes after the 10,109-ton Blue Funnel liner Patroclus had called to take out to the Far East 28 passengers and 5,000 bags mail. The Patroclus left as soon as the embarkation had been completed by the local agents, Fox, Sons, and Co., but, for the convenience of the passengers, disembarkation from the Modasa was deferred until yesterday morning by their agents, Weekes, Phillips, and Co.
Western Morning News, 21 October 1950.
Modasa proceeded to London (22 October 1950), Hamburg (5 November) and Antwerp.
Delayed by dense fog in the Thames, Modasa, scheduled to depart London on 25 November 1950 for East Africa, was not able to sail until the 27th, calling at Mombasa (21 December) and not reported again until her arrival at Beira on 9 January 1951.
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| Mantola in the Thames. Credit: Sjöhistoriska museet |
R.M.S. MANTOLA
Departing London on 4 February 1950 for East Africa, Mantola transited the Suez Canal (16-17, arrived at Mombasa (28) and not reported again until her arrival at Beira on 23 March. Homewards, she cleared Zanzibar 16 April, Tanga (19), Mombasa (19-23), Aden (29), Marseilles (11), Plymouth (20), Hull (29), Sunderland (2 June) and Hamburg (6).
Mantola, Beira-bound, left London on 1 July 1950 and other than being reported clearing Port Sudan on the 16th and arriving at Mombasa (27), Dar es Salaam (3 August), Zanzibar (5), Lindi (9) and Beira on the 13th, her outbound voyage was largely ignored. The homeward Mantola cleared Dar es Salaam on the 25th, Tanga (28), Mombasa (31) Aden (7 September), Port Sudan (10), Suez Canal (13-14), Marseilles (20) and made Plymouth on the 27th, late owing to bad weather and not landing 150 passengers and 141 bags of mail until the following morning. She berthed at London on the 29th and proceeded to Hull (6 October). Newcastle (8) and Rotterdam (12-15).
Clearing the Thames for East Africa on 4 November 1950 via Gibraltar (10), Suez Canal (17-18), Port Sudan (22), Aden (25), Tanga (13 December), Zanzibar (15), Dar es Salaam (16-18) and Lindi (19), Mantola arrived Beira on Christmas Eve.
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| One of the Ms at Rotterdam's RDM's yards c. 1950 with the Dutch Navy submarines Tijgerhaai and Dolfijn and Italian freighter Mar Terco. Credit: shipsnostalgia, gijsha. |
R.M.S. MATIANA
Homewards from East Africa, Matiana cleared Zanzibar on 13 January 1950, Mombasa (17), Port Sudan (27), Suez Canal (30-31), Marseilles (9 February), and arrived at Plymouth on the 15th with 100 passengers and 1,018 bags of mail.
Departing London on 18 March 1950 for Beira, Matiana called at Malta (27), Suez Canal (31 March-1 April), Port Sudan (4 April), Aden (8), Mombasa (14), Tanga (24), Dar es Salaam (28 April-1 May) and arrived at Beira on 7 May. Homewards on she cleared Mombasa 1 June, Aden (6), Port Sudan (8), Suez Canal (12-13), Marseilles (19) and made Plymouth on the 26th, coming in with 168 passengers and 474 bags of mail. One passenger was in a special hurry to get ashore:
People on Plymouth Hoe last evening saw the British India liner Matiana drop anchor and I noticed a launch nose alongside and then return to the docks, but few knew they were watching a race against time.
Among the 170 passengers on board the Matiana, which had come from East Africa, was Prof. Aylward Blackman, the 67-year old Egyptologist, who had spent six months in Egypt studying inscriptions. Soon after he joined the ship at ' Port Said, Prof. Blackman slipped in his cabin. He found he could not walk and the ship's surgeon, Dr. N. B. A. Eilenburg, suspecting that he had fractured his left femur, kept him his bunk and radioed to Plymouth asking for arrangements be made for hospital admission and X-ray examination.
On Sunday, however, the B.B.C. broadcast an SOS for Professor Blackman to go at once to Abergele, North Wales, because of the serious illness of his sister.
Consequently, as soon as the Matiana dropped anchor in the Sound the Port Health launch was alongside.
The medical men told him he could be taken ashore at once and put on a train which would arrive in North Wales soon after 8 o'clock this morning, saving him at least 12 hours.
In 20 minutes the professor was strapped to stretcher and lowered by ambulance men into the launch. His four suitcases followed. Then the launch headed for Millbay Docks.
There an ambulance was waiting, and the professor was rushed to North-road Station, where he was transferred from the special stretcher used for dealing with " ship" cases to one for train passengers.
And at 8.5 p.m. the professor started on the second stage of his race to his sister's side. Less than 80 minutes had elapsed since his arrival Plymouth Sound.
These special arrangements will cost the professor nothing. They are all part of the National Health Service.
Western Morning News, 27 June 1950.
Sadly, when the professor reached his sister's house, he found she had died in hospital just a few hours before his arrival.
An already newsworthy Plymouth call was made more so when on departure, Matiana grounded on Duke Rock near the eastern end of the breakwater and she remained stuck for an house until refloated on the afternoon tide. A diver was sent down to ensure no damage was sustained until she resumed passage. Eight hours late, Matiana cleared Plymouth for London.
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| Credit: Evening Herald, 27 June 1950. |
The 9,045-ton liner Matiana was delayed eight hours at Plymouth yesterday, after disembarking 168 passengers and mails from East Africa, because of slight grounding on the Duke Rock, near the eastern end of the Breakwater.
The Matiana had been cleared by the local agents, Messrs. Weekes, Phillips, and Co., for London, and was turning to leave the Sound when her bows touched the submerged rock. It was almost exactly low water, and the tide turned the ship refloated without assistance.
As precautionary measure, diver went down to ascertain there was any serious damage. His report was studied by a Board of Trade surveyor, and the ship left Plymouth soon after 6 o'clock last night for London, where her cargo to discharged.
Western Morning News, 28 June 1950.
Outbound to East Africa from London on 7 September 1950, Matiana passed Gibraltar on the 11th and next reported at Mombasa on 2 October, then clearing Zanzibar (10). Departing Mombasa on 5 November, Matiana took away nearly 2,500 bags of Christmas mail for England, nearly all food parcels. Calling en route at Aden (11), Port Sudan (14), Suez Canal (18-19) and arriving at Plymouth on 1 December:
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| Credit: Evening Herald, 1 December 1950. |
Twenty young Britons had first glimpse of their mother country today when the British India liner Matiana brought them into Plymouth from East Africa.
They were among the 31 children whose parents were coming home for Christmas after serving from two to five years in Kenya, Tanganyika, and other parts of Africa.
Unofficial 'shepherd of the flock' was the Archdeacon of Zanzibar Rev. Edmund Clarabut, who succeeded his late father as Rector of Blisland before going to Africa 11 years ago.
Said the archdeacon: 'Conditions are becoming increasingly difficult for the British family in East Africa'.
In addition to the passengers. the Matiana brought nearly 50.000 Christmas parcels in more than 3,000 bags of mail. They were taken ashore in a special tender for Customs examination before despatch to various parts of the country.
Most of the parcels contain food, and much of the food has peens being exported sent from home England again after and travelling perhaps 25,000 miles,' an official said.
Evening Herald, 1 December 1950.
Matiana berthed at London on 2 December 1950.
R.M.S. MULBERA
Clearing the Thames for Beira on 30 December 1949, Mulbera passed Gibraltar on 4 January 1950 and next reported clearing Aden (18), Mombasa (31), Tanga (1 February), Zanzibar (6) and arrived Beira on the 12th. Homewards on the 21st, she left Zanzibar (28), Mombasa (5 March), Aden (11), Suez Canal (17-18), Marseilles (24) and made Plymouth on 6 April when a smallpox incident involving a crew member was revealed:
Because an Asiatic member of the crew was found a month ago to be suffering from a mild attack of smallpox--he was put ashore at Aden--no chances were taken by the health authorities. when the 9,000-ton British -India liner Mulbera anchored in Plymouth Sound on Thursday.
To prevent any risk of a further smallpox outbreak in Britain, Dr. T. Peirson, Plymouth's M.O.H., with Dr. J.B. Carter, his deputy, Dr. R. Matheson, and Port Health Inspector A. S. Kitt, rose long before dawn to board the ship.
Everyone on board was vaccinated after the sick man had been put ashore, and when the ship arrived at Marseilles with no further infection to report, a clean bill of health was given by the French authorities.
Nevertheless, as a double check, all 127 passengers and 156 members of the crew underwent inspection at Plymouth.
Western Morning News, 8 April 1950.
En route again to East Africa, Mulbera was first reported to have transited the Suez Canal on 1-2 June 1950, calling at Mombasa (16), Tanga (26) and Zanzibar (1 July) and arriving at Beira on 10 July. Northbound, she transited Suez 8-9 August, cleared Marseilles (15) and made a smart arrival and departure at Plymouth, with 130 passengers and 170 bags of mail, on the 22nd:
When the s.s. Mulbera (9,108 tons) arrived in Plymouth Sound yesterday she was cleared of her 130 passengers and their luggage and 170 bags of mail in shortly over two hours. Owned by the British India Steam Navigation Company, the vessel then left for Sunderland to unload her cargo of 2,600 tons of sisal.
En route from Beira, East Africa, she called at Dar-es-Salaam, Zanzibar, a Mombasa, at each which she picked up passengers returning to England.
Three Government officers and their families were included in the passenger list of 100 adults and 30 children. They were Mr. R. W. Varian, Senior Provincial Commissioner for the Western Province Tanganyika, Mr. B. A. Darling, Acting Administrator, East Africa High Commission, and Mr. E. M. Hyde-Clarke, Labour Officer for Kenya.
Western Morning News, 23 August 1950.
Arriving at Sunderland on 24 August 1950, Mulbera departed there on the 31st for London to load for her next voyage to British East.
Clearing the Thames on 22 September 1950, Mulbera passed Gibraltar on the 27th and next reported at Mombasa on 18 October. She reached Beira on 4 November. Homewards, she made an unusual call at Lourenco Marques on the 10th, clearing Dar es Salaam (14), Zanzibar (15), Tanga (15), Mombasa (23), Aden (29), Suez Canal (4-5 December), Marseilles (13) and arrived at Plymouth on the 20th with 116 passengers and 1,090 bags of mails with nearly 20,000 Christmas parcels but without her Captain:
The 9,108-ton British India liner Mulbera came into Plymouth yesterday from East Africa without her captain and with the chief officer temporarily in command.
Capt. D. J. Barling, whose home is in Benstead. Surrey, developed a skin affection in the tropics, Treatment Aden effected a cure, but Capt. Barling declined a suggestion that he should fly home.
He insisted on rejoining his ship, and in the Mediterranean the trouble broke out again. He had to enter hospital at Marseilles and as he is unlikely to be home for Christmas his ship had to conclude the voyage without him.
The Mulbera brought 116 passengers and nearly 20,000 Christmas parcels in 1,090 bags mail.
Disembarkation was arranged by the local agents, Weekes, Phillips, and Co., and the Mulbera continued her voyage to Sunderland, Hull, and London, where cargo will be discharged.
Western Morning News, 21 December 1950.
Mulbera docked at Sunderland on 22 December 1950 and at Hull on 1 January 1951.
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| Credit: P&O Heritage. |
1951
R.M.S. MADURA
Madura carried an unusual cargo on her first voyage to East Africa that year:
In course of recent repairs to the roof the Crusader Insurance Company's head office building at Woodhatch, Reigate. it became necessary remove a large bell from its position. This had many years served the family who previously lived in the mansion now converted into offices toy summoning its members prayers and later by acting as a fire alarm. Mr T G Mackriell a partner in the firm of builders carrying out the repairs noticed bell and told the Company his brother-in-law Donald Parsons was Archdeacon Luatala in the diocese of Masasi Tanganyika Territory which forms part of the Universities’ Mission to Central Africa and that Luatala Church while possessing a belfrv had no bell! The Company promptly offered their bell Archdeacon Parsons and sailed ss Madura last month from Royal Albert Dock bound for the port Lindi whence it will travel overland approximately 110 miles SW to Masasi and finally to Luatala 40 miles SE of Masasi.
Surrey Mirror, 9 March 1951.
Passing out of the Thames on 20 February 1951, Madura transited the Suez Canal on 4-5 March 1951, calling at Mombasa (16), Tanga (26) and arriving Beira on 4 April. Northbound, Madura cleared Mombasa (24), Port Sudan (1 May), Suez Canal (4-5), Plymouth (18) and arrived London (Royal Albert Docks) on the 19th.
Madura cleared London for Beira on 27 June 1951, transiting Suez 8-9 July, calling at Aden (15), and arriving Mombasa on the 22nd. Continuing south, she called at Tanga (28), Zanzibar (1 August) and arrived Beira on the 9th. Bound for England, Madura sailed on the 14th, clearing Zanzibar (20), Tanga (21), Mombasa (22) and arrived Plymouth on 23 September.
Ignored on her next outbound voyage, Madura was not reported until her departure from Malta on 5 November 1951, transiting Suez (7-8), and getting into Mombasa on the 20th. Proceeding south on the 28th, she arrived at Beira on 11 December. Northbound, she cleared Mombasa (26) and Tanga on the 27th.
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| Beautiful study of Modasa late in her life and loaded to the marks. Credit: tynebuiltships. |
R.M.S. MODASA
Modasa, which arrived at Beira from England on 9 January 1951 was homeward bound when she cleared Dar es Salaam on the 19th, Mombasa (arriving 21) and her ensuing voyage accomplished in obscurity, arriving at Plymouth on 22 February, London on the 24th, Sunderland on 11 March and Hull on the 16th.
Seemingly ignored, Modasa's first outbound voyage to East Africa for 1951 was wholly undocumented other than her arrival Mombasa (3 May) and at Plymouth on 9 July at the end of it. She proceeded to Hull and Hamburg to discharge her cargo.
Arriving at Mombasa on 5 September 1951 and Beira on 1 October from London, Modasa called northbound at Aden on the 28th, Port Sudan (31) and arrived Plymouth on 18 November with 72 passengers but one missing:
Plymouth C.I.D. officers were summoned by radio to the British liner, Modasa (9,073 tons) in Plymouth Sound to-day, after a passenger. Mr. T. G. Bloe, a 25- year-old engineer, who had joined the liner at Mombasa, was reported missing.
Mr. Bloe was on his way to an address at Croydon
The Modasa, homeward-bound from East Africa, anchored last night; and arrangements were made for the 72 passengers to disembark today. Stewards passengers could to not find Mr. Bloe in his cabin or in bathroom.
A search of the ship was then ordered, but after an hour there was still no sign of him.
A radio telephone message was sent to Plymouth Police and a launch sent for the Modasa with the Deputy Chief Constable. Superintendent W. A. McConnach and other detectives, including a expert and a photographer.
A E Meanwhile the passengers watched the tender move away without them, taking ashore their baggage and 807 bags of mail.
It was learned on board the ship that Mr. Bloe was seen at 1.30 this morning when, after an altercation, he received medical treatment for facial injurles.
This afternoon the liner continued her voyage from Plymouth, having disembarked her passengers. Two people went to Plymouth police headquarters to make a further a further statement after the police had interrogated all the passengers.
South Wales Argus, 19 November 1951.
On 30 November 1951 a body washed ashore near Bovis, Plymouth which proved to be Terence G. Bloe.
Modasa continued to Hull, berthing there on 21 November 1951.
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| Mantola near the end of her career. Credit: eBay auction photo. |
R.M.S. MANTOLA
Having arrived at Beira at Christmas Eve from Britain, the homebound Mantola called at Mombasa 6 January 1951, Aden (19), Port Sudan (22), and after a rough trip up from Gibraltar arrived at Plymouth on 10 February.
Bound for East Africa, Mantola cleared the Thames on 17 March 1951. When she arrived at Mombasa on 13 April her flags were half-mast out of respect for Chief Engineer Edward Crisp who died at sea, having returned to the ship after a three-month. Survived by his wife and three daughters, he was buried in the European Cemetery at Mombasa. Homewards, Mantola cleared Port Sudan on 5 June, Suez Canal (8-9), and arrived at Plymouth on the 24th, a busy day for the Devon port with De Grasse, from New York, and City of Poona bound for Montreal also calling that day. Mantola reached London on the 25th.
Mantola left London on 1 August 1951 for Beira, arriving at Mombasa on the 19th, proceeding south from there on the 30th to Tanga (1 September). Now northbound, she was next reported to have cleared Zanzibar on the 11th, arriving Mombasa on the 12th, Malta (6 October), unusually Ceuta (10), and arriving Plymouth on the 14th.
Clearing the Thames for East Africa on 8 December 1951, Mantola called at Malta on the 18th.
R.M.S. MATIANA
Sailing from London for Beira on 6 January 1951, Matiana was not reported again until she cleared Port Sudan on the 23rd, arriving Mombasa on 1 February. Continuing southwards, she called at Dar es Salaam (10) and Zanzibar (13). Northbound, Matiana cleared Mombasa on 10 March, Aden (17), Port Sudan (20) and arrived Plymouth on 10 April. She proceeded to Hull (24) and left there on 4 May for Rotterdam.
Matiana left London on 22 May 1951 for East Africa, transiting the Suez Canal 3-4 June and next reported arriving Mombasa (22), clearing Tanga 4 July. Homewards, she arrived at Mombasa on the 28th, transited the Canal 13-14 August and arrived at Plymouth on 1 September.
For East African ports, Matiana departed London on 27 October 1951, calling Port Sudan (14 November), arriving at Mombasa on the 25th and Tanga (4 December), leaving Dar es Salaam on the 17th and reaching Beira just before Christmas.
R.M.S. MULBERA
Passing Gravesend, outbound for Beira, on 27 January 1951, Mulbera arrived Mombasa on 21 February, but disappeared from the meagre shipping columns of those days until she departed Zanzibar on 6 March. She arrived at Plymouth on 28 April, thence to London.
Mulbera sailed from London on 2 June 1951 and not reported again until clearing Dar es Salaam on 13 July for Beira. Homewards, Mulbera passed Gibraltar on 29 August and called at Plymouth on 3 September.
On her last outbound voyage for the year, Mulbera cleared London on 6 October 1951 and transited Suez 17-18, calling at Zanzibar (6 November), Dar es Salaam (15) and not reported again until she entered the Suez Canal, homewards, on 27 December. She arrived Plymouth on 10 January 1952.
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| Mulbera. Credit: Maritime Museum of Tasmania collection. |
1952
R.M.S. MADURA
Homewards from Beira early in the New Year, Madura was first reported clearing Aden on 10 January 1952, transiting Suez 16-17, calling Marseilles (23) and skipping the stop at Plymouth, arrived at London on 1 February.
Madura's movements were ignored until her arrival at Mombasa, from London, on 4 April 1952 and Zanzibar (26). Calling northbound Tanga (20), Mombasa (24-29), Aden (3 June), Suez Canal (9-10), Marseilles (15), Madura's initial arrival back in England was unrecorded but her arrival on the Wear, from London, on the 29th, occasioned a now rare press mention:
After a five-week voyage from Mombasa—she called at Aden. Port Sudan. Port Said, Marseilles and London —the 11,000-ton Madura arrived in Sunderland last night. To-day. the British India Steam Navigation Company ship started discharging 1,200 tops of sisal, 1,000 tons of chrome ore and 50 tons of asbestos fibre. She is expected to sail on Wednesday, with general cargo for Antwerp.
Sunderland Daily Echo, 30 June 1952.
From London for Beira, Madura sailed on 26 July 1952, transiting Suez (7-8 August), calling Port Sudan (10-12), Mombasa (22), Tanga (26), Zanzibar (1 September) and arrived Beira on the 11th. Homeswards, Madura cleared Zanzibar (20), Tanga (24), Dar es Salaam (30), Port Sudan (7 October), and then ignored until her arrival, via London, at Hull on 2 November.
Outbound one last time that year, Madura cleared the Thames on 29 November 1952 for East Africa, passing Gibraltar on 4 December, Suez Canal (11-12), Aden (20) and arrived at Mombasa on Boxing Day. Southbound, she called at Zanzibar on 8 January 1953 and Dar es Salaam (9).
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| Modasa clearing an unidentified port. Credit: tynebuiltships, Peter Dixon. |
R.M.S. MODASA
Outbound for East Africa, Modasa was ignored until she cleared Aden on 15 January 1952 and arrived at Mombasa on the 21st. Calling there northbound on 25 February, and next reported passing Gibraltar on 27 March, Modasa arrived Hull via London on 7 April.
Departing London on 3 May 1952 for Beira, Modasa called at Malta (12), Suez Canal (16-17), Mombasa (30 May-4 June), Zanzibar (9), Dar es Salaam (11) and Lourenco Marques (19). Homewards, she cleared Zanzibar on 3 July, Mombasa (5), Aden (13), Suez Canal (19-20) and arrived back in the Thames on 2 August.
Outbound from the Thames on 6 September 1952, Modasa passed Gibraltar on the 11th, calling at Port Sudan (22), Tanga (8-14 October) and arrived Beira on the 29th. Northbound on 5 November, Modasa cleared Zanzibar (12) and Tanga on the 13th.
Whilst alongside at Mombasa on 17 November 1952, fire broke out in one of Modasa's holds filled with 50 bales of sisal First fought by the crew and even some passengers, the blaze was finally brought under control after six hours by the Mombasa fire brigade. It broke out again and required the brigade to return to finally extinguish it after some 13 hours. The cargo was largely destroyed but once removed, it was found that the ship was but superficially damaged. Meanwhile, her 70 passengers were temporarily accommodated aboard Mulbera which was in port which delayed her departure. Modasa was able to sail for England on the 24th, five days late. Transiting the canal 6-7 December, Modasa arrived on the Thames on 22 December and at Hull on the 29th.
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| Mantola at Marseilles. Credit: eBay auction photo. |
R.M.S. MANTOLA
Little noticed on her first voyage to British East in 1952, Mantola arrived at Mombasa on 3 January, clearing Zanzibar on (24), Tanga (24) and berthed at Beira on 3 February. More newsworthy was the report in the Sutton and Cheam Advertiser (7 February) that the boys of Tweedale County Secondary School, Carshalton, had adopted the R.M.S. Mantola and had already paid visits to "their ship." The newspapers were not giving the lads much with which to trace her movements, and now homebound Mantola was next reported to have transited the Suez Canal 7-8 March and arrived at London on the 24th.
Sailing from London on 19 April 1952 for Beira, Mantola transited the Suez Canal (1-2 May), calling at Port Sudan (4), Aden (7), Mombasa (14) and arriving at Beira on 3 June. Northwards, she cleared Zanzibar (17), Mombasa (24), Aden (30), Port Sudan (3 July), Suez Canal (6-7), Marseilles (13) and arrived at London on 22 July, carrying on to Newcastle (29).
Mantola cleared the Thames on 23 August 1952 for East Africa and next reported to have cleared Port Sudan on 9 September, Aden (11), ) Zanzibar (30) and arrived Beira on 13 October. On the way home, she cleared Port Sudan on 8 November, transited the canal (12-13), Gibraltar (23), and after calling at London, arrived at Sunderland on 5 December. Departing there on the 9th for Hamburg, Mantola ran aground at Wedel in the Lower Elbe, near Hamburg, shortly after sailing from there on the evening of the 13th, but refloated the following high afternoon tide morning without assistance.
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| R.M.S. Matiana (1922-1952). Credit: clydeships |
R.M.S. MATIANA
Homeward bound for the last time, Matiana sailed from Dar es Salaam on 8 January 1952, clearing Aden (23), Port Sudan (25), Marseilles (12 February) and arriving London on the 23rd. Proceeding to Hull, she arrived there on 10 March and after discharging the last so many cargoes, sailed on the 13 for her final landfall: Briton Ferry's shipbreaking yard of Thomas W. Ward, where she arrived on the 16th, brought to her reward by her captain and crew. She had just been sold for £141,500 to BISCo (British Iron & Steel Corp.) for breaking up:
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| Credit: Western Mail, 4 April 1952. |
About 5,000 tons of scrap iron and steel will be available for local steelworks when the steamer Matiana has been broken up at the shipbreaking wharves of Thomas W. Ward. Ltd., at Giant's Grave, Briton Ferry. The Matiana, the first ship to be received at the wharves this year, is a vessel of 9,048 gross tons and was built in 1922. A cargo-passenger vessel, she was used mainly on the India run. She was in commission so recently that she was taken to Briton Ferry by her own crew and under her own steam.
Western Mail, 4 April 1952.
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| Mulbera in the Elbe. Credit: International Maritime Museum. |
R.M.S. MULBERA
The first notice of Mulbera's first trip to "British East" in 1952 was her transiting of the Suez Canal on 21-22 February, with ensuing calls at Port Sudan (25-27), Aden (1 March), Mombasa (7-12), Tanga (13), Dar es Salaam (16-19) and reaching Beira on the 25th. Homewards, she cleared Zanzibar on 5 April, Mombasa (7-17), Aden (22), Port Sudan (24), Suez Canal (27-28), Marseilles (4 May) and after calling at London, arrived at Hull on the 19th and thence to Hamburg on the 23rd.
Outbound for Beira, Mulbera sailed from London on 21 June 1952, calling at Port Sudan on 7-9 July, Aden (12), Mombasa (20-24), Tanga (25), Zanzibar (29), Lindi (5 August) and arrived Beira on the 8th. Northbound, Mulbera cleared Zanzibar (19), Tanga (23), Port Said (7 September), Marseilles (14), Gibraltar (17) and arrived, London on the 22nd.
From London on 19 October 1952, Mulbera, Beira-bound, went through the Suez Canal (30 October-1 November), Port Sudan (2) and called at Aden (6), Mombasa (13-19), Tanga (20) and came to rescue of the passengers of Uganda which damaged her port screw coming into Dar es Salaam on 26 November. She transferred her 70 passengers to Mulbera on the 28th which took them on to Beira while she proceeded to dry dock at Diego Suarez. Homewards, Mulbera cleared Beira on 11 December, Aden (3 January 1953), Port Sudan (5), Suez Canal (8-9), Malta (13), and arrived at London on the 23rd. On arrival at Sunderland on the 28th to unload her cargo of 2,500 tons of sisal, the Sunderland Daily Echo reported on her most eventful voyage:
The 10.950-ton passenger cargo ship Mulbera came into Sunderland, yesterday, with 2.500 tons of sisal after a dramatic voyage from East Africa.
First Incident: She was preparing to leave Mombasa when fire broke out on board her sister ship Modasa, lying nearby. Officers and fire equipment were rushed to the burning ship and her 70 passengers were brought to join the 40 already on board Mulbera. The incident meant three-day delay while Modasa's passengers were found other accommodation.
Second Incident: After stores had been rifled at Tanga five shore workmen were caught. As a reprisal, attacks were made on cadet and officer of the ship while she was in the port.
Third Incident: The passenger ship Uganda damaged her propellers on a reef. Mulbera passed on her wav to Dar es Salaam, she took on Uganda's passengers.
Fourth Incident: The 27,000-ton Dutch liner Willem Ruys signalled "A Happy New Year” to her. The signal was returned, but before she was out sight. Willem Ruys collided with another Dutch vessel and her starboard side was severely damaged.
At one time on the voyage. Mulbera was seven days behind schedule, but she arrived in England only one and a half days late. She is due to sail from Sunderland on Saturday night for Hamburg.
Sunderland Daily Echo and Shipping Gazette, 29 January 1953
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| R.M.S. Madura, 1921-1953. Credit: Australian National Maritime Museum. |
1953
R.M.S. MADURA
Homewards from East Africa in the New Year, Madura cleared Zanzibar on 28 January 1953, Aden (13 February), Port Sudan (16), Suez Canal (19-20), Marseilles (26), Gibraltar (1 March) and arrived London on the 6th and later continued to Newcastle (14) and Hamburg (22).
On 19 March 1953 BI sold Madura to BISCo for scrap for £98,000 and got one more round voyage, her 99th, in before she was delivered to the breakers.
Clearing the Thames on 4 April 1953, under the command of Capt. B. O'Brian Martin, Madura transited the Suez Canal (16-17) and managed to lose her starboard anchor in the Great Bitter Lake on the 17th. Calling at Tanga (11-14 May) and Dar es Salaam (19), Madura arrived at Beira on the 21st.
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| Madura sails from Mombasa for the last time, 16 June 1953. Credit: P&O. |
Heading for home and oblivion, Madura left Beira on 24 May 1953 clearing Zanzibar on 9 June, Tanga (11) and reached Mombasa on the 11th. Flying farewell signal flags, she sailed on the 16th, saying farewell to Port Sudan (25), Suez (28), Port Said (29), Marseilles (5 July), Gibraltar (8) and arriving at London on the 13th.
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| Madura, passing Gravesend for the last time on 20 July 1953, bound for Rotterdam and then the breakers. Credit: shipsnostalgia, petroc. |
Making the rounds of Rotterdam and Hamburg, Madura arrived at the Inverkeithing yards of Thos. W. Ward on 27 July 1953. "She's been a good old tub, Capt. O'Brien Martin said, a fitting Merchant Navy tribute indeed to a stout old merchantman.
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| Passing of the Torch: Modasa and Uganda at Mombasa, 1953. Credit: P&O. |
R.M.S. MODASA
Her first voyage of her last year ignored until Modasa's transit of the Suez Canal 12-13 February 1953, she was next reported at Tanga on 25 February, Zanzibar (1 March), and northbound, calling at Mombasa on 7 April, Aden (17), Suez Canal (22-23), Marseilles (29), arriving London on 7 May and proceeding to Sunderland (14-18) and Hamburg.
Outbound for East Africa, Modasa cleared the Thames on 4 June 1953, transiting Suez (16-17) and calling at Port Sudan (20-23), Aden (26), Mombasa (3 July) and Zanzibar (14-15). Homewards, she was reported clearing Aden (19 August), Marseilles (1 September) and returning to London on the 9th. She carried on to Hull (14 -17), then Hamburg.
On what was her final voyage, Modasa sailed from London on 3 October 1953, and not reported again until she made Aden on the 21st, Zanzibar (8 November) and Dar es Salaam (9). Homewards, she cleared Tanga on the 30th and Mombasa on 7 December: "Hundreds of people, mostly Europeans, lined the sea front in Azania Drive, and blew their vehicle horns as she proudly steamed out with her paying off pennant dangling proudly behind. All the ships in port blazed away on their sirens, and flags flew from many builders. (Mombasa Times). Calling at Port Sudan (14), Suez Canal (17-18) and Gibraltar (27), Modasa was steaming for home when, on the 30th, she was sold for £61,000 to BISCo for scrap. Reaching London on 7 January 1954, she continued to Hull (12).
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| Mantola at Mombasa on her final visit there, 10-14 March 1953. Credit: P&O. |
R.M.S. MANTOLA
Departing London for Beira on 3 January 1953, Mantola (Capt. Rodney Stone) was setting out on her final voyage. Transiting the Suez Canal (15-16), her fate was sealed in London on the 15th when BI sold her to BISCo. for scrap for £102,000. Arriving at Mombasa on 23 February, her final voyage included a detour to Lourenço Marques on 20-22 February and she reached Beira on the 23rd. Homewards, Mantola made her final departure from Dar es Salaam on 5 March flying signal flags reading "From Mantola to Dar es Salaam Good-bye," to which the Harbour Master replied: "Farewell and bon voyage to a grand old lady." She arrived at Mombasa on the 10th and left there on the 14th flying a 192-foot-long paying off pennant.
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| Original caption: "The B.I Mantola seen at Port Said on her last passage home, at her mainmast head is seen a paying off pennant...thirty-one fathoms long- a fathom for every year. This ship could still easily steam at nearly 12 knots the same speed she did thirty-one years before when built, she had Teak decks and panelling of fine varnished Mahogany a real old lovely ship. Credit: shipsnostalgia, Dick Sloan. |
Calling at Port Sudan on 18 March 1953 and transiting the Suez Canal one last time on the 28-29th, Mantola arrived at London on 9 April and proceeded to Hamburg, berthing there on the 19th.
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| Credit: The Journal, 27 April 1953. |
When Mantola arrived at Messrs. Hughes Bolckow's yard on 26 April 1953, she was one of a record five ships there for breaking up, a cull prompted by a fall in freight rates and the inevitable winnowing down of the once supreme Merchant Navy starting with its pre-war veterans.
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| Mulbera, the last of the M's in service by the end of 1953. Credit: eBay auction photo. |
R.M.S. MULBERA
On her first outbound voyage of the year, Mulbera cleared the Thames on 21 February 1953 for Beira. Transiting Suez 5-6 March, she called at Port Sudan (8-10), Aden (13), Mombasa (19), Dar es Salaam (3 April) and reached Beira on the 8th. Northbound, Mulbera cleared Tanga (18), Gibraltar (18 May) and arrived London on the 23rd. She continued to Newcastle (5-10 June), thence to Rotterdam
Arriving in London for final loading for East Africa on 19 June 1953, Mulbera was next reported transiting the Suez Canal 17-18 July, called Mombasa (7-10 August) and arriving Beira on the 26th. Homewards on 1 September, Mulbera was next reported departing Port Sudan on the 25th, passing Gibraltar (9 October), and after landing her passengers at Plymouth on the 13th, proceeded direct to Newcastle, docking there on the 16th and on to Rotterdam on the 23rd.
Outbound for East Africa for the last time, Mulbera's progress was ignored until her transit of the Suez Canal 27-28 November 1953, calling at Aden (7 December), arriving Mombasa on the 13th. She called at Zanzibar on 5 January 1954 and arrived Beira on the 23rd.
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| R.M.S. Modasa 1921-1954. Credit: A. Duncan. |
1954
R.M.S. MODASA
Modasa's final round of cargo discharge ports from her last voyage from East Africa took her to Newcastle on 17 January 1954 and back to the river of her birth:
The 9,073-ton cargo liner Modasa, completed by Swan Hunter's Neptune Yard, Walker, in June 1921, came back to the Tyne yesterday to discharge her last cargo.
Next week-end, after completing the unloading of about 2,000 tons of sisal, copper and zinc at Newcastle Quay, the vessel moves to Blyth to be broken up by the Hughes Bolckow Shipbreaking Company.
Shields Daily Gazette, 18 January 1954.
On 23 January 1954 Modasa cleared Newcastle Quay and made her final voyage, the five-hour passage down the Tyne to Blyth and the breakers, poignantly passing the Swan Hunter yards where she was built, exchanging whistle salutes.
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| Credit: The Journal, 25 January 1954. |
As she sailed down the Tyne on her last voyage this weekend, the 9,070-ton British India liner Modasa passed the yard where she was built, 33 years ago.
Five times her hooter sounded as the Swan, Hunter, and Wigham Richardson yards were reached-- the traditional farewell of a ship passing its 'home' for the last time.
Then a five-hours journey took her to Blyth where today workmen will start the breaking up.
Only a few of the 165 members of the crew went on the last voyage. Captain Leslie W. Smith had left before she reached the Tyne, and returned to his home in Sutton Coalfield.
Mr. Wilfred 'Robbie' Robson, the first officer for 18 months, was on the bridge.
'I haven't been with her long enough to feel any pang about seeing her go,' he said last night. 'But she's been a good ship, slow but sure.'
It was the Modasa's speed that decided her owners to send her to the yards, although she probably had years of life. She was not fast enough to keep up with the company's schedules. A steady 14 knots was her top speed.
The Second Engineer, Mr. Fred Swan of Sunderland-- 'veteran' of the Modasa with 6½ years on board says 'She was a smooth ship never gave much trouble, and never failed to get there.'
In the line the ship's luck was described as 'almost proverbial'. Today with the first blast of an acetylene burner at the Hughes Bolsckow yards, her luck will run out.
The Journal, 25 January 1954.
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| Mulbera sails from Mombasa for London for the last time, February 1954. Credit: P&O. |
R.M.S. MULBERA
Homewards on her final voyage, Mulbera left Dar es Salaam for the last time on 4 February 1954: "We bid goodbye to the Mulbera with deep regret ffor her own sake and as the last of the M Class steamers which have played such a large part in the development of this territory." (Signal from Harbour Master, Dar es Salaam, 4 February 1954.) Mulbera arrived at Royal Albert Docks on 17 March:
British India Steam Navigation Co.'s Mulbera, due in the Royal Albert Dock to-day on her last voyage, is the sole survivor of six sister ships which over 30 years have maintained the company’s Britain-East Africa service. They have been replaced by more modern ships.
Evening News, 17 March 1954.
Farewell To “M” Ships. The last of the M " ships which have operated between East Africa and Britain for the past 30 years is nearing the end her last voyage a breaker's yard. And yesterday, Mrs Mary Rutter boarded a London bound train join her husband John, chief engineer on the Mulbera, Mrs Rutter, who lives in Dorking Road, Fulwell, is hoping the weather holds. If it doesn't then she returns by train. 'I don't like rough seas.' she confessed leaving for London.
The 30-year-old ship, owned by the British India Line, began her last voyage with her pennant flying.
The crew are proud of that pennant, Mrs. Rutter tells me. 'They add so many feet for each year's service.
The Mulbera, which brought 120 passengers from Kenya on this trip, will be bringing a cargo of sisal to the Wear before the final curtain is rung down in a breaker's yard in Blyth.
Sunderland Daily Echo and Shipping Gazette, 19 March 1954.
Mulbera arrived at Hull on 25 March 1954 and Sunderland on 1 April, to discharge the last of 1,074 tons of sisal there.
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| Original caption: The Mulbera unloads her last cargo at Sunderland's Corporation Quay, after which she will go to Inverkeithing to be broken up. Credit: Sunderland Daily Echo, 2 April 1954. |
Sunderland will be saying farewell to the 'M' class ships, the stately British India Steam Navigation Company cargo passenger vessels all bearing names starting with the letter M.
The Mulbera, sole survivor of the six sister ships built in the 1920's, arrived in the Wear last night to discharge 1,074 tons of sisal before sailing to Inverkeithing for breaking up
The 10.950-ton steamer has brought her last cargo and 161 passengers to Britain from Mombasa.
All the 'M' ships have been replaced by the fast Kenya and Uganda class ship.
All six "M" ships have been the Wear at least once in recent years, except the Malda, which was sunk by the Japanese during the late war. The others Madura, Matiana, Modasa and Mantola, have usually brought Sisal. They have gone to the breaker's yard since the end the war.
Built originally coal burning vessels, they were converted after their first few voyages to become some of the first oilburning steamers.
Sunderland Daily Echo, 2 April 1954.
Departing Sunderland on 6 April 1954, Mulbera arrived at the Thos. W. Ward yards at Inverkeithing the following day, having been sold for scrap for £64,000.
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| R.M.S. Mulbera, 1922-1954, at Inverkeithing for breaking up, April 1954. Credit: eBay auction photo. |
And the merchants of the earth shall weep and mourn over her,
for no man buyeth their merchandise any more.
Revelations 18, Verse 11
Quis nos separabit
Lifelines of Empire & Commonwealth
British India's M3 Class
Commercial Voyages & Miles Steamed
(excludes wartime service c. 1940-46)
R.M.S. Madura (1921-1953)
London-Calcutta Home Line: 7 round voyages 119,784 miles
London-Bombay Home Line: 5 round voyages 67,140 miles
London-East Africa Home Line: 54 round voyages 777,924 miles
UK-Mombasa-Bombay 1 one-way 9,554 miles
Bombay-Sydney 1 round voyage 13,800 miles
Calcutta-Sydney 2 round voyages 27,872 miles
Calcutta-Melbourne 2 round voyages 25,684 miles
Calcutta-UK 1 one-way 8,556 miles
Total miles (statute) steamed: 1,050,314
R.M.S. Modasa (1922-1954)
London-Calcutta Home Line: 24 round voyages 410,688 miles
London-Bombay Home Line: 3 round voyages 40,284 miles
London-East Africa Home Line: 41 round voyages 590,646 miles
UK-Mombasa-Bombay 1 one-way 9,554 miles
Bombay-UK one-way 6,748 miles
Calcutta-Melbourne 2 round voyages 25,684 miles
Total miles (statute) steamed: 1,074,058
R.M.S. Mantola (1922-1953)
London-Calcutta Home Line: 16 round voyages 273,792 miles
London-Bombay Home Line: 2 round voyages 26,856 miles
London-East Africa Home Line: 52 round voyages 749,112 miles
Bombay-UK one-way 6,748 miles
Total miles (statute) steamed: 1,056,501
R.M.S. Matiana (1922-1952)
London-Calcutta Home Line: 7 round voyages 119,784 miles
London-Bombay Home Line: 5 round voyages 67,140 miles
London-East Africa Home Line: 54 round voyages 777,924 miles
Calcutta-East Africa-UK 1 one-way 12,716 miles
Total miles (statute) steamed: 977,564
R.M.S. Malda (1922-1942)
London-Calcutta Home Line: 14 round voyages 239,568 miles
London-Bombay Home Line:2 round voyages 26,856 miles
London-East Africa Home Line: 36 round voyages 518,616 miles
Total miles (statute) steamed: 785,040
R.M.S Mulbera (1922-1954)
London-Calcutta Home Line: 35 round voyages 598,920 miles
London-Bombay Home Line: 4 round voyages 53,712 miles
London-East Africa Home Line: 25 round voyages 360,150 miles
UK-Mombasa-Bombay 1 one-way 9,554 miles
Calcutta-Sydney 1 round voyage 13,936 miles
Bombay-Sydney 2 round voyages 27,600 miles
Calcutta-UK 1 one-way 8,556 miles
Total miles (statute) steamed: 1,062,874
Total Combined Miles Steamed as a class: Six Million, or the equivalent of 24 times the distance from Earth to the Moon or equal to circling the Earth at the equator 261 times.
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| Stalwart of The Eastern Highway: R.M.S. Modasa (1921-1954). Credit: tynebuiltships. |
Built by Barclay, Curle & Co, Whiteinch, Glasgow: Madura (yard no. 585), Mantola (yard no. 586), Matiana (yard no. 587) and Malda (yard no. 588).
Built by Swan, Hunter & Wigham Richardson, Newcastle: Modasa (yard no. 1104).
Built by Alex. Stephens & Sons, Glasgow: Mulbera (yard no. 496)
Length (o.a) 485 ft. (Mulbera 483 ft. )
(b.p.) 465.2 ft. (Mulbera 466.3 ft.)
Beam 58 ft. (Mulbera 59.8 ft.)
Machinery twin-screw double-reduction geared Brown-Curtiss turbines 4,320 bhp
(Modasa: Metrovick turbines). (Mulbera: Parsons turbines).
Four single-ended boilers 215 psi oil-burning
Speed 13 knots (service)
13.5 knots (average trials)
Passengers (as built) Madura 105 First 41 Second Class or 67 First 77 Second
Modasa 103 First 45 Second or 67 First 81 Second
Mantola 107 First 41 Second or 41 First 77 Second
Matiana 114 First 44 Second or 67 First 77 Second
Malda 105 First 41 Second or 67 First 77 Second
Mulbera 114 First 44 Second or 78 First 80 Second
(post 1933) 158 cabin (saloon) class
(post-war) Madura 170 cabin class
Modasa 177 cabin class
Mantola 187 cabin class
Matiana 163 cabin class
Mulbera 158 cabin class
B.I., The British India Steam Navigation Company Limited, W.A. Laxon & F.W. Perry, 1994.
B.I. Centenary 1856-1956, George Blake, 1956.
The Kenya Pioneers, Errol Tzebinski, 1986
Merchant Fleets, British India S.N. Co., Duncan Haws, 1987.
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Sea Safari, British India S.N. Co. African Ships & Services, Peter C. Kohler, 1995.
Valiant Voyaging, Hilary St. George Saunders, 1948.
The Aeroplane
The Blue Peter
The Bystander
Illustrated London News
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https://www.alamy.com/
https://alondoninheritance.com/
https://www.benjidog.co.uk/
https://www.clydeships.co.uk/
https://www.convoyweb.org.uk/
http://genderedseas.blogspot.com/2023/01/
https://www.gettyimages.com/
https://historicengland.org.uk/
https://www.invaluable.com/
https://www.lrfoundation.org.uk/
https://www.maryevans.com/
https://www.facebook.com/groups/349999699675100/
https://www.pinterest.com/
https://poheritage.com/
https://www.posterteam.com/
https://www.shipsnostalgia.com/
https://www.topfoto.co.uk/
https://www.tynebuiltships.co.uk/
© Peter C. Kohler
